FB-111A Flight Manual

1.0.
1 F-l 11 (WA-1
Reproduction for non-military use of the information or illustrations contained in this publication is not permitted. The policy
for military use reproduction is established for the Army in ARi80.5, for the Navy and Marine Corps in OPNAVINST 5510.lB.
and for the Air Force in Air Force Regulation 205-1.
LIST OF EFFECTIVEPAGES
# Ch,mge
No.
0
:,
CURRENT
FLIGHT CREW CHECKLIST
IF-Ill(BICL-I
I2 OCTOBER 1971
E-l
A Change 1
1.0. IF-lll(B)A-l
TABLE OF CONTENTS
SECTION I description & operation l-l
SECTION II normal procedures 2-1
SECTION Ill emergency procedures 3-1
SECTION IV crew duties 4-1
SECTION V operating limitations 5-l
SECTION VI flight characteristics 6-1
SECTION VII all weather operation 7-1
APPENDIX I performance data (See 1.0. lF-111(B)/\-1-l)
alphabetical index 1
T.8. 1 F-l 1 1 (B)A-1
Would you believe---that

I did it just like the book
says? Well---almost like
the book? Well---would
you believe that I didnt
even re--?
SCOPE. Note
lbis manual contains the necessary information for Performance data normally included in Ap-
safe and efficient operation of the aircraft. lhesc in- pcndix I is contained in 7.0. IF-lII(B)A-I-I.
srrucrions provide you with a general knowledge of
the aircraft, its characteristics, and specific normal and
emergency operating procedures. Your experience is
recognized, and therefore, basic Right principles are SAFETY SUPPLEMENTS.
;avoided. Instructions in this manual are for a crew
inexperienced in the operation of this aircraft. This Information involving safety will be promptly for-
manwd provides the best possible operating instruc- warded to you by Safety Supplement. Supplements
tions under most circumstances. Multiple emergencies, covering loss of life will get to you within 48 hours
adverse weather, terrain, etc., may require modification by TWX, and those covering seriwts damage to equip
of the procedures. merit within 10 days by mail. The title page of the
Flight Manual and the title block of each Safety Sup-
plement should be checked to determine the effect they
PERMISSIBLE OPERATIONS.
may have on existing Supplements. You must remain
lhe Flight Manual takes a positive approach and constantly iiwnrr of the status of all Supplements. Cur-
rent Supplements must be complied with, hut there is
normally stlnes only what you can do. Unusual opera-
tions or configurations are prohibited unless specifical- no point in restricting your operation by complying
ly covered herein. Clearance must be obtained before with a replaced or rescinded Supplement.
any questionable operation not specifically permitted
in this manual is attempted.
OPERATIONAL SUPPLEMENTS.
HOW TO BE ASSURED OF HAVING
Information involving changes to operating procedures
LATEST DATA. will be forwarded to you by Operational Supplements.
Refer to the Flight Manual and Supplement Status The procedure for handling Operational Supplements
page (Hylcaf) published with each Safety and Opera- is the same as for Safety Supplements.
fiomll Supplement for a comprehensive listing of the
current Flight Manuals, Flight Crew Checklists, Safety
Supplcmenr ;tml Opcmtional Supplements. l.O. O-I- CHECKLISTS.
I -,4 \bould he checked periodically to make sure you
hxvc current Flight Manuals, Checklists and Supple-
lhe Flight Manual contains only amplified procedures.
ments.
Abbreviated Checklists are issued as separate docu-
ments; see the back of the title page for the date of
ARRANGEMENT. your latest Checklist. Line items in the Flight Manual
and Checklists are identical with respect to arrange-
111~. manual is divided into seven fairly independent ment and step number. Whenever a Safety Supplement
sections to simplify reading it straight through or affects the Checklist, write in the applicable change
u,irng it as ii refercce manual. on the affected Checklist page. As xoon as possible, a
ii
T.O. 1 F-l 11 (B)A-I
new Checklist page incorporating the Supplement will YOUR RESPONSIBILITY - TO LET
be issued. This will keep handwritten entries of Safety US KNOW.
Supplement information in your Checklist to a mini-
mum. Every effort is made to keep the Flight Manual current.
Review conferences with operating personnel and a
constant review of accident and flight rest reports as-
sure inclusion of the latest data in the manual. HOW-
HOW TO GET PERSONAL COPIES. ever, we cmnot correct an error unless we know it
exists. In this regard, it is essential that you do your
Each flight crew member is entitled to personal copies part. Comments, corrections, and questions regarding
of the Flight Manual, Safety Supplements, Operational this manual or any phase of the Flight Manual program
Supplements, and Checklisrs. The required quantities are welcomed. These should be forwarded on Form
should be ordered before you need them fo assure 847 through your Command Headquarters to:
their prompt receipt. Check .with your supply person-
SMAMA
nel - it is their job to fulfill your Technical Order
:McClellan AFB, California 95652
requests. Basically, you must order the required quan-
tities on the appropriate Numerical Index and Re- Attn: MMSTA
quirement Table (NIRT). T.O. 00-5-I and T.O. 00-5-2 AIRCRAFT DESIGNATION CODES.
give detailed information for Properly ordering xhese
publications. Make sure a system is established at your .Major differences between aircraft covered in rhis man-
base to deliver these publications to the flight crews ual are designated by number symbols which appear
immediately upon receipt. in the text or on illustrations. Symbol designations for
individual aircraft and groups of aircraft are as follows:
Q 67.161 !D 68.268
FLIGHT MANUAL BINDERS. a 67.162 Cfl 68.269
Q 67-163 @J 68.270
Looseleaf binders and sectionalized tabs are available Q 67.7192 (3 68.271
for use with your manual. These are obtained through 0 67.7193 El 68.272
local purchase procedures and are listed in the Federal 0 67.7194 @J 68.273
Supply Schedule (FSC Group 75, Office Supplies, Part Q K-7195 P&3 68-274
1~). Check with your supply Personnel for assistance in @I 67.7196 m 68-175
procuring these items. (D a-2;) a 68.276
@J 6X.240 CL3 68.277
@I 6%2il b3Ll 68.278
(D 6X-242 a 68-279
WARNINGS, CAUTIONS, AND NOTES. m (,X-Eli @ 68.280
(D 6X.24.4 El 68-281
The following definitions apply to Warnings, Cau- IId 68.245 m 68.282
tions. and Notes found throughout the manual. 0 68.246 E! 68-283
(D 6X-247 a 68-284
m 68.248 @ 68.285
piziG- cg 6X-249 ED 68.286
@ 68.250 Q 6X-287
@ 68.251 a 68.288
a 6X-252 CD 68.289
Operating procedures, techniques, etc., which FL3 6X-253 @ 68.290
will result in personal injury or loss of lift: a 68.291
a 68-25-i
if not carefully followed. @ 68.255 m 68.292
a 68.256 @ 69.6503
@ 6X-25 El 69.6504
EB 68.258 a 69.0505
m 68.25) a 69.6506
Ql 68.260 @ 69.6507
Operating procedures, techniques, etc., which @I 68.261 a 69.6508
will result in damage to equipment if not a 6X-262 m 69.6509
carefully followed. @B 68.263 a 69.6510
El 68-26-1 m 69.6511
m 68.265 a O-6512
Note B 69.6513
An operating procedure, technique, etc., a 69.6514
which is considered essential to emphasize. , througn- or and on.
Change 1 iii
T.O. lF-I 1 l(B)A-1
GLOSSARY
A/B FIX Flighr Director Computer

AD1 I:LSc Flexible Linear Shaped Charges
AFRS I:SK Frequency Shift Keying
AILA Fl(: Fast lime Constant
AIPD FXPT Fixpoint
AIR FE
AIR RE1
ALT CAL
ALT HLD
ALlM
AMAC HuM I Ion1i B
AME HSD Horizont;d Situation Display
AM1 II\1 I Iorixmtal Situation Indicator
ANT
ASTM
I(%
ATF IFIS
ATT INS
AVVI 1111
AYC IRS
IRRS
InI
BCN I\\(:
BLIHI
BNDTl l..ADD
LNCH
CADC I.;13
CCM
ecu &II;(:
C/D hln
CDS hl Ill
CIR MSMA
CKT
CMD NPU
CMDS NTIK
COM NWS/AR
(:OMP
CKS LINE ODS
CKS SEL NAV OMO
(SD oI\Is
cs Ohll
CSS 01.1.
cssc
Im
PCSS
PP. IRES/POS
DCC IPI
DFST
DG RAD
LIISP RCSS
DIV KtiAws
EBL SAI:
EPI 511
EPR SK
1iVF SMDC
iv
1.0. IF-1 11 (B)A-I
SPC Special Purpose Chaff DEFINITIONS.

SPU Systems Program Unit
SRAM Short Range Attack Missile ASYMMETRICAL LOADING
STAB AUG Stability Augmentation Weapon/tank load on any pylon is not identical to the
STC Sensitivity Time Control corresponding pylon on opposite wing
TAL Transfer Alignment Procedure SYMMBIRIC MANEUVER

TBC Trackbreaker Chaff A pull-our or push-over maneover ot steady hank
TDU Threat Display Unit
TED Trailing Edge Down ASYMMETRIC MANEUVER
TEU Trailing Edge Up
A rolling pull-out
TFR Terrain Following Radar
I-G (Tg) Time-to-Go
HERTZ (Hz)
TIT Turbine Inlet Temperature
TKR RV Tanker Rendezvous A new term for cycles per second (cps) when used in
TTI lot;J Temperature Indicator conjonction with electrical ot electronic language.
Uppet Sideband LIMIT CYCLE

A sustained oscillation which builds up to and main-
Weapons Delivery Computer tains a constant amplitude.
1.0. 1 F-l 11 (B)A-1
AIRCRAFT RETROFIT TECHNICAL ORDER INFORMATION
This list includes the applicable TCTO numbers that complete listing of TCTOs which are applicable to
have been issued up to the date of this publication. this aircraft. Throughout this manual, the terms Prior
Those issued after that date will appear in the next to T.O. -I and After T.O. - refer to aircraft prior
Change/Revision, This is not a complete TCTO list- to modificaton and aircraft after modilication, respec-
ing. Refer to the Basic Index (T.O. O-l-l-4) for the tively.
T.O. No. Short Title System/Egulpment Affected
lF-Ill-505 Provide Overboard Water Drain for ECS Air Conditioning & Pressuri-
zation System, Section I.
IF-Ill-563 AN/APS-109/ALR-41 RHAWS Penetration Aids, Section I,

T.O. IF-1 1 I(Bl-3.
lF-111.571 Relocate Rudder Authority Hydraulic Hydraulic System, Section I.

Line
lF-Ill-583 Install Hydraulic Fuse Hydraulic System, Section 1.
lF-111.599 Modify Hydraulic Isolation Circuit Hydraulic System, Section 1.
IF-111.611 Fire Detection System Ground Test Engines, Section I.

Switches
IF-111.677 Add New Ground Interphone Receptacle Communications Equipment,

Section I
lF-111.742 Add Divider Between Wheel Well and Speed Brake Limits, Section V.
Wing Cavity
IF-Ill-755 Install New Autopilot/Damper Switches Autopilot System, Section I.
lF-111.760 Add Strap to Restraint Harness Crew Module, Section 1
lF-111.779 Replace TFR Knobs-Easier Identitica- TFR, Section 1.

tiotl
IF-Ill-780 Relocate Attack Radar Scope Controls Attack Radar, Section 1.
lF-111.819 RHAWS (ANlAPS-lOA/ALR-41) Penetration Aids, T.O.

lF-Ill(BI-3.
lF-III-824 Add New Full Flap Stop Wing Flaps and Slats, Section
I.
IF-111.829 Deactivate LSTC Flight Control System, Sec-

tions 1 and VI.
lF-Ill-833 Install Improved CMRS (AN/AAR-34) Penetration Aids, T.O.

IF-lll(B)A-1.3.
lF-Ill-863 Install AN/ARC-123 HF Radio Communications Equipment,

Section I.
lF-111-876 Modify Fuel Pylons Stores Limitations, Section V.

TCTO Flyleaf 1
T.O. lF-I 1 lWA-1
T.O. No. Short Title System/Equi@zent Affected
I IF-Ill-877 Current Limiting Device for IRU Cold Weather

tion VII
Procedures, Sec-
1F.Ill-891 New Stall Warning System Flight Controls, Section I.
IF-Ill-946 Weapons Bay Overheat Detection Wheel Well Overhear Detec-

tion System, Section I
I IF-111.996 Incorporate
LARA
Improvements
Systems
in TFR/ TFR & LARA, Section I
lF-111.1020 Replace Inboard Spoiler Inboard Link Maneuverability Limitations,

Drive Assembly Section V
I IF-Ill-1074
lF-Ill(B
Improve
Bomhing
Detectability
Signals and Warning
Timer
of RHAWS
Tone
Audio Communicarions
and TFR. Section
Armament. Section
Equipment
I
I.
IF-lll(BlA-554 Install Secondary Pirot Static System Pitot Static System, Section I.
lF-lll(B)A-567 Nav/LCOS Tie-in RHAW Penetration Aids, T.O.

IF-IIl(B)A-l-3.
lF-Ill(B Modify Fuel Pylons Stores Limitations. Section V.

and -590
IF-lll(B)A-593 Modify Yaw and Roll Flight Control Autopilot System, Section I
Computers, Feel and Trim Assy, and Con-
trol Stick
IF-1 11 (B)A-602 Add ECM Set (AN/ALQ-94) Penetration Aids, T.O.

lF-lII(B)A-l-3.
lF-lll(B)A-620 Modify Bomb Release Program Unit Safe Jettison, Section III.
IF-lll(B)A-637 Install Attitude Monitor System Instruments, Section I

Caution Lamp Analysis, Set-
tion III
I
IF-Ill(B Deactivation of Hydraulic Pump Depres- Hydraulic System, Section I
surizing Valves
IF-lll(B)A-651 Modify Flight Program for Bomb Nav TFR. Section I

and TFR Systems
TCTO Flyleaf 2 Change 1

1.0. IF-1 I I(BI Section I
Description 8 Operation
OMRIPllON & OPERAlION
TABLE OF CONTENTS. THE AIRCRAFT.

Page
The Aircraft I-l The FB-II 1A is B two-place (side-by-side) long-range
Engines 1-5 lighter bomber built by General Dynamics, Convair
Oil Supply System l-15 Aerospace Division, Fort Worth Operation. The air-
Fuel Supply System l-16 craft is designed for all weather supersonic opera-
Electrical Power Supply System l-29 tion at both low and high altitudes. Mission capehili-
Hydreulic Power Supply System 1-37 ties include long range attack missions utilizing con-
Pneumatic Power Supply Systems l-41 ventional or nuclear weapons. An automatic low al-
Landing Gear System I--f I titude terrain following system enhances penetration
Iail Bumper System I-i5 capability. Power is provided by two TF-30 axial-
Nme Wheel Steering System I-45 flow, dual-compressor turbofan engines equipped with
Brake Sysrem I-46 afterburners. The wings, equipped with leading edge
Aircraft Arresting System 1.48 slats and trailing edge flaps, may be varied in sweep,
Aerodynamic Deceleration Equipment I-48 area, camber, and aspect ratio by the selection of
Wing Flaps and Slats l-48 any wing sweep angle between 16 and 72.5 degrees.
Wing Sweep System I-50 A selective forward wing sweep provides takeoff and
Flight Control System l-52 landing capabilities at minimum speeds. For all oth-
Autopilot System l-74 er regimes, the wings are manually swept in accord-
Central Air Datza Computer System l-81 aocr wicb desired math number. This feature provides
Maximum Safe Mach Assembly l-82 the aircraft with a highly versatile operating cove-
Auxiliary Flight Reference System 1.83 lope. l-he empermage consists of a fixed vertical stabi-
Warning, Caution,& Indicator Lamps l-85 lizer with rudder for directional control and a hori-
Pitot-Static System l-88 zontal stabilizer that is moved symmetrically for pitch
Instruments l-88 control and asymmetrically for roll control. Stability
Communication Equipment l-103 augmentation incorporates triple redundant features
I-Hand Radar Transponder I-109 which enh;mce system reliability. The tricycle-type
Tactical Air Navigation System l-110 forward retracting landing gear is hydraulically opcr-
Jnstrumenc Landing System l-111 aced. The main landing gear consists of a single com-
IFF System l-112 mon trunnion upon which two wheels are singly
Bombing Navigation System ~~~~~ l-116 mounted and contains but one eltending/retracting/
Armament System locking system, which ensures symmetrical main gear
I-128
Attack Radar operation. Also, ground loads imposed opoo the gex
I-130
Horizontal Situation Display System tend co extend the drag strut co the locked position.
l-140
Radar Altimeter System l-l.42 Stores are carried in a fuselage-enclosed weapons bay
Terrain Following Radar and externally on both pivoting and fixed wing-
I-143
Optical Display Sight mounted pylons. The fuel system incorporates hoch
l-157
Penetration Aids inflight and single point ground refueling capabilities.
l-160
Lighting System See figure I-l aircraft general arrangement.
~~~ l-160
CilWJpy I-163
AIRCRAFT DIMENSIONS.
Air Conditioning and Pressurization Systems l-163
Wheel Well Overheat Detection System l-172 Length (overall including pitot-static boom) - 75 feet,
Oxygen System ~~~ l-173 6.5 inches
Crew Module liscape System l-176 Wing span (wings swept) - 3-1 feet
Miscellaneous Equipment .~~~~~~~1.184 Wing span (wings extended) - 70 feet
l-l
Section I T.O. 1 F-l 11 @)A-1
Description & Operation
General Arrangement Diagram

T.O. 1 F-l 11 (B)A-1 Section I
I. Enfronce Ladder and Step.
2. Wing Poritian lights.
3. Forword Fuel Tanks.
4. Rofating Glove.
s. Pivofing Pylons.
6. Primary Hydraulic System Reservoir.
7. Slots.
8. Wing Fuel Tanks.
9. Spoilers.
IO. Wing Flops.
1,. wing Formation Lights (Upr 8. Lwrj.
12. Horirontal Sfobilirer.
13. Speed Bumps.
14. Enginer.
I 5. Aft Fuel Tank.
16. U,i,ity Hydraulic System Rerervoir.
17. Air Refueling Receptacle.
18. hi-Collirion Lights (Upper 8 Lower).
19. Tail Position Light.
20. Rudder.
2,. Fuel Vent Tank.
22. Fuel Dump Ouilet.
23. arresting Hook.
24. Toil Bumper.
~ure,o~e Formotior, Lights (4).
Strake 12).
Forward Landing Gear Door/Speed Brake.
nir Condi,ioning System Cooling Air Intake.
Blow-In Doorr.
Spike.
Fuel Syrfem Precheck Selector Panel.
Sin+ Point Refueling Adapter Receptacle.
Al, Electronic Equipment Bay.
Weaponr Bay.
Forward Electronic Equipment Boy.
36 Pitot Sfotic Probe.
FWOrnW~FOOl
Figure I-I. (Sheet 2)

l-3
------r----- - -r -_-._-..
Crew Station General Arrangement
-14
Left Station Oxygen Control Panel (See Fig. 1-76). *20. CMDS Control Panel,
:: Air Conditioning Control Panel (See Fig. l-70). l 21. AN/ALQ-94 ECM Control Ponel.
3. Autopilot Domper Panel (See Fig. l-26). *22. ECh4 Destruct Control Panel.
Throttle Poncls (See Fig. l-5). 23. IFF Control Panel (See Fig. 1-44).
i Left Sidewall (See Fig. I-25). -24. Coded Switch Set Controller Ponel.
6: Landing Gear Cantfol Panel (See Fig. l-16). 25. Fuel Control Panel (See Fig. l-9).
7. lnternol Canopy Latch Handle (2). 26. TFR Control Panel (See Fig. l-63).
8. Left Moin instrument Ponel (See Fig. l-6). 27. UHF Rodio Control Panel (See Fig. l-38).
Mirrors (4). 28. TACAN Control Ponel (See Fig. l-42).
Ix: Canopy Hotcher (2). 29. HF Radio Control Panel (See Fig. l-38.
11. Thermol Curtoins (2). 30. IL5 Control Ponel (See Fig. l-43).
12. Canopy Center Beam Assembly (See Fig. l-77). 31. Ejection Handles (2).
13. Magnetic Compass. 32. Windshield Wash/Anti-lctrtg Control Panel (See Fig. l-73)
14. Right Main Instrument Panel (See Fig. t-31). 33. Comporr Control Panol (See Fig. 1.28).
15. Right Sidewall (See Fig. l-72). 34. Electrical Control Panel (See Fig. I-11).
16. Storer Control Panel (See Fig. t-49). 35. Antenna Select Panel (See Fig. l-45).
17. SRAM Control Panel. (See Fig, 1.50) 36. Auxlliory Gage Panel (See Fig. l-15).
18. Computer Control Ponel (See Fig. l-48). 37. Miscelloneour Switch Panel (See Fig. l-60)
19. Communications Ponel (See Fig. I-40)
*See f.0. lF-Ill(Bl-3.
%ee Applicable Weapons Delivery Manual,
14
T.O. 1 F-l 11 (Bin-1 Section I
38. Mirrion Da,0 Box (2).

39. Relief Container (2).
40. Drinking Cvpr (21.
41. Weight and Balance 1.0. and Flighf Record S,owage. 45
42. Food and Liquid Sfowage (21.
43. Air Dilfurerr 121.
44.
45.
46.
47.
48.
49.
50.
51.
52. Letdown Chart Holder Slowage.
53. Salely Pin stowage.
54. Circuit Breaker Pow, (See Fig. 1.13,.
55. Ground Check Panel (See Fig. l-27).
56. Flight Monuol Stowage.
57. Arrival and ln,,ighf IFR Char, S,owage
58. Right Station Oxygen Control Pa*1
Height (to top of vertical tail) - 17 feet, 5 inches equipped with afterburners. See figure l-3. The engines
Refer to Section II for turning radius dimensions. are mounted side by side in the fuselage and are in-
terchangeable. The sea level, standard day uninstalled
thrust rating of the engine is in the 12,000 pound class
AIRCRAFT WEIGHT.
in military power and in the 20,000 pound class in
The aircraft operating weight is in the 49,CGOpound afterburner. Provisions ace made for starting the en-
class. The maximum gross weight varies with weapon gines with an exwrnal pneumatic ground ~tarrer cart.
Also, the left engine has the capability of being
configuration. For information regarding gross weights
for various weapon configurations refer to Center-of- starred without the aid of ground support equipment
Gravity Envelope, Section VI. For specific aircraft by means of a pyrotechnic cartridge. With eirher en-
weight, refer to the associwed handbook of Weight gine operating, the other engine can he started by using
bleed air from the operating engine. Electrical power
and Balance Data, T.O. 1.lB-40.
is supplied for the engine igniter plugs by an engine-
driven alternator. Each engine is supplied a flow of air
FLIGHT CREW.
through a separate inlet duct locnted below the inter-
The flight crew consists of a pilot and navigator ,seated section of the wing and the fuselage. An automatically
side-by-side. The crew member assigned to the lefr crew controlled, movable spike is used in each inlet dncr to
station serves as pilot. The crew member assigned to conrrol airflow to the engines. The engine air inlets
rhe right crew station serves as navigator and operates are equipped with free floating blow-in doors which
the offensive and defensive equipment associated with allow additional air to the engine as it is required.
the controls at that station. Splitter vanes are used af the front of the inlet ducts
to remove the low energy air from the fuselage and
the lower surface of the wing glove, thus preventing
ENGINES. boundary layer air from disturbing engine inlet air.
These features allow optimum engine performance
The aircraft is powered by two Pratt and Whitney throughout a wide range of aircraft operating con-
TF-30, sixteen-stage axial flow turbo-fan engines ditions. Air from the inlet of each engine is routed
1-5
Section I 1.0. IF-1 ll(B)A-1
I. Fan (3 Slogas/. Low Prerrure

2. Nl Compresror (6 Stager). Comprerror
3. N2 Compreraor (7 stogerj.
4. Fan Duct.
5. Combustion Chamberr (8).
6. N2 Compresor Turbine [Single Stage].
7. Fan and N, Compressor Turbine (3 Stager).
8. Afterburner Secfion.
9. Free Floofing Blowin Doers.
10. Variable Nonle.
I I. Tail Feathers.
1131M00~1011
Figure 1-3.
through a single duct for both the basic engine sec- inlet and guide vane anti-icing. (Refer to Anti-Icing
tion and the fan section. Three compressor stages pro- and Defog Systems, this section.) Compressor bleed
vide initial pressurization of rhe air flowing into the valves are installed on the engines to bleed air from
engine and into the fan duct. The fan duct is a full the compressor during operation in certain flight re-
annular duct which directs flow aft to join the engine gimes as an aid in the prevenrion of compressor stalls.
airflow coming from the turbine discharge. The fan The valves are controlled to automatically open ar
air develops n significant portion of total engine thrust. math 1.75 i 0.10) and ahoue.
Engine air is compressed by 9 stages of the low pres-
sure compressor (NI), of which three stages arc the ENGINE FUEL CONTROL SYSTEM.
fan, and 7 stages of the high pressure compressor (N2).
The air is then diffused into the combustion section, Each engine fuel control system (figure l-4) nutomati-
which contains 8 combustion chambers. The turhinc czdly pro\,ides optimum fuel flow for any throttle ser-
section of the engine consists of a single-stage turbine ring. This system responds to several engine operating
to drive the high pressure compressor and a three-stage parameters and makes it unnecessary to adjust the
turbine to drive the low pressure compressor. The tur- throttle in order to compensate for variations in inlet
hines are mechanically independent of each other. High air temperature, altitude, or airspeed. The engine fuel
pwssurc compressor speed is indicated by a tachometer. system consists of a two-stage engine-driven fuel pump,
Speed of the low pressure compressor is nor monitored foul control unit, Aowmerer, filter, pressurizing and
excqx by an overspeed caution lamp. After leaving the dump valve, nozzles, and a fuel-oil heat exchanger. Fuel
turbine section of the engine, the air is joined with from rhe tanks is routed through the flowmeter to the
the fan air in the afterburner section. Bleed air from centrifugal stage of rhe engine fuel pump, through n
the engine compressors is used for cockpit and equip- filter, and back co the gear srage of the puq>. Bypass
menc hay air conditioning and prcssurizarion, bydraw ~i~lvcs route fuel past the filter or first pump stage in
lit system pressurization. fuel rank pressurization, hy- cveoc of f;tilurc of these components. The second pump
draulic oil cooling. engine vortex destroyers, gcner- stage delivers fully pressurized fuel to the fuel control
ator/CSD cooling, ground oil cooling, and windshield unit, which provides metered fuel flow through the
rain removal. Also, hot bleed air is used for engine fuel-oil be;~t exchanger to the fuel pressurizing and
I-6
r.0. 1 F-l 11 @.)A-1 Section I
dump valve. This dual-function valve directs the fuel This system sensc~ a pressure change and controls the
through the primary and xcondary fuel manifolds to exit area of the afterburner exhaust nozzle. Six blow-in
fuel wzles which spray the fuel info the eight engine doors are located ear the ;aft end of the afterburner.
combustion chambers. When the fuel ,~sure drops These doors ape any time outside air pressure is great-
during engine shutdown, the fuel pressurizing and er than pressure inside the duct. allowing outside air
dump val\e ;xutomatically opens and drains the pri- to enter ;and thus increasing the total engine thrust.
mary fuel manifold. The trailing edge of the afterburner consists of frec-
floating leaves which reduce drag at the aft end of the
Fuel Control Unit. engine hy directing the exhaust gases into the slip-
The engiw fuel control unit is a hydrornechaniczd de- stream with minimum turbulence.
vice incorporating an engine-driven, flyball-type speed
gowmor. The control unit consists of a fuel metering Afterburner Fuel System.
system and a computing system which operates as a The afterburner fuel system (figure I-4) consists of the
function of throttle setting, main combustion chamber following major compoets: a exhaust nozzle punp,
pressure, high pressure rotor N2 speed, compressor an ;1fterburner fuel pump, an aftcrhurner fuel control
inlet pressure, compressor inlet temperature, and flight unit with integral exhaust nozzle control, and fuel
math umber which is provided from the CADC. spray rings. Fuel fro, the tanks flows through the
Howmax to the afterhurncr fuel pump. The exhaust
Note nor& pump is supplied fuel from the boost stage of
Malfunctions of the CADC ate normally in- the engine main fuel pump. The exhaust nozzle pump
dicared hy the CADC caution lamp. However, supplies fuel to the afterburner fuel control until a pre-
failures can occur which result in incorrect determined fuel How rate is exceeded. At this Row rate,
,ach d;ua from the CADC to the fuel control the afterburner fuel pump inlet is opened and begins
unit without a accompanying CADC cau- to supply fuel to the afterburner fuel control unit. Fuel
rion lamp. The effect of a CADC mech failure from the afterburner pump passes through a fuel-oil
on the fuel control unit can occur only when cooler before entering the afterburner fuel control unit.
the landing gear handle is in the UP position This unit includes a computer and a high pressure How
and will manifest itsel,f with a sudden redoc- section. I:uel is rhen directed to rhc spray rings, where
tion in ertgine thrust. lhis malfunction will it is atonlired ad ignited in thse afterburner comhus-
;~lso result in an abnwmally high math indi- tion chamber. I:ivc LOLS of afcerburning can be se-
cation on the AMI. lected through the afterburner fuel control unit, which
schedules fuel 10 the spray rings in the various zones
The metering system selecrs the rate of fuel flow to be of the afterburner as 21 function of throttle setting.
supplied to the engine in response to the throwle set- When the throttle is advanced for z~fterburner initia-
ting. However, metering sections are regulated by the rim and when high prcssurc compressor speed exceeds
fuel control computing system which monitors the approximately X.3 percent rpm, the afturburrter initia-
various engine operating parameters. Fuel enters the tion valve schedules light-off fuel flow until afterhorner
fuel control through a filter provided with a spring- light-off occurs, iis sensed by the ,cxhaust nozzle controli.
loaded bypass. Fuel metering is accomplished by main-
Afterburner Ignition.
taining a ~onstunt pressure across a variable valve area
which is controlled by the computing system. The con- The function of the afterburner ignition syster is to
stant pressure is maintained by use of a pl-essure- provide a means of igniting fuel in the afterburner to
regulating bypass valve. This valve consists of II servo- initiate afterburner operation. With the advancement
operated valve and a spring-loaded valve. Normally, of the throttle into AB, the afterburner igniter valve
the servo maintains consmnt valve regulation. but in releases a auxiliary squirt of fuel which is injected
the event of servo malfu<~tio, the spring valve alone just aft of the fourth stage turbine; then zone I fuel
will provide adequate regulation. Deviations from the flow begins. After zone I flow begins, initial after-
desired metering pressure ;are sensed i the valve regu- burner ignition is provided by a hot streak ignition
lating unit which varies the bypass flow area. thereby system. The igniter valve injects a slug (main squirt)
restoring the desired pressure by returning exwss fuel of fuel into number 4 combustion chamber creating a
f the ,,ll1,, inlet. locel ovetrich mixtote. This fbuel is igited by the
um~bustion chamber hre and the rich mixture results
ENGINE AFTERBURNERS. in a longer flame that horns past the turbines to pn-,-
vide hot streak ignition for the zauxiliary squirt, which
ill turn ignites zone I. Complet,ion of the main squirt
into umlxx .i combustion chamber provides 21 sig:nal
for cessation of the auxiliary squirt. If afterburner op.
erario is not achieved, thu throttle must be retarded
to MIL or below and ru;tdvanced into AD to repeet
the abovu series of events required for afterburcr
ignirion.
l-7
Section I T.O. 1 F-l 11 (B)A-1
Engine Fuel Control System
------ ----__I
PRESSVRIZATION
AND DRAIN VALVE
Figure 1-4. (Sheet 1)
l-8
.1
t
Section I 1.0. 1 F-l 11 (EdA-
ENGINE INLET SPIKES. vent the formation of vortexes below the inlet, thereby
preventing foreign objects from being entrained in a
Engine inlet air velocity is regulated throughout the ~txtex and sucked into the engine. When the weight of
entire aircraft speed range in order to maintain maxi- rhe aircraft is on the landing gear, a ground safety
mum engine performance. This regulation of the air
switch, located on the landing gear, automatically acti-
inlet velocity is accomplished by a movable spike lo-
vates the vortex prevention air screen.
cated in the inlet of each engine. Each spike is a quar-
ter circle, conical-shaped, variable diameter body that
is independently movable forward and aft. The spikes ENGINE VARIABLE EXHAUST NOZZLES.
are located in each air intake at the intersection of the The variable nozzle system incrementally opens and
winS lower surface and the fuselage boundary plate. closes the engine exhaust nozzle for afterburner modu-
Posftion and shape of the spikes are changed automati- lation. The control is a hydromechanical computing
cally co vary the inlet geometry and to control the in- device that determines and sets the nozzle area required
let shock wave system. Local air pressure changes due to maintain a desired turbine pressure ratio during aft-
to v;rri;ttion in inlet local m;lch and diffuser exit mnch erbnrner operation. The nozzle position is scheduled by
nomher are measured by sensors in the spike control the throttle setting and governed by internal pressure
unit. Signals from the control unit operate hydraulic ratio in the engine. The nozzle is closed for all ranges
actuators powered by the utility hydraulic system to of nonafterburner operation except for ground engine
position the spike fore and aft (extend or retract )and idle, at which time it is positioned fully open for mini-
to adjust the spike cone angle by contracting and ex- mum thrust. If afterburner blowout occurs, the hlow-
panding the spike as required. When the aircraft is on out signal valve is actuated, and the nozzle clofes. In
the ground, and any rime the aircraft speed is less than addition, the afterburner fuel selector valve closes off
approximately math 1.0, the spike will be full forward fuel flow to all afterburner zones, and a signal is di-
and fully retracted. In the event the system malfunc- rected to the engine main fuel control to reduce fuel
tions, a one-shot pneumatic override system is provided flow to the main combustion chamber. When the ntx-
to position and lock rhe spike full forward and fully zle has moved to the closed position, the blowout sig
contracted. nal is removed. Afterburner operation can again be in-
itiated; however, the throttle must first be moved ro a
Note nonafterburning position.
Once the pneumatic override has been used, ENGINE IGNITION SYSTEM.
the hydraulic shuttle valves in the spike con-
trol system must be repositioned on the The functions of the engine ignition system are to pro-
ground, with the utility hydraulic system vide a means of initiating combustion in the combus-
depressurized. tion chambers during the starting cycle and to provide
a means for furnishing an engine ignition source in the
event of a flameout. Each engine has a dual main igni-
An electronic anti-icing system prevents ice formation tion system including two ignition exciters, two igniter
on the sensors. Refer to Anti-Icing and Defog Sys- plugs, an ignition alternator, and an automatic restart
tem, this section. switch. The alternator is engine driven and is capable
of providing sufficient energy to both exciters of the
ENGINE INLET BLOW-IN DOORS. ignition system for ground starting or for windmill
The engine inlets are equipped with blow-in doors starts during all flight conditions. Ignition alternator
voltage is stepped up by transformer and capacitor
to provide an opening for additional air to the en-
circuits within the exciters to provide ionizing voltage
gine during ground operation and low speed Hight.
The doors are free floating so that they will automa- for the igniter plugs. The alternator incorporates two
independent torrent generating circuits for increased
tically nssume a position corresponding to the pressure
reliability. The automatic restart circuit energizes the
differential between inlet ducr and outside air pressure.
ignition system in the event of a combustion chamber
On the ground and during low speed flight the doors
Hameout by sensing the rate of change of burner pres-
will assume a position between full open and closed
as this differential pressure varies with engine demand. sure. lhis is accomplished by an automatic restart
switch which will remain activated for Ii to 60 seconds
As speed is increased the doors will close and remain
depending on compressor discharge pressure. Engine
closed when ram effect increases inlet pressure to above
ignition is accomplished by the two spark igniters
outside air pressure.
located in the lower combustion chambers (No. 4 and
No. 5) of each engine. Advancing the throttle from
VORTEX DESTROYERS.
OFF position actuates the throttle ignition switch for
The possibility of ingestion of foreign objects into the that engine. This action provides ignition when the
engine during ground operation is reduced by an aero- engine start switch is in PNEU or CARTRIDGE.
dynamic screen of engine bleed air which is directed Electrical ignition is cut off when the ground start
down and outhoard beneath each inlet through vortex switch returns to OFF. This normally occurs when
destroyer air jets. The vortex destroyers serve to pre- the starter rentrifogal cutout switch opens on the I;tst
l-10
1.0. 1 F-l 11 (B)A-1
.~~ Section I
engine to be started. Ignition is also cut off when the breaks the starter control circuit and allows the starter
throttle is retarded to the OFF position. pressure shutoff valve to close, shutting off the pneu-
matic pressure. Two spare cartridges can be carried in
ENGINE STARTING SYSTEM. the main landing gear wheel well. An engine start
counter, located in the left forward equipment bay,
Several means are provided for starting the engines. separately records the number of cartridge and pneu-
The left engine can be started by pyrotechnic cartridge, matic starts for each engine.
both engines can be started by external pneumatic pres-
sure, and once either engine is running, the remaining ENGINE CONTROLS AND INDICATORS.
engine can be started by pneumatic crossbleed from the
operating engine. The left engine is equipped with a Throttles.
cartridge-pneumatic starter to provide flexibility of op
eration without ground support equipment. The right A set of throttles (7, figure l-5). is provided for both
engine is equipped with a pneumaric starter only. Elec- crew members. The respective left and right throttles
trical power required for starting can be obtained from in each set are mechanically linked together. Each
either an external ground source or the aircraft battery. throttle provides thrust setting adjustment for its re-
When starting the left engine with the cartridge, the spective engine. Pneumatic power boost, from the
cartridge is ignited by placing the ground start switch cabin pressurization sytem, is provided to assist throt.
to CARTRIDGE and lifting the left throttle out of the tie movement. Throttle friction for both sets of throt-
OFF position. When starting the engines with a pneu- tles is controlled by means of the friction lever located
matic source, either external or crossbleed, placing the adjacent to the left set. Moving the lever toward INCR
ground start switch to PNEU and lifting the left or increases throttle friction, and moving the lever to-
right throttle out of the OFF position, opens the starter ward DECR decreases the friction. Force required to
pressure shutoff valve on the engine being srarted and move the throttles varies from 2 to 30 pounds, with
allows pneumatic pressure to drive the respective start- pneumatic boost, depending on the position of the fric-
er. After a pneumatic start,, the ground start switch will tion lever. In the event pneumatic boost is lost, the
return to OFF when the centrifugal cutout switch in force required to move the throttles is from 10 to 40
the starter on the second engine started opens. This pounds depending on the friction lever position. Both
Figure I-5.
l-l I
Section I T.O. 1 F-l 1 l(g)A-1
sets of rbrottles have positions marked OFF, IDLE, ignirion for air-starting the engines. The huttons are
MIL, and MAX AB, respectively. Only the left set of marked .41R START. When either air starf button is
throttles can be raised co go into or from rhc OFF po- momenmrity depressed, the air srarr timer relay ac-
sirion. The center throttles cannot be used for engine tuates and allows ignition alternator power to operate
starting or shutdown. When the left se, of throttte~ are the ignition exciters for horh engines. The relay will
lifted to move them wc of the OFF position, the thror- remain energized for ;,pproxim;xety 55 seconds after
IIC starter switches are acruated. If the ground start the air smrc button is released, the&y providing ig-
switch is in rhe CARtRID<~E position, lifring the lefr nition for this length of time.
fhroctIC wilt auromarically lire the lcfr engine swrwr
curridge. If the ground srarc sxvitch is in the PNEU Ground Ignition Cutoff Switch.
posirion, lifting either rhrortle wilt open the starter
pneum;~tic pressure shutoff wtw on the respective en- The ground ignition cutoff sw,irch (IO. figure t-27).
gine 10 allow scarring by pncumzttic pressure. Move- located on the ground check panel, is labeled GR,D
ment of either rhrotrle forward of the OFF tnsition IGN and has two positions marked NORM and
xtiv~ces the respccfive engine ignition sysrem. A dc- OFI:. When the switch is in OFF, a relay, which deac-
tent ar the MIL position provides a means of readily tivates the engine electrical ignition system for borh
selecting military power. A detent is also provided ar engines by grounding the ignition atrernator output, is
the minimum AB position. lo attain the minimum energized. When the switch is in the NORM position,
AB detent position rhe throtrte musf hrsr be advanced the relay is deacrivared, and the ignition circuits are
into the afterburner range and then retarded until the not grounded through this relay.
dcrenr is felt. Kefer to figure t-5 for a dumit of both
the MIL and MIN AH throttle positions. lhc left Mach Trim Test Switch.
throttle of the tefr xc includes an EVF (enter visual
iix) button for updating the bomb nilv sysrem. The The math trim msc switch (3, figure l-271, located on
right throttle of each set includes a microphone switch the ground check panel, has two positions marked
and B speed brake switch. NORM and ItiSl. The switch is spring-loaded to the
NORM position. The switch is provided for mainte-
Engine Ground Start Switch. nance ground check of the engine math lever on the
fuel control unit.
The engine ground smrt switch (I I, figure t-51, located
on the center rhrottte panel, is a three-position switch Spike Control Switches.
marked PNEU. OFF, and CARTRIDGE. The switch is
solenoid held in rhe PNIiti and CARIRIDGE posi- Two spike control switches (10, figure l-j), located on
tions and is spring-loaded co and locked in the OFF the center throttle panel, are labeled L SPIKE and R
position. The switch toggle must he pulled out before SPIKE, respectively. The switches are lever lock type
it can he moved to either PNEU or CARTRIDGE. switches with two positions marked OVERRIDE and
Placing the switch co either PNEU or CARTRIDGE NORM. In the NORM position the spikes are automar-
position supplies power co arm the throttle start icalty controlled LO maintain maximum engine per-
switches. With rhe switch in the PNEU position, tift- formance. When either switch is positioned to OVER-
ing either throttle out of the OFF position allows RIDI, pneumatic pressure is applied to the spike
electrical power from the respective throttle start actuator to move rhe spike to the full forward and fully
switch to open the starter pressure shutoff valve on the contracted posirion. The switch must be pulled out of
engine being started. With the switch in the CAR- the lock before it can he moved from either position.
TRIDGE position, lifting the left throttle out of the
OFF position attoa~s electrical power from the throttle Spike Test Buttons.
start switch to fire rhe cartridge. A centrifugal cutout
switch in the smrter of the last engine started will lwo spike test buttons (2, figure t-27), located on the
open rhe circuir to the solenoid holding lhe engine ground check panel, are provided to check operation
ground xarc switch, and it will return to OFF. of the spikes. The buttons are marked L SPIKE and
R SPIKE. Depressing and holding either button will
cause the respective spike IO move co the full aft, fully
Not.2 expanded position. The spike caution tamps wilt lighr
white the spikes are in transit. When the buttons are
Nor wheel steering is inoperative when the
rctc~~sed. the spikes will move to the full forward, fully
engine ground start switch is our of rhe OFF contracted position.
position.
Engine Tachometers.
Air Start Buttons.
Two engine tachometers (27, figure l-6), located on the
Iwu air start pushhu~tons (6, figure t-51, one located left main instrument panel, indicate the percenr of rpm
on each rhrortls panel, provide a means of obtaining of the high pressure compressor (N2) in each engine.
1-12
Each tachometer main dial is graduated from 0 fo IO0 tal readout window on the indicator face. 115 volt ac
percenr rpm in increments of 2 percent; the suhdial is power to the indicators is supplied from the essential
graduated from 0 to 10 percent in increments of 1 per- ac bus.
cent.
Engine Turbine Inlet Temperature Indicators.
Engine Overspeed Caution Lamp.
Two engine turbine inlet temperarure (TIT) indicators
Two amber engine overspeed lamps, one for each (28, figwe I-6). located on the left main instrument
engine, are located on the main caution lamp panel panel, show turbine inlet temperature in degrees centi-
(figure l-29). When lighted the letters L ENG OVFK- grade. The indicator dials are graduated from 0 to Ii00
SPEED and R ENG OVERSPEED are visible. The degrees in 50 degree increments. In addition, a digital
lamps light to indicate ;tn engine overspeed of ap- readout of turbine inlet temperarure in two degree
proximately 105 percent I-pm and above. In a~.ldition. increments is displayed. Power to the IIT indicators
the lamps will light prior to engine start, provided is supplied from the 2X volt dc engine start bus thus
there is electrical power on the airplane, and will go operation is normal with battery power. A flag marked
out prior fo reaching idle rpm. The lamps operate on OFF appears on the face of the indicator when power
28 volt dc electrical power from the essential dc bus. to the indicator is interrupted.
Spike Caution Lamps.

Engine Fuel Flow Indicators.
Two amber spike caution lamps, one for the spike in
Two engine fuel How indicators (29, figure l-6). located each engine inlet, are located on the main caution lamp
on the left main instrument panel. show fuel flow for panel (figure l-29:. When lighted, the letters L ENG
each engine in pounds per hour. The indicators are SPIKE and R ENG SPIKE, respectively, are visible. A
cnlihrated from 0 to 80,000 pph in increments of 2000 spike caution lamp lights when the aircraft milch num-
pph. A digital readout of fuel flow is displayed on the ber is less than 0.35 and the respective spike is not full
face of the indicator. This readout shows fuel flow to forward and fully contracted. When rhe spike control
the nearest 100 pph. switch is placed to OVERRIDE, the spike caution lamp
will light and remain on until the spike has reached
Engine Nozzle Position Indicators. the full forward and fully contracted position. During
spike self-test the lamps will light until the spike has
TWO engine nozzle position indicators (30, figure l-61, reached its full aft and full expanded position. The
located on rhe left main instrument panel, show nozzle lamps operate on 28 volt dc electrical power from rhe
position. lhe indicators are calibrated from 0 (smallest essential dc bus.
nozzle area) to 10 (largest nozzle area). The indicators
use 1 Ii volt ac power from the left main ac bus. Engine Oil Hot Caution Lamps.
Engine Oil Pressure Indicators. The two engine oil hot caution lamps are located on
the main caution lamp panel (figure 1-29). When the
Two engine oil pressure indicators (32, figure l-6), lo- oil temperature of either engine exceeds 250 degrees F,
cated on the left main instrument panel, indicate en- the associated lamp will light. When lighted, the fol-
gine oil pressure in pounds pet square inch. The indi- lowing letters will be visible in the lens of rhe respec-
cators are calibrated from 0 to 100 psi in increments of tive lamp: L ENG OIL HOT and R ENG OIL HOT.
5 psi. The oil pressure indicating system operates on 26
volts ac which has been reduced by a transformer ENGINE FIRE DETECTION AND EXTINGUISHING
which has an input of I I5 dolts ac from the xc essen- SYSTEM.
tial hus.
Engine fire detection is provided by sensing elements
Engine Pressure Ratio Indicator. routed throughout each engine compartment. Should
a iirc or overheat condition occur, the rise in rempera-
Tw,o engine ptessure ratio (EPR) indicators (31, figure ture is detected by the sensors which light the respec-
1.6). locared on the left main instrumenr panel, indi- tive left or right engine fire warning lamp. Shutoff
cate the ratio of turbine discharge pressure fo engine salves are provided to isolate fuel and hydraulic fluid
inlet pressure. The main dial of each indicamr is cali- from the affected engine. After the shutoff valves are
brated from I .I) to 3.0 in 0.1 increments. A smaller cir- closed, fire extinguishing agent can be discharged into
cular dial (subdial) on the indicator face is calibrated the affected engine compartment to pur out rhe fire.
in 0.01 increments for precise reading. A set hotton on The extinguishing agent is contained in a single con-
the Iowcr right of each indicator permits movement of tainer with a separate discharge valve for each engine.
a reference pointer on the perimeter of the indicator to Self-test features are incorporated in the system for
serve as an index fc,r computed HPR. The precise EPR mnintenance checks and troubleshooting. The fire
lxaition of the reference pointer is displayed hy a digi- extinguishing agent is available for one engine only.
l-13
,_,-... ,,... -_____ __.._,._ ---.-,.

Left Main Instrument Panel (Typical)
2. Agent Dirchorge/Fire Detect Test
Swifch. P
Main Coufion Lamp Panel.
3. External storer ,et,iron Button. Optid Dirplay Sight Set
4. Lmding ,. +r, Confrol Panel (See fig. I-66). ,o
,_
Upper Warning and Coufion s
Lamp Panel. %
lntegroted Flight lnrfrumentr
!eekig. l-32). s
17.
I 8. Control Surface Position
Indicator.
19. Nosewheel Steering/Air Refueling
Indicator Lamp.
20. Rodor Altimeter.
21. Radar Altitude Low Warning Lamp.
22. sto,, Warning Lamp.
23. t4orter caution Lamp.
24. Bomb Nav. Dirfonce Time Indicofor.
25. Takeoff Trim indicator Lamp. ?
26. Takeoff Trim Button. ?
27. Engine Tochomeferr.
28. Engine Turbine Inlet Temperdure ?
Indicators.
29. Engine Fuel FLOW Indicators.
30. Engine Nozzle Position Indicotorr. s
31. Engine Pressure Ratio Indicotorr. 5
32. Engine Oil Pressure indicators. I,
33. Hydraulic Syrtem Prerrure
Indicoforr.
34. Fuel Quantity indicafor Selector
Knob.
35. Air Refueling Receptacle Lights
Control Knob.
36. Total/Select Fuel Quantity fndicotor.
37. Fuel Quantity lndicofor Test Button.
38. Furelage Fuel Quantity Indicator.
T.O. 1 F-l 11 @)A-1 Section I
Selection of the engine to which the agent is to be one circuit can be checked at a time. On aircraft modi-
directed is made by depressing the appropriate fire fied by T.O. IF-1 11.611, the switches ate spring-loaded
pushbutton. to the NORM position.
Fire Detection System Short Test Button.

Fire Pushbutton Warning Lamps.
The hre detection system short test button (17, figure

Two tire pushbutton warning lamps (1, figure l-6), l-27), located on the ground check panel, is marked
labeled L ENG and K ENG, are located on the left SHORT TEST. The button is provided to ground
main instrument panel. When a fire is indicated by a check the system short discriminating test circuit dut-
warning lamp, depressing either button will close the ing maintenance ot troubleshooting.
engine fuel shutoff valve and utility and primary hy-
draulic system shutoff valves to the respective engine
ENGINE OPERATION.
and Tvill arm the extinguishing agent discharge switch
to the affected engine, Depressing the button again l.he following paragraph, containing information pet-
will open the fuel shutoff valve and disarm the fire tinent to engine operation, will aid in the evaluation
extinguisher agent discharge valve; however, the hy- and correction of engine malfunctions. For a detailed
dranlic shutoff valves will remain closed, The huttons discussion of Engine Stall Characteristics. refer to
are covered by frangible covers to provide a visual in- Suction VI.
dication that the huttons have been actuated.
Engine Acceleration.
Engine acceleration time is severely affected by the

amount of compressor discharge air being bled from
the engine and by outside temperature. The engine
may require 15 seconds to accelerate from idle to mili-
tary when air conditioning air is taken from that en-
Caution must be exercised to prevent inad- gine during ground operation. In flight this effect is
vertently depressing the wrong pushbtm:on minimized, but during final approach for landing, en-
and shutting down the good engine since gine acceleration may require as much as 10 seconds
the hydraulic shutoff valves cannot be re- to increase thrust from idle to military.
opened in-flight.
Afterburner Rumble.
Agent Discharge/Fire Detect Test Switch. During zone 4 and low zone 5 operation, the engine
may exhibit afterburner fluctuations at 40 to 60 cps.
This will be heard and felt as a low frequency beat-
The agent discharge/fire detect test switch (2, figure I-
type vibration in the airframe and is referred to as
h), located on the left main instrument panel, is a
three-position lock lever switch marked A~GENT afterburner rumble (rough combustion). Should this
DISCH, OFF, and FIRE DETECT TEST. The switch occur change throttle settings to a point where it can
nor be detected.
is spring-loaded to the OFF position, and is locked
out of the AGENl L>ISCH position to prevent inad-
vertent actuation. To move the switch to AGENT
DISCH, it must be pulled out of the lock. Momentar- OIL SUPPLY SYSTEM.
ily positioning the switch to the AGENT DISCH po-
sition will discharge fire extinguishing agent into the Each engine is equipped with an oil supply system
engine compartment of the engine selected after de- which consists of an oil tank, a main supply pump, six
pressing the affected engine fire pushhutton warning scavenger pumps, a deoiler, two filters, an overboard
lamp. Holding the switch to the FIRIi DETECT TEST breather pressurizing valve, a pressure valve, and three
position will light both fire warning lamps if the fire oil coolers (air-oil. fuel-oil. and afterburner fuel-oil).
detection system is operat~~onal. The air-oil cooler operates with engine bleed air. Oil
is fed to the main oil supply pump from the oil tank.
It is then pumped in series through the two filters, the
Fire Detection System Ground Test Switches. air-oil cooler, fuel-oil cooler, and afterburner fuel-oil
cooler. Oil flow through the fuel-oil coolers is con-
Two fire detection system ground test switches (I, trolled by temperature and pressure sensing bypxss
figure l-27). located on the ground check panel, are wives. The oil is then directed to the engine hearings
labeled R ENG and L ENG. The switches have three and to the accessory gearbox. Scavenger pum~s return
positions marked CONTROL BOX, NORM, and ELE- the oil to the oil tank. Capacity of the rank is live
MENT and are used to ground check the system cir- gallons, four gnllons of which are usable. For oil spec-
cuitry during maintenance or troubleshooting. Only ilication md servicing location, see figure l-80.
Section I 1.0. IF-1 I1 @)A-1
ENGINE OIL QUANTITY INDICATOR. FUEL SUPPLY SYSTEM.

The engine oil quantity indicator, locared on the ax- The fuel supply system (figure l-8) consists of a for-
ilinry gage panel (4, figure l-15), is a dual indicating ward and aft integral fuselage rank, two integral wing
instrument with two displays labeled L and R for the ranks, an integral vent tank, and the associated fuel
left and right engine, respectively. Each display is grad- pumps, controls, and indicators. The fuel system em-
uated from 0 to 16 in one quart increments. A pointer ploys twelve fuel pumps, of which six deliver fuel CO
for each display provides an indication of the number the engines and six are used to transfer fuel from the
of quarts of oil remaining in each oil tank. The indi-
wing ranks and weapons bay tanks to the fuselage
cafor operates on 115 volt ac power from the left main
tanks. Provisions are made for inflight refueling of
ac bus. the internal and external fuel tanks from a boom-type
tanker aircraft. Single-point refueling is provided for
Note ground servicing. All tanks are equipped with auto-
matic refuel shutoff valves. Gravity refueling can be
. The indicated oil quantity exhibits variations
accomplished through f&r caps in rhe wings and
during normal operations. When a cold en-
fuselage. For fuel tank capacities refer to figure l-7.
gine is started, the oil quantity indication may
drop as much as live quarts at idle power
settings. After an engine has warmed up, rhe FUEL TANKS.
oil quanrity indications may vary as much as
three quarts (increase or decrease) with vary- The fuel tanks consist of internal forward and aft
ing power settings from IDLE to MIL. fuselage tanks, left and right internal wing tanks, up
CO six detachable external wing tanks, two removable
. If the oil quantity indicating system for either
weapon hay tanks and an integral vent rank in the
engine malfunctions, that indicator will drive
vertical stabilizer. See figure l-7 for tank locations
CO below zero and the oil low caution lamp
and capacities. The fuselage tanks are divided into
will be inoperative for that engine. The oil
compartments called bays. The forward fuselage tank
low caution lamp will, however, continue ro
is divided into bays F-l and F-2 and a reservoir tank.
monitor the oil quantity for the other engine.
The reservoir tank includes the fuel contained in the
To confirm that the malfunction is in the oil
wing carry through box. Flapper valves allow fuel
quantity indicating system rather than an ac-
co flow from bay F-l CO bay F-2 and from Bay F-2
tual oil low condition, the oil low caution
to the reservoir tank. The reservoir tank reserves
lamp may be checked by depressing the mal-
function and indicator lamp tesr button, lo- approximately 2552 pounds of fuel after all other
cated on the lighting control panel. fuel in the system has been used. A float switch in rhe
reservoir tank provides a caution lamp indication
when the fuel level in the reservoir tank drops below
2300 !:235 pounds. The aft tank is divided into bay
OIL/OXYGEN QUANTITY INDICATOR TEST
SWITCH. A-l, incorporating two saddle ranks, and bay A-2.
Interconnecting stand pipes provide fuel flow between
The oil/oxygen quantity indicator test switch (6, fig- bays A-l and A-2, and ejector pumps transfer saddle
ure l-15), located on the auxiliary gage panel, is used tank fuel into bay A-l. All fuel in the wing external
to check the oil quantity indicator. The switch has and internal tanks and weapons bay tanks musf be
three positions marked OXY QTY, OIL QTY and is transferred into the fuselage tanks before it can be
spring-loaded to the center unmarked OFF position. used. All tanks are pressurized by cooled engine com-
Holding the switch to the OIL QTY position drives pressor bleed air CO prevent fuel vaporization. The
the left indicator to 5 quarts, rhe right indicator fo 5.7 vent tank provides space for expansion of fuel in the
quarts and lights the oil low caution lamp. Refer to system when all ranks are fully serviced. Booster
Oxygen System this section for the oxygen quantity pumps in the fuselage tanks are provided for engine
indicator test functions of the switch. feed, and transfer of fuel from the aft to forward tank
Transfer pumps in the internal wing tanks and weapon
bay tanks rransfer fuel into the fuselage. Air pressure
OIL LOW CAUTION LAMP. is used to transfer fuel from the external wing tanks.
An oil low caution lamp (figure l-29), located on the

main caution lamp panel, lights any time the oil level FUEL QUANTITY MEASURING SYSTEM.
in either the left or right engine oil supply tank drops
to four (4) quarts usable oil remaining or when the The fuel quantity measuring system is a basic capaci-
test switch is used. When the lamp is lighted, the let- tance sensing type system. There are four independent
ters OIL LOW are visible. indicating functions: forward, aft, select, and total.
l-16
1.0. lF-111 @)A-1 Section I
Description 8 OperatiOn
Fuel Quantity and Tank Arrangement (Typical)
Figure l-7.
Section I 1.0. 1 F-l 11 (B)A.l
Fuel Supply System

r,

1-18
1.0. 1 F-l 11 (B)A-1 Section I
NOTE
Auto engine feed rhown.

For manual operation re
fer to kXf.
f m REFUEL/TRANSFER VALVE
BOOSTER PUMP ANTISUC710N VALVE

0
FUEL SUPPLY TRANSFER PUMP REFUELIDEFUEL RECEPTACLE

8 LD
m FUEL TRANSFER/REFUEL
- TANK PRESSURIZATION 0 DUMP VALVE 0) CROSSFEED VALVE
AUTOMAK FUEL a PRESSURE REGULATOR

- PRESSURIZED FUEL (BOOSTER TRANSFER AlE
PUMPS]
I VENT ENGINE MANIFOLD 0 FLOAT VALVE
SHUTOFF VALVE
m FUEL DUMP a CHECK VALVE
EXTERNAL STORES
m ALTERNATELY TANK PRESSURE REFUEL AND
AND VENT DISCHARGE TRANSFER VALVE a PRESSURE REUEF VALVE
F46WWOF0188
1-19
Each consists of the following components: Capaci- DC POWER.

tance sensors (tank units). located in each tank, provide
a value proportional to fuel height/volume. An inter- Pl/Vl,,pS nrrr
mediate device measures the sum of tank units. A sig-
/t, 5, 7, 8 and 12 Essential
nal positions the indicator until a b:~lzmce is estab-
lished. lhe indicator consists of a servo, which rc- I, 2, 3, 6, I, 10 and I I Main
spends to the amplifier; a gear train which <Irives the
rcbalmce wiper; and a rebalance potentiometer. The
four indicating functions are housed in the fuel qua-
tiry indic-aror and the roral select fuel quantity indi- ENGINE FUEL SUPPLY SYSTEM.
cator. The indelxndcncc of the totalizer from possible
errors occurring in the forward, aft, and select indic;l- The engine fuel supply system functioos in hve modes
rors is a design feature of this system and is made pas- to provide fuel flow to the engines and n control over
sible by use of dual sensor units in all tanks. Each in- rhe fuel distribution between the fuselage ranks. The
dicating function has a capacitor that will always be
hve modes as selecred with the engine feed selector
covered with fuel until the respective tank is empty.
An exception occurs in the select circuit in the aft tank. knob are: AUTO, BOTH, FWD (forward). AFT and
The fuel gage test circuit substitutes a fixed wluc OFF. In the AUTO mode the fuselage fuel quantity
which should indicate 2000 pounds. A normal rcspoose indicator automatically maintains the fuel distribution
by the indicators verifies that the indicator circuit is between the fuselage tanks within prescribed limits to
functioning normally.
assure aircraft center-of-gravity. Refer to Automatic
Fuel Distribution (Primary), this section, for descrip-
FUEL PUMPS. tion of operation in the AIJTO mode. In the OFF
mode, the engines are supplied with fuel by gravity
There arc 12 fuel pumps in the system. The six (suction) from the forward tank. In the BOTH mode
fuselage fuel pumps are dual inlet booster pumps, and of operation, the left engine is fed from the forward
the four wing fuel pumps are single inlet transter
tank and the right engine is fed from the aft tank.
pumps. Booster pumps I and 3 are in bay F-2, 2 and
In this mode there is no automatic fuel distribution
4 are in the reservoir tank, and 5 and 6 arc in bay
control and forward and aft tank fuel differential
A-l. Iransfer l~umlx 7 and 9 are in the left wing, 8
and IO are in the right a,ing and I I and I2 are in the must bc controlled by monitoring the fuselage fuel
left weapons bay tank. Pumps 3, 4, 5 and 6 are the quantity indicator and manually selecting either
primary engine feed Pumps, and I and 2 are standby FWD, AFT, or BOTH feed. In the event the fuselage
engine feed pumps. Number 1 boost pump is a stand- fuel quantity indicator is inoperative or malfunc-
by pump and operates continuously with the engine tions refer to Abnormal Fuel Disrribution/Indica-
feed selector switch in any position except OFF. When tion, Section III. During FWD or AFT mode opera-
not needed for engine fuel supply, the fuel provided tion, both engines are fed from the forward or aft tank
by pump 1 is circulated into the reservoir rank through respectively. When on AFT feed, under conditions of
a pressure relief valve. The number 2 pump is ener-
high fuel flow, the forward standby pumps will assist
gized by the pressure sensing nvirch when on API
in meeting the high demand on an aft tank. In the
feed, BOTH or when on AUTO feed and the fuselage
event of loss of electrical power to the fuel system the
fuel quantity indicator indicates less than approximate-
ly 8500 pounds differential between the forward and engines will gravity (suction) feed from the forward
aft tanks. All pumps are controlled hy 28 volt dc tank.
~ower and are energized by 115 volt ac power from
the following electrical busses:
AUTOMATIC FUEL DISTRIBUTION (PRIMARY).
AC POWER.
In the AUTO mode, the fuselage fuel distribution is
PLlWJpS Bus controlled by the F (forward) and A (aft) ,pointers.
The engines are supplied fuel from the forward rank
I, 3, 6, 9, IO and II R. Main
or both tanks depending upon the position of the
4, 5, 7. 8 and 12 Essential switches in the indicator. If the differential in the for-
2 only L. Main ward tank is greater than approximately 8500 pounds,
T.O. 1 F-l 11 WA-1 Section I
as is the case when the tanks are fully serviced and distribution caution lamp and turn on the aft tank
until all wing and external fuel has been transferred pumps if they were not operating.
into the forward tank, the indicator will turn the aft
tank pumps off, and feed both engines from the FUEL TRANSFER.
forward tank. As the differential between the ianks is In order to use the fuel in the external tanks, internal
decreased to approximately 8200 pounds, the indicator wing tanks, or weapons bay tanks, it must first be
will detect the proper fuel distribution and feed the transferred to the fuselage ranks. Normally the tanks
left engine from the forward tank and the right en- are emptied in the order of external, weapons hay, and
gine from the aft tank. When the differential between then internal wing tanks. Fuel transfer is controlled by
the tanks decreases to approximately 7900 pounds, the the transfer knob. The fuel level in the fuselage is
indicator will open an automatic transfer valve, to maintained by float valves which open or close refuel
transfer fuel forward sod regain the proper fuel valves to allow transfer into the fuselage tanks any-
distribution. time they are not full. The refuel valves cannot he
controlled from the cockpit. Transfer from any pair
of external tanks, the weapons bay tank, or internal
wing tanks can be manually selected. (Refer co Fuel
System Operation, this section.) When automatic
transfer is selected, the transfer of fuel is automatic-
The use of AUTO engine feed when rhe ally sequenced from the outboard, center, and inboard
fuselage fuel quantity indicator is malfunc-
external tanks; the weapons bay tanks; and then the
tioning or inoperative could result in exceed-
internal wing tanks, in that order.
ing the center-of-gravity limits and loss of
co+trol of the aircraft.
NOW
Additionally. a mechanical float valve, located in the Both external tanks in a pair must be empty
forward tank, allows the automatic transfer valve to before auto transfer will commence from the
open when the fuel level ,drops below 9000 pounds. If next pair.
the engine feed selector knob is placed to a position
that will cause the aft tank pumps to operate, fuel will When the weapons bay tank runs dry, a one-minute
be transferred forward to maintain the 9000 pound delay will occur to assure complete scavenging of the
level until the aft tank is empty. tank hefore the wing tanks will transfer. Transfer from
the weapons bay and internal wing tanks is effected by
ALTERNATE FUEL DlSTRlBUTlON MONITORING transfer pumps. Transfer from the external wing tank
SYSTEM. is accomplished by pressurizing the selected ranks with
cpoled engine compressor bleed air at 36 to 41 psi.
An alternate fuel distribution monitoring system pro-
When transferring from the weapons bay tank or wing
vides a means to monitor fuel distribution between
tanks, the fuel pump low pressure indicator lamps
the forward and aft tanks independent of the fuel
should be used in conjunction with the fuel quantity
quantity indication system. The system includes four
indicator to determine when the particular tank is
fuel level sensing units and a control unit. Tw,o of the
empty. The exact fuel quantity where the individual
SC~SOIS are installed in the forward rank and two in
wing pump lamps light cannot be established accu-
the aft rank. One sensor in the forward tank is located
rately because it depends upon a large number of
at a fuel level of approximately 12,000 pounds, the
variables; attitude, wing sweep, roll angle, load factors,
other at about 9000 pounds. Likewise the two in the
fuel temperature and density, weapon loading, wing
aft tank are located at approximately 5100 pounds and
deflection, etc. However, for level flight with the wing
2500 pounds. When npemting in OFF, FWD, AFT or
sweep forward, the outboard pumps normally run out
BOTH and the forward tank fuel level drop5 below
of fuel and cause the outboard pump low lxessure
the 12,000 pound sensor, a signal will be provided to
lamp to light before the inboard pump lights. If the
lurn the fuel distribution caution lamp on if the 5300
wings are swepr aft, the reverse is true.
pound sensor in the aft t;mk is covered. Likewise when
the fuel Icvel in the forwnd tank decruascs to a point
FUEL PRESSURIZATION AND VENT SYSTEM.
helow the )OOO pound level, the fuel distribution cilu-
tion lamp will light if the aft tank level is above the I:uel system pressurization is provided to prevent loss
2500 pound sensor. A I2 second time delay is provided of fuel from vaporization during flight. All tanks are
to eliminate fuel distribution signals due to fuel slosh- pressurized by this system except the external tanks.
ing. When operating in AUTO, the alternate fuel Pressurization is provided by cooled engine com-
distribution monitoring system is a hack-up to the pressor bleed air. The system functions in two modes:
normal system. If a malfunction occurs in the auto- automatic and manual, as controlled by a fuel taok
matic fuel distribution control system that allows the pressurization selector switch. In the auromatic mode
xt~al fuel distribution to reach the above condirions, the tanks are pressurized when the landing gear is
the alternate monitoring system will light ,rhe fuel retracted. In this mode the system is automatically
1-21
Section I T.O. 1 F-l 1 l(B)A.-1
cleprcssurizcd when the refueling receptacle door is of the receptacle and its latch mechanism is supplied
~pcrx!d or when the gear is ~.xtended. The tanks can by the utility hydraulic system. The receptacle is lo-
:LI,:~I he prc%nrimd hy m;mualiy placing the fuel rank cated on to,, of the fuselage, offset to the left and aft
pressnrizttion switch IO PKFSSURIZE in the event of the crew module. When the receptacle is extended,
rhc at~~~maic fcaturu fails or if it is desired to pres- a mechanical linkage retracts the aft end of the slip-
surix rhc ranks with the air refueling rucupt~lc duor way door into the fuselage, forming a slipway into the
OIXCT or when the landing gut is down. Ihc system rc~ep~:~le. When rcttacrcd. the slipway door is flush
mainfain d pressure differential of 5 to 6 psi by meians with rhe fuselage skin. The refueling receptacle is
of a fuel Lank vent and pwssuriz~tion control v;~lve. equipped with two lamps, one located on each side.
Should the pressure exceed 6 psi the valve will 01 As the recepraclu cutends, the lamps will light the
ad vents the excess air overboard through the dump/ receptacle and slipway area. During normal refueling
\~lnt outlet iit the rear of the fnsclage. Except when operations, the refueling boom enters the receptacle
trxnsferring furl from them, the external tanks are and is ~~otom~~tic;tlly larched in place by a hydraulical-
vcnred ro atmospheric pressure through n writ porr ly actuated latching mechanism. When the boom is
af the trailing edge of each pylon. Engine compressor Iatchcd in place, fuel Hows through the recepracle and
bleed air a~ 36 to ,il 11si is used to pressurize the the refuel/transfer fuel manifold lines ina) the fuel
oxrcrnal tanks for fuel transfer. The fuel transfer knuh tanks nt a rate of 5100 to 5800 pounds per minute. As
controls sent air to pressurize rhe external ranks. This the tanks are filled, float-operated valves automatically
is independent uf the fuel tank pressurization system; close the tank refueling valves, shutting off flow to the
however. engine bleed air must be available 3s wlerted tanks. When the last refuel valve closes, an increase
by the air sonrcc selector. in the refuel line pressure is scnscd by a pressure
switch ujhich automatic;llly prwides ~5 signal to un-
FUEL DUMP SYSTEM. latch the bwm from the receptacle. A disconnect sig-
nal can he rtunually initiated at any time during re-
The fuel dump system provides the capability of fueling by either receiver pilot or by the tanker boom
jettisoning fuel at a rate of LOO pounds per minute. qwmtor. If a disconnect cannot be made hy uther
Fuel tank pressurization provides the force CO jettison meth<lds. it brute force pullout can he safely accom-
the fuel from the forward rank into the dump mani- plished. An emergency boom latch (EBL) capability is
fold and ovcrhoard through the vent/dump outlet at provided to latch the boom in place in the event the
the aft end of the fuselage. This flow is controlled hy buom will not latch in the receptacle during normal
motor operated dump valves A and B which receive operation. The EBL function also provides pneumatic
power through circuit hrexkers locared in the crew power to extend the receptacle in the event utility
compartment. lhese IWO vulves pro\,ide redundant hydraulic pressure is lox. Sufficient pneumatic pres-
shutoff capability for the dump system and valves are sure is available to operate the receptacle through two
normally closed except during dumping operation. cycles (open and close) with four hookups during each
Dump valve B normally prevents fuel loss from the cycle.
forward tank in the event of i, bruken refuel/dump
line. Dump valve A normally prevents refuel and
SINGLE-POINT REFUELING SYSTEM.
transfer flow from going overhoard through the vent/
dump outlet. In addition tu dump valves A and B, The single-point refueling system enables all aircraft
dump valve C is provided. This valve is normally open fuel tanks to he pressure tilled simultaneously from a
bur closes during dumping operation to prevent tank single refueling ruceptncle. During ground refueling
pressurization from flowing overboard through the operations, fuel flows through the refueling receptacle
dump line from the wings when the wing tanks are and refueling manifold into the fuel tanks. As each
empty. Dump valve C receives power from dump A tank fills, it float-operated valve auam,arically closes the
circuit hrcaker. The fuel dump system also utilizes the refuel valve, stopping How to the tank. The single-
fuel transfer system to transfer fuel from the aft. bay point rcfucting receptacle is Ioc;ned on the left side of
rind wing tanks to the forward tank. This is accotn- the fuselage, forward of the engine air intake.
plished by relays which also receive power from dump
B circuit breaker through the dump switch. When GRAVITY REFUELING.
DUMP is selected, fuel immediately starts to transfer
from the aft and wing tanks. Weapons bay tanks (if Gravity refueling is accomplished through tiller caps
installed) will transfer hefore the wing ranks. in the top of the wing and fuselage. There is one hllcr
cap in each wing on the trailing edge near the fuse-
lage. There are four filler caps in the fuselage: one
AIR REFUELING SYSTEM. each for F-t, F-2. A-l and A-2 tanks. In addition to
The air refueling system is capable of receiving fuel the filler cap located above the right saddle tank in
from a flying-boom type tanker aircraft. The system bay A-l, a vent cap is provided above the left sxldle
consists of a hydraulically actuated receptacle and slip tank. This cap must be removed to allow air to esc;apc
way door, a signal amplifier, and the associated con- while the tank is being tilled from the right side.
trols and indicators. Hydraulic pressure for operation To service the reservoir (map) rank during g:~vit~
l-22
T.O. 1 F-l 1 I (WA-1 Section I
refueling, the booster pumps in the foward tank most

be operated
can he refilled
at least two minutes. The external
by transferring
tanks
fuel from the wing
Fuel Control Panel
tanks. The weapon hay tanks cannot he serviced by
gtavity refueling. For detailed gravity refueling. refer
to Strange Field, Section II.
FUEL SYSTEM CONTROLS AND INDICATORS.
Engine Feed Selector Knob.
The engine feed selectot knob (6, figure I-Y), located

on the fuel control panel. has five positions marked
OFF. FWD, AUTO, AFT. and BOIH. When the knob
is rotated to OFF, all fuel boost pumps ate de-ener-
gized. liach knob position will energize the following
pomps or place them on st:andby as indicated:
FWD --I, 2, 3 and 4 energized.
AUT&Fwd & Aft fuselage fuel quantity indicator

differential 8200 (approx.1; I, 3, .4, 5 & 6 en-
ergized; 2 on standby.
Fwd & Aft fuselage fuel quantity indicator
diffetrntial approximately 7900 ot less; I, 3,
-i, 5 & 6 energized, 2 on standby.
Fwd & Aft fuselage fuel quantity indicator
differential approximately 8500 ot gteater;
I, 2, 3 & i energizel.
AFT -I, 5 & 6 energized, 2 on standby.
BOTH-l, 3, 4, 5 & 6 energized, 2 on standby.

When the knob is placed to the BOTH position the
When the knob is placed to FWD both engines ate left engine is fed from the forward tank and the tight
fed from the forward tank. When the knob is placed engine is fed from the aft tank. In this position there
to the AUTO position the fuselage fuel quantity indi- is no automatic fuel distribution control and forward
cator, conttolled by the I: i:fotward) and A (aft1 point- and aft tank fuel differential must be controlled by
ers on the instrument, automatically maintains Ithe fuel monitoring the fuselage fuel quantity indicator and
distribution between the fuselage tanks within pre- manually selecting either FWD, AFT, ot BOTH feed.
scribed limits to assure aircmft center-of-gravity. The
engines are supplied fuel from the forward rank ot
both tanks depending uptm the position of the pointers. Note
When the knob is placed, to AFT, both engines are
fed from the aft t;mk. Ilowever, when on AFT feed . The knob must he in either the AUTO ot
under conditions of high fuel flow, the forward stend- BOTH position to enable the functions of
by pumps will assist in meeting the high demand on the air refueling switch.
the aft tank. The standby pumps will also feed the
engines from the forward tank should the aft tank . A failure of the auto transfer valve in the
run dry when on AI? feed. open position when the engine feed selector
is in BOTH or AFT will cause all fuel in the
aft tank to be transferred into the forward
tank until full and may transfer into the
wing ranks then through the xent tank and
then overboard through the dump/vent valve.
In the AUTO position a failure will result
Do not use AFT feed when negative g op-
in stopping and starting of the aft t:mk
eration is anticipated. Under negative g
conditions only number 2 standby pump will pumps to maintain proper distribution and
be feeding the engines and engine flameout will not result in overfilling of the forward
could result at MIL power ot above. tank.
Section I 1.0. 1 F-l I 1 (g)A-1
Fuel Transfer Knob. PRESSURIZE and pressurization air is available, fuel

tank pressurization is maintained with the landing
The fuel transfer knob (5, hgure l-9), located on the gear down or the refuel door open. Pressurization of
fuel control panel, has seven positions marked WING, the fuel tanks will not be provided when the air source
BAY, INBD, AUTO, CENTER, OUTBD, and OFF. selector knob is in OFF or EMER position.
When the knob is in the OFF position, all fuel transfer
functions are off. When the knob is rotated to WING, Air Refueling Switch.
four transfer pumps, two in each wing tank, are en-
ergized; and fuel is transferred from the wing tanks The air refueling switch (3, figure l-9), located on the
to the fuselage tanks. When the knob is positioned to fuel control panel, is a three-position, lever-lock toggle
BAY, two transfer pumps in the left weapons bay tank switch marked EBL, OPEN, and CLOSE. (Refer
are energized to transfer fuel to the fuselage tank. The to Air Refueling, this section, for operation of air
INBD, CENTER, and OUTBD positions of the knob refueling.)
are for transferring fuel from external tanks when
installed. The AUTO position automatically sequences Nose Wheel Steering/Air Refuel Buttons.
the transfer of fuel from the outboard, center, and
inboard external tanks, weapons bay tank, and the The nose wheel steering/air refuel buttons (3, figure
wing tanks in that order, If an external tank is not I-2.f). one located on each control stick grip are la-
installed, the sequence of transfer remains the same, beled NWS and A/R DISC. The air refueling func-
except the missing tank is skipped. tions of the buttons are activated when the aircraft is
airborne to provide a means of manually disconnecting
the air refueling boom. Depressing either button will
Note
interrupt power to the boom latching mechanism,
l When all fuel has been transferred, as indi- causing it to unlatch. For a description of the NWS
cated by the fuel quantity indicator and fuel function of the buttons, refer to Nose Wheel Steering
pump low pressure indicator lamps, the knob Sysrcm, this section.
should be turned to OFF. This will prevent
excessive fuel transfer pump wear, conserve Position lights/Stores Refuel Battery
electric power and turn off the fuel pomp Power Switch.
indicator lamps.
The position lights/stores refuel battery power switch
0 The fuel transfer knob must be in the OFF (5, figure l-271, located on the ground check panel, has
position to allow refueling the wing and three positions marked POS LIGHTS, NORM, and
weapons bay tanks. Common fuel manifold STORES REFUEL. Placing the switch to the STORES
lines are utilized for both fuel transfer and REFUEL position will supply battery power directly
refueling; therefore, if the transfer system from the battery bus to the external fuel tank valves
is maintaining pressure in the manifold the for single-point ground refueling regardless of the po-
refueling valves in these ranks cannot open sition of the battery switch. A float switch in the ex-
to allow refueling. ternnl tank will break the circuit and shut off the flow
of fuel when the tank is full. This position will also
preuent fuel transfer from any external tank regardless
Fuel Dump Switch. of fuel control panel switch positions. Placing the
switch to NORM de-energizes the circuit. The switch
The fuel dump switch (1, figure l-9), located oo the is mechanically held in the NORM position when the
fuel control panel, is a two-position switch marked ground check panel door is closed. For a description of
DUMP and OFF. A guard holds the switch in the
the POS LIGHTS position of the switch, refer to
OFF position to prevent inadvertent actuation. The Lighting System, this section.
functions of this switch are explained under Fuel
Dump System, this section.
Fuel Quantity Indicator Test Button.
Fuel Tank Pressurization Selector Switch. The fuel quantity indicator test button (37, figure
l-61, located on the left main instrument panel, is
Ihe fuel tank pressurization selector switch (4, figure provided to self test the fuel quantity indicators. The
l-91, located on the fuel control panel, is a three-po- button has the additional function of self-testing the
sition, lever-lock switch marked AUTO, OFF, and alternate fuel distribution monitoring system. When
PKESSUKIZE. When the switch is positioned to the button is depressed, the fuel quantity indicators
AUIO, the fuel tanks are pressurized, except when will simultaneously drive to the following indications:
the landing gear is down or the air refueling door
1. Forward and aft tank pointers 2000 (i400).
is open. When the switch is placed to OFF, the
pressurization airflow to the tanks is turned off and 2. Select tank pointer 2000 (i 100).
the ranks are vented. When the switch is placed to 3. Tot.1 fuel digital counter 2000 ( :)I 1250).
l-24
The fuel distribution caution lamp will light 10 to 12 quantity indicating system tolerance, it is possible to
seconds after the test button has been held depressed, have a small amount of fuel remaining in the wing
to indicate that the alternate fuel distribution moni- tanks when the select fuel indicaror reads empty. The
toring sysrem is operative. When the hutton is released, fuel pump low pressure indicator lamps for the wing
the fuel quantity indicators will return to their origin- transfer pumps provide the most positive indication
al readings and the fuel distribution caution lamp will that the wing tanks are completely empty. The select
go out in less than 15 secomds for all engine feed selec- fuel quantity indicator circuit uses a single compen-
tor knob selections except AUTO In the AUTO posi- sator tensor, loc;tccd in the aft fuel tank, to correct
tion, the lamp will remain on until the fuselage fuel for variations in fuel densities. If the aft tank is emp-
quantity indicator pointers r;how a differential between tied while there is fuel in one or more of the tying
the forward and aft tank greater than 7600 pounds. or extcr;~l tanks, or the weapons hay tank, the un-
During the short period of t&ne that the pointers show covering of the compensator will cause the select gape
an ahnormal fuel distribution (while they are return- indications to read erroneously high. The actual error
ing to their original readings), the automatic fwl dis- will depend on the anwunt of fuel remaining in other
rrihutio control system will open the automatic fuel tanks, however, a maximum error of 1000 p0~1ndS
transfer valve and allow a r;mall amount of fuel to he rould exist.
transferred fro, the irft to the forward tank.
Fuselage Fuel Quantity Indicator.
Note lhe fuselage furl quantity indicator (38, figure l-6),

located on the left main instrunxnt panel, provides
If fuel tank expansion :il,ce has been reduced
indications of the amount of fuel in the forward and
due co fuel overfill or thermal expansion,
aft fuselage tanks. In addition, when operating in au-
some fuel venting may occur with the engine
tonxtic engine feed the indicator, through II series of
feed selecror in AUTO, while the fuselage
internal switches controlled by the F (forward) and A
fuel quantity indicarw:s are returning from (aft) pointers on the instrument. automatically main-
the test indications. Fuel venting must cea:~e tains the fuel distribution between the fuselage tanks
prior to taxiing. within prescribed limits to assure aircraft center-of-
gravity. Refer KI Automatic Fuel Distribution (Pri-
Fuel Quantity Indicator Selector Knob. mary), this section, for a description of this function
of the fuel quantity indicator.
lhe fuel quantity indicator selector knob (34, figure
I-61, located on the left lain instrument pzmel, has
nine positions marked L WING, K WING, BAY
(Weapons bay tank), LI (Icft inboard external tank), pi-E-1
RI, LC (left center external tank), RC, LO (left out-
hoard external tank), and RD. Placing the knob to The use of AUTO engine feed when the fuse-
the desired tank enables reading the amount of fuel lage fuel quantity indicator is malfunctioning
remaining in that tank on the total/select fuel quan- or inoperative could result in exceeding rhe
riry indicator.
center-of-gravity limits and loss of control of
the aircraft.
Not.2
Placing the fuel quantity indicator selecox The indicator is graduated from 0 to 20 (times I000
knoh to an external or weapons bay tank pounds) in 500 pound increments. The indicator has
position when there is no tank installed will two pointers marked F (forward )and A (aft) for the
result in a below zero indication. forward and aft tanks. When operating in automatic
engine feed, the A pointer will be maintained ap-
Total/Select Fuel Quantity Indicator. proximately 8200 pounds below the F pointer. In this
position the F pointer will he between two dot indices
The total/select fuel quantity indicator (36, figure l-6), on the outer scale of the indicator. One dot indicates
located on rhe left main instrument panel. provides the point at which aft m forward transfer will occur,
indic:ttions of total fuel in a11 ranks and fuel remaining and the other indicates the point at which the aft tank
in individual wing or external pylon tanks sad the pumps are shut off to maintain the 8200 pound differ.
weapons bay tank. The indicator is graduated from ential. Two bar indices outhoard of the dots indicate
0 to 5 (times 1000 pounds) in increments of LOO the point at which the fuel distribution caution lamp
pounds and has a pointw and a five-digit counter. will light to indicate that the fuel differental between
lhe pointer will read the fuel remaining in the wing, the forward and aft tanks is out of tolerance. The in-
hay, or cnternsl tank as selected hy the fuel qluantity dices move with the A pointer and provide a ready
indicator scl~ctor knob. lhe counter continuously reference of fuel differential when operating in manual
ruads rhe total fuel remaining in all tanks. Due to fuel engine feed.
I-25
-.__-,--__ ____- ..,.__

-.- _. --.___ _____.., -.~,..
Section I T.O. IF-lll(B)A-1
Fuel Manifold Low Pressure Caution lamps. panct. When n fuel pump is energized, whether by
autonmtic or manual rank selection, and rhe pump
lwo amber fuel manifold low pressure caution lamps is not generating at least 3.5 f-0.5) psi, rhe lamp
(figure l-29) are located on the main caution lamp correstxmding to the pump wilt tight. The lamps are
txmel. lhc letters K FUEL PRESS or L FUEL PRESS arranged in a double row, and the face of the lamps
are visible when the respective lamp is lighted. lhe are marked in pairs IO correspond fo each pump as
applicable lamp lights my time the fuel pressure in follows:
the right or left duel manifold is less rhan Ii.5 psia.
S-Standby pumps I and 2
Fuel Low Caution Lamp. F-Forward fuselage tank Pumps 3 and 4
The amber fuel tow caution lamp (figure l-29) located I- Wing rank inboard transfer pumps 7 and 8
on the main caution panel is controlled by a float B-Weapons bay tank transfer pumps 11 and 12
switch in the reservoir tank. When the Iamp is lighted,
the letters FUEL LOW are visible indicating that the A-Aft fuselage tank pumps 5 and 6
fuel level in the rocrwir tank is less than 2100 ( 235) O-Wing tank outhoard uansfer pumps 9 and 10.
]mmds. With maximum gxging syxem ~olc~:mccs. rhe
f pointer may indicate iz low its 1700 txmnds or as
high as 3000 pounds. Fuel Tank Pressurization Caution Lamp.
The amber fuel rank pressurization lamp (figure l-29),

located on the main caution lamp panel, lights when
fuel tank air pressure drops below approximately 3.5
( ~0.5) psi during flight with rhe landing gear and rhe
air refueling receptacle retracted. The tamp also lights
Negative g operation I~USI lx avoidd w,hen- any time rhe fuel tanks are pressurized and the landing
ever the fuel tow caution tamp is lighted gwr or air refueling receptacle is extended. When the
lhe fuel system can upply fuel CO the engines lamp li,qhts, the lccrers TANK PRESS are visible.
during negative g o*x+ration for 10 seconds
if the reservoir tank is initially full. lhere
may he no negatiw g capability if the fuel Note
low caution lamp is on, indiulring that the
reservoir tank is not full. During descent, with the Pngines ar idle,
engine bleed air pressure is reduced, result-
ing in a tower airflow rate CO the fuel tanks.
NC& At descent rates greater than 6000 feet per
minute, it is possible for the fuel tank pres-
If boost pump I fails co provide fuel circuta- sure m drop below 3.5 psi, causing the tamp
tion through the reservoir from bay F-2, the CO tight. This is not an indication of a mal-
small amounr of air trapped in the rop of the function or hazardous condition,
wing carry rhrough box may expand, tower-
ing the fuel level and causing the fuel low
caution lamp IO light. Engine fuel supply, Fuel Distribution Caution lamp.
other than for negative g, will not he
jeopardized. During climb, with afterburners The amber fuel distribution caution tamp (figure l-
operating the fuel tow caution lamp may 291, located on the main caution lamp panel, is pro-
occasionally tight. This is caused by air from vided CO indicate an abnormal fuel distribution be-
the fuel that cottcc~s af the top of rhe ruser- tween the forward and aft tanks. The lamp has two sig-
voir tank, allowing the fuel low float switch 1x11 inter sm~rces: C1) With the engine feed selector in
to actuate. This does not indicate a malfunc- AUTO, rhe automatic fuel disuiburion control system
will light the tamp if the differential between the 1
tion or ronstirure a hazardous condition for
positive g flight. The lamp should go gut and A pointers becomes less than 7600 pwnds or grcac-
;Ifrer engine How from the forward tank is er than 10.000 txxmds. (2) With the engine feed sctec-
reduced fo less than .fO.OOO pounds per hour. nor in any twsition. including OFF, the atrernare fuel
diswihurion monitoring system wilt light rhe Iamp for
abnorm;~l aft center-of-gravity conditions only. When
Fuel Pump Low Pressure Indicator Lamps. the Iamp is lighted, the terrers FUEL DIYtRIB are vis-
ible. For normxt opemrion of the Inmp during grmmd
Twelve fuel pump low pressure tamps (2. tigure l-9), checkout, refer CO Fuel C&zmtiry Indic;~ror Iest Dot-
one for each fuel pump, are located on the fuel control ton, this section.
l-26
Nose Wheel Steering/Air Refueling If the forward tank is burned down to approximate-
indicator Lamp. ly 7900 differential the automatic transfer valve will
open to allow fuel to be transferred from the ;ift
The nose wheel steering and air refueling indicator tank to the forward tank. This will reestablish the
lamp (19. figure l-61, located on the left main insrru- 8200 pound differential.
merit panel, is labeled NWS A/R. For air refueling,
the lamp indicates when the air refueling circuitr) If the aft tank is burned down to 8500 pounds
is set tn receive the refuvlinp boom. As the receptacle differential. the aft tank pumps are turned off and
extends into place, the lamp will light. When the both engines are fed fom the forward rank until
boom is latched in rhe receptacle, the lamp will go the 8204 pound differential is reestablished.
out. When rhe boom disconnects, the lamp n,ill light
again. When the air refueling switch is in the EBL Manual Operation.
position, the lamp indications are rhe same as when
in normal operation, except the lamp will go out if the In the eveof that either automatic engine feed or
NWS A/R DISC buttor, is depressed and the boom automatic fuel transfer becomes inoperative, manual
is not in the receptacle. The lamp will light when backup is available. During manual engine feed the
the NWS A/R DISC butron is released if a disconnect forward tank must be maintained at least 8000 pounds
has occurred. L:or a description of the NWS function more than the aft tank by manual selection of either
of the lamp, refer to Nose Wheel Steering this FWD or AFT feed to establish rhe proper differen-
section. tial. Once the differential has been established BOTH
should be selected co maintain the differential. During
manual transfer the fuel transfer knob is positioned
Fuel Tank Pressure Gage. progressively- to OUTBD, CENTER, INBD, BAY, and
WING to empty the external wing, bay, and internal
The tank pressure gage, located adjacent to the sin- wing tanks, in that sequence. As each rank is selected
gle-point refueling receptacle, is provided to monitor for transfer, the corresponding fuel quantity indicator
tank pressure during ground refueling. The gage is selector knob position should be selected to monitor
graduated from 0 to 15 psi. in 0.5 psi increments. the fuel level in the tank being emptied. It will he
necessary to frequently switch the knob between the
FUEL SYSTEM OPERATION. left and right external and internal wing tanks to
monitor fuel transfer from these ranks.
The fuel system can be operated in either an automatic
or manual mode. The automatic mode is normally Note
used since it requires a minimum amount of crew
monitoring. Manual mode serves primarily as, a back- There should be a delay of approximately one
up in the event automatic operation malfunctions. minute after each tank(s) (external, bay or
internall indicates empty m insure all fuel is
transferred before selecting the next tank.
Normal (Automatic) Operation.
Normal system operatioo is accomplished with both Gravity Fuel Feed.

the engine feed selector and fuel transfer knobs in
AUTO. In this configumtion the following functions The engine driven fuel pumps will gravity (suction)
are automatically performed: feed the engines in rhe event of an electrical mal-
function which prevents booster pump operation. In
1. As fuselage fuel is used. fuel is transferred into the this condition, fuel will be used from the forward tank
fuselage tanks from the external tanks, weapon bay only. An anti-suction valve between the forward and
tanks and internal wing ranks, in that sequence. aft tanks prevents suction feed from the aft rank to
prevent the suction of air into the engine feed line in
2. If all tanks were fully serviced at takeoff, both
the event the aft rank is empty.
engines will be fed from the forward fuselage tank
until external and internal wing tanks and weapon
bay rank are expended and the fuel level in the Fuel Dumping.
forward tank is burned down to approximately
8200 pounds of fuel more than the aft tank. At this With the fuel dump switch in rhe OFF position, dump
valves A and B are closed and C is open. When the
point the system will ztutomatically switch i:o H split
switch is positioned to DIJMI, the following events
feed condition (feeding the right engine from the
occur:
aft tank and the left engine from the forward tank)
to maintain the differential thereby keeping the I. Dump valves A and B open and C closes.
aircraft center-of-gravity within operational limits. 2. The autonwric transfer valve opens.
l-27
Section I 1.0. lF-11 l(WA-1
3. The fuel tanks pressurize (with the air source booster pump in the aft tank will shut off when the
selector knob in any _ position other than OFF or 8200 pound fuel differential is exceeded; the No. 6
EMER). hoostcr pump will continue to run. Assuming that
4. Booster pumps 5 and 5 in the aft tank transfer fuel fuel is also being transferred from the wing tanks, the
to the forward tank (if in AUTO with more than forward fuselage tank will remain full while the aft
8,500 pounds differential, 6 only). fuselage and wing tanks are emptying. This will cause
5. Transfer pumps 1 I and 12 in the weapons bay rank, the center-of-gravity to gradually shift forward and
if installed, transfer fuel to the forward tank. the 8200 pounds differential may oat he maintained,
6. When the weapons bay tanks are empty, pumps 7, causing the fuel distribution caution lamp to light.
8, 9 and 10 transfer fuel from the wing tanks to the When the wing tanks are emptied, fuel from the
forward tank. forwzml fuselage tank will be dumped at R faster
7. Transfer from the ertcrnal wing tanks, if selected, rate than that being transferred from the aft fuselage
will continue at a reduced rate. tank. This will cause the center-of-gravity to shift aft
until the 8200 pouml fuel diffctential is reestablished.
The fuel tanks will ptessurize when the dump switch From this point until the aft fuselage tank is empty, the
is in DUMP regardless of the position of the fuel tank No. 5 booster pump in the aft tank will cycle on and
pressurization selector switch, the landing gear handle,
off to maintain the 8200 pound fuel differential.
or the air refueling door, provided the air source se-
Although fuel is normally forced overboard by tank
lector knob is in a position other than OFF or EMER. pressurization during fuel dumping, some dump
Sufficient air is available to obtain the normal dump capability still exists when tanks are not pressurized
rate of 2300 pounds per minute when either engine (air source sclectot knob in the OFF or EMER
RPM exceeds 85 percent. Tank pressurization forces position). The fuel that is transferred to the for-
fuel from the forward fuselage tank into the dump ward rank will Howe overboard, through the dump/
manifold and overboard through the vent/dump valve vent outlet, at approximately the transfer rate, if the
located on the aft centcrhody. Fuel will bc transferred forward tank is nearly full. If the forward tank is not
from aft to forward tank at approaimately 1750 pounds initially full, a portion of the fuel being transferred
per minute if both aft tank pumps are operating or at may partially fill the forward tank. After the tanks
1100 pounds per minute if only one pump is operating. from which fuel is being transferred are empty. a por-
If external tan! transfer is selected during a dumping tion of the fuel in. the forward tank will flow over-
operation. the rate of transfer from the extern~~l tanks board by gravity. The fuel flow rate from the fonvard
is relatively slow; therefore, if required hy operational tank will he approximately 500 pounds per mioutc
considerations, these tanks should be jcttisonerl. All when the tank is full, and will gradually decrease to
fuel except that in the reservoir tank (~~lIrtxi~tltely zero. The quantity of fuel that can be dumped from
2552 pounds) can he dumped. the forward tank depends on the attitude of the air-
craft, the higher the nox of the aircraft, the mote fuel
I
To avoid the possibility of dumped fuel re-
dumped.
tain maximum
At level flight, the dump How from the for-
ward tank aill.ceasc
tank of approximately
at a fuel quantity in the forward
13,000 pounds. In order to ob-
fuel dump rate, without tank pressuri-
entering the aircraft and causing a fire haz- zation, the engine feed selccror switch should be posi-
ard, fuel dumping should he accomplished in tioned to BOTH to prevent the automatic fuel dis-
straight and level flight at airspeeds no great- tribution system from turning off the number 5 booster
er than 350 KIAS or math 0.75, whichever pump.
I is less.
Note Air Refueling.
If dumping operation is necessary during In order to open the receptacle the engine fuel feed
afterburner operation, the fuel may ignite be- selector must be selected to AUTO or BOTH, and the
hind the aircraft. Other aircraft in the im- air refueling switch most he selected to OPEN or EBL.
mediate vicinity should he advised to sta) When the receptacle is open, the NWS A/R lamp will
well clear during dumping operations. light to indicate the receptacle is open and the system
is ready to accept the refueling prohe.
To eliminate prolonged fuel dripping from the fuel
dump outlet after dumping is discontinued, the fuel Note
system may he momentarily dcpressurized to clear
residual fuel from the fuel dump lines. (This will During ground operation when the air re-
happen automatically when the landing gear is ex- fueling door is open, the nose wheel steering/
tended for landing.) During fuel dumping operations air refueling indicator lamp will light to indi-
it should he noted that the automatic center-of-gravity cate door position and nose wheel steering
control will not operate normally. If the engine feed will function only while the NWS A/R DISC
selector knob is in AUTO during dumping, the No. 5 button is held depressed.
l-28
T.O. lF-111 IBIA-1 Section I
Description B Operation
When the tanker/refueling probe is inserted into the ELECTRICAL POWER SUPPLY SYSTEM.
receptacle, it is automatically latched in place and
the NWS A/R lamp will go out to indicate when the The electrical power supply system provides 115 volt,
latches have closed. Refueling is accomplished with the three-phase, 410.cycle ac power and 2R volt dc power.
refuel switch selected to OPEN. In this position a dis- Two ac genemtor drive assemblies, one mounted on
connect signal can be provided from the tanker or each engine, supply ac power. Two transformer recti-
from either crew member by use of rhe NWS A/R her units provide 28 volt dc power.
DISC button. In addition, when all tanks ate full,
fuel Row is interrupted by automatic closing of the
refuel valves. A pressure rwitch will sense a rise in ALTERNATING CURRENT POWER SUPPLY
pressure in the refuel manifold and automatically SYSTEM.
provide a disconnect sigmtl. Three seconds after the
disconnect has occurred, the refuel sysrem will auto- AC power is supplied by two 60 kva generating sys-
matically reset itself and light the NWS A/R lamp tems. See figure l-10. When operating, the systems are
to indicate the system is again ready to receive a isolated from each other but are synchronized with
probe or that the recrpmcle should be clored. In respect to frequency. Each generator is driven by a
addition, if the air refueling amplifier malfunctions, constant-speed drive assembly which regulates genet-
the EBL posirion on the air refuel switch will permit ator frequency at 400 cycles per second. Voltage reg-
refueling. The procedure for EBL refueling is the same ulation and system protective functions are performed
as the automatic procedure described above except a by generator control units. A frequency synchronizer
disconnect signal cannot be ptovided from any source controls the right constant-speed drive to keep its out-
other than the crew using the NWS A/R DISC button. put speed in synchronization with the left constant-
When rhe button is depressed, the NWS A/R lamp speed drive. There are three ac buses: a left main ac
will remain oat until it is released. The NWS A/R hus, a right main ac bus, and an essential ac bus. Dur-
lamp will light when the probe is out of the receptacle. ing normal operation, the right generator supplies
power to the right main ac bus, and the left generator
If a malfunction of the hydraulic control solerwid has
to the left main ac bus and the essential bus. Each
occurred that prevents opening of the receptacle, open-
ing can then be accomplished hy selecting EBL. This generator is connected to its associated bus with multi-
plc wire generator feeders. Power transfer confactors
mode uses a separate solermid to open the receptacle.
located near the main ac buses are used to switch the
Certain failures may require the air refuel circuit
buses from one generator to another. Each main ac
breaker to he reset after FBL is selected. In the event
bus is normally isolated from the other. The power
utility hydraulic power is not available, a back-up
confactors provide a bus-tie function automatically in
pneumatic system is provided. This system is energized the evenf a generator fails. If a fault or malfunction
by selecting FBI.. Once in EBL, the OPEN position IXCII~S, causing an undervoltage, overvoltage, under-
may he selected. This will allow the system to operate frequency, or overfrequency condition to exist on a
as it does in the OPllN position. Pneumatic power to generating system, the associated ac generator control
operate fbe system \rill remain on until 5 secomls after unit removes the generator from the bus. Undervoltage
the air refueling switch is placed to CLOSE. Stlfficient or overvoltage faults result in de-exciting the generator
pneumatic power is available to operate the receptacle and disconnecting it from the bus. Underfrequency or
through two cycles (open and close) with four hook- overfrequency does not cause the generator to de-excite
ups during each cycle. In the event of a failure that hut does cause it to he disconnected from the bus. If
prevents a normal disconnect, a pressure relief valve is a melfunction is corrected, the generator may be re-
provided in the receptacle hydraulic latch actuator that connected to the bus by properly positioning the
will allow the probe to be pulled out by brute force if generator switches. If a malfunction causing an exces-
the boom tension exceeds 5000 pounds. Normal oper- sive amount of heat occurs in the constant-speed drive
ating boom loads do not exceed 2300 pounds. Design (CSDJ unit, a thermal device in the unit automatically
loads for the receptacle and the tanker hoom exceed decouples the drive from the engine. Once decoupled,
16,000 pounds. Lights are provided to illuminate the the drive cmmot he recoupled during flight. An emer-
receptacle. lhe lights are turned on by a switch when gency generator with 10 kva capacity provides electri-
the slipway door is open. The intensity of the lights cal power to the essential ac bus in the event of failure
is controlled, by the air refueling recept~le control of both main ac generators. The emergency generator
knob The knob should normally he at the mid-point is driven by a hydraulic motor which receives power
of its control range when not in use. This assores that from the utility hydraulic system, In the event of loss
the lights are on at the heginning of night refueling of hoth primary generating systems, a solenoid-oper-
but does not waste the service life of the bulbs during ated valve is de-energized, allowing hydraulic pressure
day refoeliog. Refer to TO. I-IC-l-l for general air to operate the emergency generator. A pin can be
refueling procedures and T.O. l-ICI-21 for specific inserted in the valve to prevent emergency generator
xir refueling procedures for this aircraft. operation during ground maiotenance checks.
l-29
AC Electrica/ Power Supply System
7/,,1,,/1111,jj,/,,//l ,,,,, i
I ~,,,,,,,,,,,,,,,,,,,~ .-*I,~,~~/,,,,lll/,,,,,,/,,,,,,,,,,,; ,,,,,,,
Figure I-10. (Sheet I)

l-30
1.0. 1 F-l 11 @)A-1 Section I
AC
I
I
-,,,,,I,,,,,,,,,,,,,,,,,~
Figure l-10. (Sheet 2)
l-31
Section I 1.0. lF-I 1 I @)A-1
. There should be a definite pause (approxi-

Hectrical Control mately 1 second )in the START position
fore placing the switch to RUN to allow time
be-
Panel for power transfer.
1 2 3 1 Generator Decouple Pushbuttons.

The generaor decouple pushbuttons (I, figure l-111,
located on the electrical control panel, are provided
to actuate the constant-speed drive decoupler. When
a pushbutton is depressed, the constant-speed drive will
be decoupled. Once decoupled, the constant-speed drive
cannot he reconnected during flight.
The generators cannot be decoupled until the

respective switch is positioned to OFF-RESET.
Electrical Power Flow Indicator.

The electrical power flow indicator (7, figure 1-111,
I. Generotor Decouple Prhbor.
2. Emergency Generofor Indicator/Cutoff Purhbunon located on the electrical control panel, is a flip-flop
3. Emergency Genera,or Sv/i,ch. fypc indicator labeled AC BUSSES and displays the
4. Generabr Switcher. various bus conhgurarions. If both buses are receiving
5. Bonery Switch. power from their respective generator, the indicator
6. Eternal Power Switch.
7. Electrical Power Flow Indicator. will display NORM, indicating that the buses are iso-
lated from each other and are operating normally. If
only one generaror is providing power for both buses,
the indicator will display TIE. Wheo the emergency
generator is opwating and supplying power to the ac
essential hus, the indicator will display EMER. When
ground power is connected co the aircraft and supply-
Generator Switches. ing power to the ac buses, the indicator will display
TIE until the right engine is started and its generator
Two generator switches (4, figure I-II), located on
comes oo the line; then it will indicate NORM. The
the electrical control panel are marked OFF-RESET,
indicator will display a crosshatched surface if there
RUN and START. The switches are lever locked in
is no ac power king applied co the aircrafr and while
the OFF-RESET position and are spring-loaded from
the emergency generator switch is in TEST.
SlART LO RUN. Placing either switch to OFF-RESET
will reset the generator-control unit of the respective Emergency Generator Switch.
geoerator, hut will not excite the generaror. Holding
the switch to START will excite rhe generator auto- The emergency generator switch (3, figure l-11), lo-
matically and connect it to its respective bus. This cared on the electrical control panel, is a toggle switch
will he indicated by the power flow indicator and the having positions marked ON, AUTO and TEST. When
generator caution lamp will go out. Allowing the the switch is in the ON position, the hydraulically
switch to return to RUN, after the generator has been driven emergency generaror is operating but should not
connected to its bus, establishes a switching config- be connected to the essential ac bus unless all ac power
urnrion that assures safe operation in the event of a is lost. The generator is normally held off the bus by
subsequent malfunction. The switch must be posi- the AC sensing relay, which monitors the left main
tioned to OFF-RESET to allow generator de-coupling. bus voltage. If the AC sensing relay has failed or all
three of the phase sensing circuits are opus, rhe essen-
Note tial ac bus will be rransferred to the emergency gen-
crater whenever it is operating. With the switch in the
. If a generator is deexcired while connected
AUTO position, if all AC power is lost, the DC bus
to the bus, it will not automatically reset,
voltage (main and esscntinl) will be zero; consequent-
even though the fault condition is cleared,
ly, rhe solenoid operated valve that controls the flow
The switch must be held to OFF-RESET to
of hydraulic fluid to the emergency generaror drive
i-set the system.
motor will open. The emergency gencranr will then
l If the engine is started with the generator ;aotomatic;~lly begin co operxre. When its voltage and
switch in the RUN position the generator frcqucncy are within prescribed limits, the essential
will be excited but not connected fo the bus bus transfer relay will be energized, thereby tmnsfer-
until the switch is placed to START. ring the essential ac bos to the emergency generator.
1-32
T.O. 1 F-l 11 MA-1 Section I
When the switch is in the TEST position, the emer- power monitor which measures external power voltage,
gency generator is operating and the emergency gen- frequency, and phase sequence.Should any one of these
erator indicator lamp lights, but the emergency gen- parameters be out of tolerance, the monitor prevents
erator is not connected to the essential ac bus if the closing of the external power contactor. When the ex-
left main BE hus is powered. If the ac sensing r&y has ternal power switch is in the OVRD position, the ex-
failed, the emergency generaror will be connected to ternal power monitor circuit is bypassed, thus allowing
the essential ac bus when TEST is selected. external power which is out of voltage and frequency
tolerance to be applied to aircraft buses. The override
position does not override external power with im-
proper phase sequence.
Note
Failure of the ac sensing relay will connect
the emergency generator to the associated bus If electromagnetic radiation is experienced
when TESI or ON is selected. This failure while the switch is in the ON position, the
will be indicated by the flow indicator dis- power monitor may he affected and reject ex-
playing EMER. ternal power. Power to the aircraft may be
regained by placing the switch to OVRD.
The TEST position also opens the dc bus-tie contactor

to provide a method of checking operation of the two Generator Caution Lamps.
transformer rectifier (T/R) units. If the main and
essential dc buses remain energized, hoth T/R units Two amber generator caution lamps (figure l-29) are
are operating and the electrical power flow indicator located on the main caution lamp panel. Either lamp
will display a crosshatch. When the emergency genera- lights when the respective generator is disconnected
tor switch is placed in TEST, the essential T./R unit from the ac bus. When lighted, the letters L GEN are
has failed if the landing gear position lamps or the visible in the left lamp and R GEN in the right lamp.
angle-of-attack indexers are out. If the main T/R unit
has failed, the ODS reticle will not be lighted and the DIRECT CURRENT POWER SUPPLY SYSTEM.
instrument test will be inoperative.
DC electrical power is provided by two 28 volt dc
Emergency Generator Indicator/Cutoff transformer-rectifier (T/R) units and a 24 volt battery.
Pushbutton. See figure l-12. There are three dc buses: a main dc
bus, an essential dc bus, and an engine start bus. The
The emergency generator indicator/cutoff pushbutton
essential dc bus is divided into two separate buses, one
(2, 6gure l-11), located or, the electrical control panel,
located in the forward equipment bay and one located
provides a means of de-exciting the emergency gener-
in the crew module on the aft bulkhead (figure I-12).
ator. The pushbutton is marked OPR (operate) and
The essential buses are electrically connected. During
PULL OFF. When the button is depressed, the emer-
normal operation, the main dc bus section receives
gency generator will come on the line and supply
power from the main T/R unit, which is connected to
power to the aircraft systems whenever both engine-
the right main ac bus. The essential dc bus, engine start
driven generators fail. Should this occur, a green indi-
cator lamp in the button will light. When the emer- bus and crew compartment power distribution panel
receive power from the essential T/R unit, which is
gency generator is supplying power, pulling the button
connected to the essential ac bus. A bus-tie contactor
out will de-excite the emergency generator and shut off
connects the essential dc bus to the main dc bus during
its power output.
normal operation. Normally the outputs of the two
T/R units supply the total dc load in pamllel.
External Power Switch.
The external power switch (6, figure l-11), located on Battery Switch.
the electrical control panel, is a toggle switch having
positions marked OFF, ON and OVRD. In the OFF The battery switch (5, figure l-11) is located on the
position, external power cannot be supplied to the electrical control panel. The two-position switch is
aircraft ac buses. In the ON position with neither en- marked OFF and BATTERY. Positioning the switch
gine operating, external power supplies total aircraft to BATTERY connects the engine start bus to the
power. With the left engine operating. the left main battery, If the essential dc bus is energized, the batter)
ac generator will supply total aircraft electrical load is connected to the main dc bus through the battery
regardless of whether ex~:ernal power is connected ot charger circuit and the engine start bus is connected
disconnected. With only the right engine operating, to the essential dc bus. When the battery switch is
the right main x generator feeds the right main ac positioned to OFF, the engine start bus is connected
bus and external power feeds the left main ac and to the essential dc bus, and the hattery charger circuit
essential buses. Associated with the external power is a is disconnected from the main dc bus.
Section I 1.0. 1 F-l 11 (B)A-1
DC Electrical Power Supply System

FROM RIGHT
MAIN AC BUS
Figure 1-12. (Sheet I)
1.34
1.0. lF-11 I(6)A-l Section I
Figure I-12. (Sheet 2)

Circuit Breaker Panel (Typical)
NUCLEAR Loss of power

the aircraft
and control for
monitor and con-
MASTER
I 1rof ryrtem(AMAC).
Lorr of Clew weapon en

abling capability.
Figure 1-13.
l-36
T.O. IF-1 1 l(WA-1 Section I
HYDRAULIC POWER SUPPLY SYSTEM. engine are equipped with electrically-actuated depres-
surizing valves that are controlled by the left engine
Hydraulic power is supplied by two independent, start relay. During pneumatic or cartridge starts, these
parallel hydraulic systems designated as the primary valves depressurize the pumps to reduce engine acces-
and utility systems (figure l-14). Both systems operate sory load until the engine rpm reaches approximately
simultaneously to supply hydraulic power for the flight 38 O ,/I percent.
controls and wing sweep. If one or rhe other system
should fail, either system is capable of supplying Note
sufficient reduced power for wing sweep and flight con- After T.O. IF-I I I (B650, the electrically-
trol operation. The primary hydraulic system supplies actuated depressurizing valves are deacrivated.
hydraulic power solely for operation of the wing
sweep and flight control systems. In addition to sup-
plying wing sweep and flight control hydraulic )power, HYDRAULIC ACCUMULATORS.
the utility system also supplies power for operation of:
Eight accumulators are provided. five in the utilit)
- Nose wheel steering hydraulic system and three in the primary hydraulic
* Landing gear system. Each system has two accumulators for the hori-
zontal stabilizer and one for the damper servos. The
* Wheel brakes
utility system has two accumulators for the wheel brake
* Speed brake system. See figure l-80 for servicing data.
- Flaps/slats
- Rotating glove HYDRAULIC FLUID RESERVOIRS.
- Weapons bay doors Both utility and primary hydraulic reservoirs are Aont-
* Tail bumper ing piston, pneumatic-oil separated types, using pneu-
- Emergency elecrrical generator matic pressure on one side of the piston to maintain
hydraulic pressure on the other. Pneumatic pressure i,
* Air inlet (spike) control supplied from pneumatic storage reservoirs located on
* Air refueling system the forward end of each hydraulic reservoir and. as an
* Rudder authority alternate source. from the engine bleed air system. A
pressure-operated hydraulic relief valve prevents over.
Hydraulic pressure for each system is supplied by pressurization by venting excess fluid overboard when
two engine-driven, variable delivery pumps. To as- reservoir pressure exceeds I35 psi. Steady-state Iluid
sure hydraulic pressure in the event of single engine How is passed through the reservoir to maintain reser-
failure, one pump in each system is driven by the voir warmth and to remove air from the fluid. During
right engine, and one pump in each system is driven high flow rates, the fluid is bypassed around the reser-
by the left engine. Pressurized accumulators are in- voir and cooler loop directly ro the pumps by means of
stalled in the system to supplement engine-driven the suction bypass valve. A hypass-type lilter is loc;~tud
pump delivery during transient hydraulic power re- up-stream of the reservoir. The reservoir also acts as :I
quirements. Each system has a piston-type re:wvoir surge damper for return line impulse pressures. Se<
for hydraulic fluid storage that also acts as a surge figure l-80 for servicing data.
damper for return line pressures. These reservoirs are
pressurized with nitrogen to insure critical pump inlet HYDRAULIC COOLING SYSTEM.
pressure for all operating conditions. Hydraulic pressure
of each system is displayed on the left main instrument Cooling is provided by an air-to-hydraulic hear ea.
panel. Low pressure caution lights for each of the four changer and a fuel-hydraulic heat exchanger in wch
pumps are displayed on the caution light panel. An hydraulic system. The controls are arranged so tha( [ht.
isolation unit incorporated into the system reserves cooling medium is air only at low speeds, fuel amI :air
utility pressure for flight control and wing sweep at intermediate speeds, and fuel only at high speeds.
only, in the event of primary system failure. It also
performs a second function of isolating hydraulic HYDRAULIC lSOLATlON VALVE.
pressure after takeoff from those systems normally
only associated with takeoff and landing. An isolation valve is incorporated in the utility syswm
to automatically provide emergency and normal isol;~-
HYDRAULIC PUMPS. tion of certain functions of the utility system. Iv 1111
event of loss of pressure in the primary system. the
Four variable delivery pumps are employed. Normal valve will automatically go into emergency isolittwr
power for the utility and primary systems is provided at approximately 500 psi, and cut off all systems cx.~
by two engine-driven pumps in each system. One pump cept flight controls and wing sweep. It is not possible
in each system is driven by each engine. The pumps to manually override the emergency isolation fexturr.
are each rated at 42.5 gpm, 5800 rpm, and 3100 (i-150) If the primary system pressure incrcascs to ;tpor<~~~
psi at 100 percent N2 rpm. Both pumps on the left mutely 1200 psi, the utility system will .tutow;r~ic:~Il!
Change 1 1-37
Section I 1.0. 1 F-l 11 @)A-1
Hydraulic Power Supply System [Utility)

1.0. 1 F-l 11 @)A-1 Section I
Hydrzfulic Pywer Supply System [Primary)

I 1
ENGlNE
BLEED
AIR

Section I T.O. IF-lll(B)A-l
be brought
isolation
out of the emergency
function
isolation.
of the valve is electrically
The normal
controlled A uxiliary Gage Panel
and will isolate the landing gear, wheel brake and 1 2
nose wheel steering systems when the aircraft is in
flight. A separate electrically controlled shutoff valve
is included in the flap/slat hydraulic pressure line to
provide flap/slat system isolation. The landing gear,
wheel brakes and nose wheel steering isolation takes
place immediately after the last of all the following
three controlling conditions are satisfied:
1. The utility hydraulic isolation override switch is

in NORM.
2. The landing gear is up and locked.
3. The flap/slat handle is UP and the flaps and slats
Flap/slat isolation is controlled by these same three

conditions hut the hydraulic shutoff valve is electri-
cally sequenced to provide isolation 30 seconds after the
last controlling condition is satisfied. On aircraft a )
and those modified by T.O. IF-1 11-599 the isolation of
the landing gear, wheel brakes and nose wheel steering
systems is dependent upon controlling ?onditions 1 and
2 only and flap/slat position will nor affect isolation of
these systems.
UTILITY HYDRAULIC SYSTEM ISOLATION SWITCH.

TIE utility hydraulic system isolation switch (7, fig-
ure l-16), with positions marked NORM and PRES-
SURIZI!, is located on the landing gear control panel.
The NORM position functions in conjunction with
the landing gear and flaps and slats, allowing the
following systems to be isolated from the utility sys- HYDRAULIC SYSTEM PRESSURE INDICATORS.
tC?lll:
Iwo O-4000 psi pressure indicators, one each for the
* Landing gear primary and utility sysrems, are located on the left
* Nosewheel steering main instrument panel (33, figure l-6). Pressure is
measured mechanically and transmitted electrically b>
* Brakes
pressure transmitters in the system pressure lines, Pxr
sure indication will not occur during engine start if
the left engine is started first (either pneumatic or
During normal operation positioning the switch to cartridge start) until engine rpm reaches approxi-
PRESSURIZE supplies utility hydraulic pressure to mately 38 to .<I percent (excepr aircraft after T.O. IF-
these systems. If landing gear retraction is initiated I,1 I (B6501. I
with the speed brake switch in any position other than
IN, the speed brake may remain fully open or in trail.
Placing the hydraulic isolation switch w PRESSUKIZE LOW PRESSURE CAUTION LAMPS.
will override the function of the speed brake switches
Four amber low pressure caution lamps, energized by
and cause the speed brake to function as a landing gear
door and retract. On aircraft 0 ) and those modified pwssure switches in each pump pressure line, are lo-
cated on rhe main caution lamp panel (figure l-291.
hy T.O. IF-111-599, the utility hydraulic system isoh-
The lamps will light when the individual pump OUI-
tion switch will not affect flap/slat isolation.
put ~WSSU~ drops to approximately 400 psi. When
lighted, the following letters will be visible in the
HYDRAULIC FUSE. respective lamp; L PRI HYD, L UTlL HYD, R PRI
A hydraulic fuse is installed on the primary system HYD, and R UTIL HYD. The L PRI HYD and L
(sensing) pressure line to system isolation valve. The UTIL HYD lamps will remain lighted during left
fuse prevents loss of primary system fluid in event of engine start (either pneumatic or cartridge start) lmtil
line rupture by shutting off flow at the downstream left engine rpm reaches approximately 38 to .iI pu
port of rhe fuse. cent (except aircraft after T.O. IF-lll(B)A-650). I
l-40 Change 1
PRIMARY LOW, UTILITY LOW SPOILER OFF as the speed brake, is hydraulically operated. A me-
CAUTION LAMP. chanical connection between the main landing gear and
the speed brake selector valve causes the main landing
These lamps are deactivated. gear door to open and close in the proper sequence
during landing gear operation. Ciround safety switches,
HYDRAULIC FLUID OVERHEAT CAUTION LAMPS. located on the lateral trunnion beam, prevent normal
gear retraction while the aircraft is on the ground. See
Two hydraulic fluid overheat caution lamps, one for
figure l-17 for location of the ground safety switches.
each system, are located ,on the main cautioo lamp
panel (figure l-29). A lamp lights when the hydraulic
fluid temperature of the associated system exceeds 240 NOSE GEAR.
7~: IO degrees F (II5 I~ 6 degrees C). When lighted,
the PRI HOT and UTIL HOT letters will be visible Three hydraulic actuators are provided for operation
in the respective lamp. of the nose landing gear and nose wheel well doors. A
single-acting actuator retracts the nose landing gear.
An uplock actuator locks the nose landing gear in the
PNEUMATIC POWER SUPPLY SYSTEMS. retracted position and also, through linkages, opens
Independent pneumatic power supply systems Iprovide and closes the two nose wheel well doors. A downlock
pressure for emergency operation of landing gear, actuator locks the nose landing gear drag strut when
spike system, and for pressurization of hydraulic reser- the nose landing gear is extended.
voirs. Pressure for emergency extension of the Landing
gear is provided by a pneumatic reservoir located in the LANDING GEAR CONTROLS AND INDICATORS.
main landing gear wheel ,well. Each spike is provided
with a separate pneumatic reservoir located in the main Landing Gear Handle.
landing gear wheel well. Two pneumatic reservoirs,
The landing gear handle (2, figure l-I(i), located on the
one for each hydraulic system reservoir, provide pneu-
landing gear control panel, has two positions marked
matic pressure for hydraulic system operation. For a
UP and DN. A landing gear warning lamp is located
functional description of each pneumatic system, refer
in the landing gear handle. Moving the handle to the
to the associated system descriptions, this section. For
servicing information on the pneumatic systems, see
figure l-80.
Landing Gear
LANDING GEAR SYSTEM.
The landing gear is tricycle-type, forward retracting, Control Pane/
and hydraulically operated. The main landing gear
consists of a single common trunnion upon which two
wheels are singly mounted. This arrangement of the
main landing gear provides symmetrical main landing
gear operation. Thermal pressure relief plugs are in-
corporated in the main landing gear wheels to relieve
tire pressure in the event of maximum performance
braking. The nose landing gear has two dual-mounted
wheels. The landing gear system is normally powered
by the utility hydraulic system. A pneumatic system
is provided as an alternat:e (emergency) means of ex-
tending the gear in the event the normal system fails.
The nose landing gear retracts into the nose wheel
well, and the main landing gear retracts into a fuse-
lage well. I.
2.
MAIN GEAR. 3.
4.
Three hydraulic actuators are provided for operation 5.
6.
of the main landing gear. A single-acting linear actu- 7.
ator retracts the main landing gear. Two doub1.e.acting :x8,
linear actuators, one for an uplock and one for a down-
lock, are provided to lock the landing gear in the re-
tracted or extended position. There are two main land-
ing gear doors. The aft door is mechanically linked to
the maio landing gear and opens and closes with move-
ment of the gear. The forward door, which also serves
______ -___ _ -.--~-..-~

Section I 1.0. IF-lIl(B)A-I
Ground Safety Locks and Safety Pins
NOTE
All rofety pinr to be
rbwed aboard aircraft
for flight except rpeed
brake door lock and
CMDS ejector rafing
ARRES+fNG HOOK
NOSE LANDING GEAR

(Looking Aft)
CMDS EJECTOR
(Left Shown)
(Right Opposite)
MAIN LANDING GEAR

(Looking Aft)
SPEED BRAKE DOOR
J
l-42
Section I
1.0. 1 F-l 1 l(B)A-1
-.,-., -.--,.--,--.-, .-,.--

_-.--,
_._,. --,- __ -. ..-.. .,,. .-.l_-l.
Section I T.O. IF-I 1 l(B)A-1
UP or DN position will cause the following actions to on the landing gear control panel (4, figure l-16). The
occur. button must he depressed to release the landing gear
Gear Up handle from the UP position to lower the gear. Nor-
mally, it is not necessary to depress the button when
When the handle is moved to the UP position, an elec-
retracting the gear since the gear handle is locked in
trical signal actuates a solenoid-powered landing gear
the down position by a solenoid which will release the
control valve, sending hydraulic pressure to the nose
handle as the weight of the aircraft comes off the gear
gear downlock actuator, nose gear retract actuator,
on takeoff. Should the solenoid malfunction, depressing
nose gear uplock door actuator, the speed brake dwr
the button will release the handle to allow gear re-
actuator. and the brake control valve. Hydraulic pres-
traction.
sure at approximately 750 psi is metered to one brake
circuit to stop main gear wheel rotation. The nose
gear unlocks and retracts. When it is almost retracted, (,..,.,I
it mechanically triggers the nose gear uplatch which
then locks the gear up and closes and locks the doors.
As the nose wheel doors close, snubbers mounted on Any time it is necessary to depress the land-
the doors engage the tires to stop nose wheel rotation. ing gear handle lock release button to move
The main gear forward door (speed brake) actuator ex- the handle to the UP position, the crewmem-
rends the door. When the door is sufficiently open to her should immediately suspect a malfunction
allow the main gear to retract, a linkage from the door of the landing gear ground safety switches. A
opens a valve which sends hydraulic pressure to the failure of these switches, which left them in
main gear downlock actuator, main gear retract actu- the closed position, would cause all spoilers
aror, and the uplock actuator. The gear then unlocks to remain armed even with the landing gear
and retracts. When it is almost retracted, it mechani- retracted. If a malfunction of the landing gear
cally triggers the uplatch which locks the gear up and safety switches is suspected, place the ground
also actuates a valve to close the speed brake door. roll spoiler switch to OFF.
Gear Down
When the handle is moved to the DN position, an elec- Landing Gear Emergency Release Handle.
trical signal actuates a, solenoid-powered valve, sending
hydraulic pressure to the nose gear uplock actuator, The landing gear emergency release handle (10, figure
nose gear downlock actuator, and the speed brake door l-31). located on the right main instrument panel, is
actuator. The nose gear uplock actuator unlocks and labeled ALT (alternate) and is provided to extend the
drives the nose gear doors open and locked, at which landing gear in the event the normal hydraulic system
time the nose gear is allowed to free fall (extend) fails. When the handle is pulled, pneumatic pressure
against the snubbing of its retract actuator. When the is directed to simultaneously open the speed brake door
gear is almost extended, the downlock actuator drives and unlock the nose and main gear uplocks. The gear
it fully extended and locked. The speed brake door will free fall to the extended position; then pneumatic
acfuacor opens the door until the door clears the main pressure will actate the nose and main gear down-
gear. A linkage then actuates a valve to pressurize the locks and retract the speed brake door to the trail posi-
main gear uplock actuator and downlock actuator. The tion. Once the gear has been extended by the emer-
uplock opens, allowing the gear to free fall (extend) gency method, it cannot be retracted. The speed brake
against the damping of its retract actuator. When the door may fail to retract to the trail position. This will
gear is extended, the downlock actuates. This causes he indicated by the landing gear handle warning lamp
the speed brake door actuator to position the door in remaining on after the gear is extended and locked.
the partially retracted (trail) position. The landing Should this occur, pushing the handle hack in will re-
gear handle is locked in the DN position by a spring- lieve the pressure in the system and allow the air load
loaded electrical solenoid when the weight of the to push the speed brake door to the trail position.
aircraft is on the landing gear. Landing gear safety
switches control 28 volt dc power to the solenoid.
CAUTION
The weight of the aircraft compresses the shock strut iIY.xI!
and opens the safety switches, which breaks the circuit
to the solenoid. When the solenoid is de-energized, the If the handle is pushed in as the aircraft slows
solenoid extends a mechanical lock, holding the land- down after landing, the weight of the door
ing gear handle in the DN position. Removing the and lack of air load will cause the door to
weight from the landing gear closes the safety switches extend and drag the ground.
on the landing gear and energizes the solenoid. The
energized solenoid retracts the lock and frees the land- Landing Gear Warning Horn.
ing gear handle.
The landing gear warning horn provides an intermit-
Landing Gear Handle Lock Release Button. The tent audible tone in the headsets when an unsafe land-
landing gear handle lock release button is located ing gear situation exists. The horn sounds intermittent-
1-44
T.O. lF-1 I IIBIA-1 Section I
ty when the nose and main landing gear are not down shock absorber, has its own separate reservoir that is
and locked and/or the speed brake door is not i.n trail charged with compressed nitrogen. Retraction of the
and all of the following conditions exist: landing gear allows hydraulic pressure to again be
ported to the tail bumper lift cylinder to retract the
* Indicated airspeed is below 160 (~+lE) knots. bumper and hold it in this position.
*The aircraft is below an altitude of 10,000 ( ~350)
feet.
Note
* One or both throttles are set below minimum cruise
setting. The tail bumper may cont~t the ground if
On aircraft modified by T.O. IF-111-891, the warning the pitch angle exceeds approximately 11 de-
horn also provides a steady audible tone in the headsets grees u,hen the main landing gear is in con-
as a stall warning indication. Refer to Artificial Stall tact with the runway.
Warning System, this section.
The malfunction and indicator lamp test button locat- NOSE WHEEL STEERING SYSTEM.
ed on the lighting control panel may be used to test the
landing gear warning horn. The warning horn may be Nose wheel steering provides aircraft directional con-
silenced by depressing the horn silencer button adja- trol during taxiing, takeoff and landing. The system is
cent to the landing gear handle (5, figure 1.16). electrically engaged, hydraulically powered and coo-
trolled by the rudder pedals. The nose wheels arc posi-
tioned by a linear hydraulic actuator controlled by a
Note
mechanical rotary servo valve. Rudder pedal movement
On aircraft modified by 1.0. IF-ill-891, the at either crew station is transmitted to the steering
valve by mechanical linkage which includes a cam de-
stall warning tamp will flash and the rudder
vice on the valve input shaft. The cam device provides
pedal shaker will operate as tong as the hcsro a gradually increasing ratio between steering angle and
silencer button is held depressed. rudder pedal displacement. A relatively larger pedal
displacement is tequircd to obtain an increment of
steering angle near the neutral rudder pedal position
Landing Gear Position Indicator lamps. than is required near the full rudder pedal position.
Utility hydraulic system pressure supplied to the steer-
A plan view silhouette of the aircraft having two green ing servo valve is controlled by a solenoid operated
indicator tamps is located on the left main instrument shutoff valve ;and a ptessure regulator. When steering
panel (1 I, figure l-6). The lamps ate positioned to rep- is engaged, the energized solenoid valve applies full sys-
resent the nose and main landing gear. When the land- tem pressure to achieve a high level steering torque.
ing gear is down and locked, the lamps are lighted. In- When steering is disengaged, the pressure regulator
transit positions of the landing gear and unsafe landing supplies approximately 10 percent system pressure for
gear conditions are indiated by lighting of the red a tow level steering torque used to center the nose
warning lamp in the landing gear handle knob. A safe wheels doting retraction. Steering input linkage mo-
up-and-locked landing gal- condition is indicated when tion occurring during nose gear retraction automatical-
both the gteen indicator lamps and the red warning ly centers the nose wheels with up to 50 percent rudder
Imp are off. pedal displacement.
CAUTION
TAIL BUMPER SYSTEM. iIIz3
The tail bumper protects the control surfaces, t!ngines, If a misaligned/malfunctioning steering sys-
and portions of the airframe from damage char might tern is evident, do not take off unless requited
OKLIT if the tail inadvertently contacts the ground dur- and do not retract the landing gear. Nose gear
ing ground handling. The tail bumper also provides
steering alignment cao bc checked by disen-
limited protection during overrotation on takeoff and
during landings. In flight, the tail bumper is held in gaging the nose whect steering white taxiing
the fully retracted position by hydraulic pressure in the on a level surface. If a steering transient is ob-
tail bumper lift cylinder. The hydraulic pressure is served on re-engagement, a misalignment/
ported to the tail bumper lift cylinder from the speed malfunction is indicated.
brake control valve. When the landing geat is extended
and the speed brake ruturns to trail position, the lift
cylinder pr~~ssure is relieved and the tail bumper is ex- Maximum rudder pedal deflection steers the nose
wnded by the pneumatic action of the tail bumper wheels 40 degrees either side of center with resultant
dashpot. The dashpot, which functions as the impact aircraft turning radius as shown on figure 2-3. Nose
l-45
--- ,....,--.- ..-..-- .~-~,-. ,~-.. -..,..-,-. -

wheel shimmy damping is accomplished by restricting The hutton receives 28 volt dc power from the csscn-
hydraulic flow within the steering valve. If the Asps tial bus. For a description of the A/R DISC function
and slats are retracted, the flight control system switch of the buttons refer to Fuel Supply System. this
must be in the T.O. & LAND position ot the rudder section.
authority switch must be in the FULL position to allow
sufficient rudder pedal movement for full steering au-
thority. lhe nose wheel steering system is equipped NOSE WHEEL STEERING/AIR REFUELING
INDICATOR LAMP.
with a limit switch mounted on the nose landing gear
shock strut adapter. When nose wheel steering exceeds A green nose wheel steering/air refueling indicritor
approximately 40 from center, the switch opens an
lamp labeled NWS A/R is located on the left main
electrical circuit to the control valve and automatically
instrument panel (19, ligurc l-6). The Iunp will light
ptevents controlled steering through the rudder ped-
when the nose wheel steering system is energized or
~11s. The NWS/AR lamp will go out whenever con-
the A/R door is open. For a description of the A/R
rrolled steering range is exceeJed. When nose wheels
DISC function of the lamp, refer to Fuel Supply
are returned to normal steering range (0 to 40), con-
SYSCCUl, this sc~tion. The lamp receives power from
trolled steering automatically reengages. Power for
the 28 volt dc essential bus.
engaging steering is furnished from the essential dc
bus.
BRAKE SYSTEM.
Note
0 Nose wheel steering will nor be available if Each main landing gear wheel is equipped with a
the landing gear is extended using the anet- hydraulically operated multiple disc brake. Pressure
for operation of the brakes is supplied by the utility
gency release handle.
hydraulic system for normal operation and by two hy-
. With the air refuel switch in OPEN and the draulic accumulators for power-off braking. Anti-skid
engine feed selector knob in AUTO ot control, automatic braking during landing gear tctrac-
BOTH, noue wheel steering will be operative tion, and an auxiliary brake arc provided. Normal
only while the nose wheel steering/nit refuel brake operation is controlled by conventional brake
hutron is deprewd. pedals, each mcch;mically connected to brake metering
v.tlves. Lhe brake hydraulic system is a dual-normal
l With the engine ground start switch in any
type, separated into two circuits. Each circuit operates
position except OFF, ntne wheel steering will independently of the other. One circuit operates one-
he operative only while the nose wheel steer- half of the pressure piston on the left brake and onc-
ing/air refuel button is depressed. half the pressure pistons on right brake. The other
circuit o~~erntcs the other half of the pistons on each
NOSE WHEEL STEERING/AIR REFUEL BUTTONS. brake. During normal operation of the brakes, pressure
is metered to the brakes from hoth hydraulic circuits in
proportion to applied force on the brake pedals. Full
braking effectiveness is achieved with npprorimatrly
GO percent of full brake pedal travel. If one hydraulic
Circuit bccomcs inoptmtive, the brake system can pro-
vide sufficiently increased pressure to the operative
circuit ft,r 00 percent of nornnl braking effectiveness.
This is ;accornplished by application of greater than
normal brake pedal travel and slightly higher pedal
force. The dull-normal type brake hydraulic system
provides emergency brake operation automatically.
Note lwo hydraulic acct~mulators are provided in the system
to supply brake system pressure for normal power off
When the nose wheel steering hutton is de-
braking due to failure or isolation of the utility hy-
prased and relezmd to disengage the system,
draulic system. Each accumulator is precharged and
it three second delay is initiated. 1%~ system
supplies pressure to only one of the individual brake
may be w-engaged during this period but the
circuits. Fully charged accumulators will provide IO-14
holding relay will not bt energized.
full-lxessure brake applications or one full-pressure
brake ;tpplication with 32 anti-skid cycles. A priority
valve, which limits the quntity of fluid that can he
displaced from the brake accumulator through the
brake metering vnlves by actuating the brake pedals,
is included in each hydraulic circuit. If the brake ac-
cumulators are not replenished as fluid is displaced by
1-46
T.O. 1 F-l 11 (WA-1 Section I
repetitive brake applications ot by anti-skid cycling. Anti-Skid Control Switch.

the priority valves will close when accumulator pres-
The anti-skid control switch (2, figure l-5) is located
sure has been reduced to approximately 1100 ( i~lO0)
on the left throttle panel and labeled ANTI-SKID.
psi. At this pressure all normal braking will be lost
The switch has two positions, one marked OFF and
and the pedals will be fully depressed.
an unmarked ON (up) position. Placing the switch to
ON will provide anti-skid control during normal brak-
iI-.zrl
CAUTION
ing. With the switch in OFF, anti-skid
he ;xrailable and brake pressure will
sponse to pedal pressure.
control will not
he in direct re-
Do not actuate the brake pedals in flight

when utility hydraulic pressure is isolated
Anti-Skid Caution Lamp.
from the brake system as there is no way to
replenish the brake accumulators. Therefore, An amber caution lamp labeled ANTI-SKID is located
if the utility hydraulic system fails or is on the main caution lamp panel (figure l-29). The
isolated after the brake accumulators a,re lamp will light wheo the anti-skid switch is in the
bled off to below I100 (~!~ 100) psi only emer- ON position and a malfunction has caused the anti-
gency braking will he available on landing. skid system to become de-energized or when the land-
ing gear is down and the anti-skid switch is not in the
ON position.
After the priority valves close, the remaining fluid can
he utilized only by pulling the auxiliary brake handle;
however, this will lock the brakes. No braking action Note
can he achieved hy zctuating the brake pedals.
When the lamp is lighted, anti-skid control is
not available and braking will be in direct re-
AUTOMATIC BRAKING SYSTEM.
sponse to pedal pressure.
lhe automatic braking system functions to stop wheel
rotation after takeoff. When the aircraft has become AUXILIARY PARKING BRAKE HANDLE.
airborne, moving the gear handle to the UP position
will provide hydraulic pressurc through the brake The auxiliary parking brake hundle (6, figure l-lb),
control valve at approximately 750 psi to one circuit labeled BRAKII, is located on the landing gear coo-
of the brake system. The hydraulic pressure is ap- trof panel. When the handle is pulled out, a me-
plied to one half the pressure pistons in each wheel chanical linkage opens z selector valve which admits
to stop wheel rotation. The pressure is relieved after pressure from the hydraulic accumularors directly into
the brakes are isolnred from the hydraulic system the brake lines downstre;tm of the brake control valve.
The primary function of the ;uxiliary parking brake
ANTI-SKID SYSTEM. handle is to apply the brakes while the aircraft is
parked. The auxiliary parking brake handle can be
The anti-skid control system provides the following oscd CO set the brakes for engine run-up. A secondary
functions: function of the auxiliary p;xking brake is to serve as
* Touchdown skid control. a supplemcnml emergency hrske in the event that
accumulator pressure is reduced sufficiently to cause
* Proportional skid control.
the priority valves to close and prevent normal brake
* Lock wheel skid control. application by pedal actuation. Brake pressure cannot
* Anti-skid failure detection. he metered by the z~uxiliary parking brake handle. The
total ;~ccumulator pressure is ported directly to ttle
Touchdown skid control prevents the brakes from be-
brake cylinders, bypassing the metering 1 olres and
ing applied when the weight of the aircraft is off the
the anti-skid valves. Therefore. the auxiliary parking
landing gear and the speed of both wheels is below 20
brake handle sl~ould nor be pulled while the aircraft
MPH, Proportional skid control operates throughout
is in motion except when braking cannot he achieved
rbe aircraft ground speed range by utilizing wheel
deceleration to reduce brake pressure in proportion to by pedal ;ICtllation.
a skid tendency. Lcxked wheel skid control is activated
ahove 20 MPH and causes either brake to be folly
released if proportional skid control does not prevent CAUTION
iIIzz2
a skid from occurring. Locked wheel skid control
would function, for example, should a hrakc :xize ot Pulling the auxilary brake handle while the
if a wheel is unable to splh-up due to hydroplaning. aircraft is moving may cause the wheels to
The failure detection circoit will automatically return lock if norm;tl brake :~ccumulator pressure is
the brake system to manual control in the event of an availnhle, ;md result in tire skidding or blow-
anti-skid malfunction. out, and may result in lire.
1-47
__ - _....-. ___ .,,,.. ...~, ..-,~_..,...,

Section I T.O. lF-lll(6)A-l
BRAKE HYDRAULIC HAND PUMP. Speed Brake Switches.
A hydraulic hand pump (figure l-14). located in the A three-position speed brake switch (4, figure ,l-51,
main landing gear wheel well, is provided to replenish marked IN, OFF and OUT is located on the right
brake accumulator pressure during ground handling throttle of each crew station. The switches are thumb
operation. actuated and slide forward (IN) and aft (OUT). The
left crew station switch is detented in all positions.
The right crew station switch is spring loaded to OFF
AIRCRAFT ARRESTING SYSTEM. from both the IN and OUT positions and will over-
ride the left crew station switch. When the right switch
The arresting hook system provides for emergency is released to OFF, the speed brakes will move to the
arrestmenr of the aircraft. The system consists of an position selected by the detented left crew station
arresting hook, arresting hook dashpot, a dashpot air switch. When both switches are positioned to OFF,
bottle, an uplock latch, arresting hook controls, a the speed brake is hydraulically locked in its present
pressure gage, and an air filler valve. Except for the position. To maintain a constant load on the landing
controls, the arresting hook components are located gear door and to insure minimum drag, the left crew
in the lower aft end of the fuselage rail cone. station switch must remain in the IN detent, except
during speed brake operation. If the speed brake switch
ARRESTING HOOK HANDLE. is positioned to OUT ot OFF and the Landing gear is
retracted, the speed brake may remain fully open or
The arresting hook handle (1, figure l-16), located on retract only to the trail position. The speed brake will
the landing gear control panel, is connected to a low retract when the speed brake switch is moved to the IN
friction push-pull type mechanism contained in a flex- detent.
ible metal housing. The handle is labeled HOOK
on diagonal stripes. The mechanism provides 8 direct GROUND ROLL SPOILERS.
mechanical linkage from the handle to the arresting
hook uplatch mechanism in the tail cone. The arrest- For deceleration during ground roll, the ground roll
ing hook is released by grasping the handle and pull- spoilers are used symmetrically to destroy lift and in-
ing aft. The total travel of the handle from retrac: crease wheel brake effectiveness. In this case, they are
to extend position is approximately 4 inches. Ap- armed with the ground roll spoiler switch and acti-
proximately 1 second is required for the arresting vated by the throttle position switches and landing
hook to extend. The hook must be raised manually gear squat switches. (Refer to Aerodynamic Deceler-
to its stowed position. ation Equipment, tbis Section.) Ground roll spoiler
operation is not affected by the position of the com-
ARRESTING HOOK CAUTION LAMP. puter power switches.
The amber arresting hook caution lamp, labeled
HOOK DOWN, is located on the main caution lamp Ground Roll Spoiler Switch.
panel (figure I-29). The caution lamp lights to indi-
cate hook down position only. The ground roll spoiler switch (8, figure l-25), located
on the left sidewall, has positions BRAKE and OFF. If
the weight of the aircraft is on the landing gear and
both throttles are in IDLE, positioning this switch to
AERODYNAMIC DECELERATION BRAKE will cause the ground roll spoilers to extend.
EQUIPMENT. Under the same conditions placing the switch to OFF
will retract the spoilers. With the spoiler switch posi-
Aerodynamic deceleration equipment consists of the tioned to BRAKE, if the aircraft weight is removed
speed brake for deceleration in flight and the ground from the landing gear or if either throttle is advanced
roll spoilers for deceleration after landing. In-flight, out of IDLE, the spoilers will ;lutomaticnlly retract.
sweeping the wings forward is also effective for de-
celeration. (Refer to Level Flight Characteristics/
Supersonic Flight, Section VI.) WING FLAPS AND SLATS.
SPEED BRAKE. MAIN WING FLAPS.
The speed brake, which also serves as the main landing The main (wing) flaps are full span, multisection
gear forward doa, is provided as an aid to decelera- Fowler-type flaps. Each wing flap is divided into six
tion during flight. The speed brake is hydraulically sections. The five outer sections, designated as the main
operated and may be used as a speed brake only when flaps, are mechanically connected and operate as one
the landing gear is up and locked. For operation of the unit. The main flaps are powered by a single hydrau-
speed brake as a landing gear door refer to Landing lic motor which is connected to B gearbox located in
Geat System, this section. the fuselage section. The hydraulic motor and gearbox
l-48
assembly drive a torque shaft which is connected Note

through gearboxes to mechanical actuators attached
If an asymmetrical slat condition occurs the
to the Raps. An electric motor mounted on this same
gearbox provides an emergency mode of operation in aircraft will enter a roll in the direction of
the evenf of either hydraulic system failure. A me- the extended slat. The initial movement of
the flaps will caose the slats sod Haps to lock.
chanical interlock control prevents the wing from be.
ing swepr aft of the 26 degree position with the main
flaps extended. The mechanical interlock locks the flap ROTATING GLOVES.
and slat handle in the UP position when either the
wing sweep angle is greater than 261; degrees or when lhe outhoard edges of the wing gloves, adjacent to the
the a,ing sweep handle is at a position greater than wing inhoard leading edges, are equipped with mov-
26!,1 degrees. Asymmetrical Hap travel is monitored able surfaces to allow full forward movement of the in-
by an asymmetry device. When the asymmetry device board slats. ll~ese surfaces are called rotating glows
scnsa more than 3 degrees ;uymmetrical Rap travel, a (4, ligure 1-I). A door forms the lower surface of each
signal is sent to close the flap drive control valve and r~t;tting glove. Each rotating glove and its associated
to engage torque shaft brakes which stop travel of the door are operated by a mechanical actuator and link-
flaps and slats. Once the flap drive control valve has age which is connected to the slat drive flexible shaft.
been closed and the torque shaft brakes are engaged When the slats are extended, the rotating gloves auto-
by this method, the flaps cannot be extended or re- matically rotate (leading edge down and trailing edge
tracted by either the normal or emergency mode. In- UP), and the doors open to allow full extension of the
tegral with each main flap section is a mechanically SIHS.
controlled vane. As the flap extends downward the
vane is positioned by a mechanical linkage to provide
the proper airflow through the space between the flap Flap/Slat Handle.
leading edge and the spoiler trailing edge. The main The flap/slat handle (9, figure I-i), located on the
flap hydraulic motor receives pressure from the Iutility left throttle panel, has three positions marked LIP,
hydraulic system. SLAT DOWN, and FLAP DOWN. A manually op-
erated gate (8, figure I-5). located between the SLATS
AUXILIARY FLAPS. DOWN and FLAP DOWN areas, must be released
before the handle can be moved from one area to
The inboard section, designated as the auxiliary flap, another. When the handle is moved from LIP to any
operates independently from the main flaps by electri- position in the SLAT DOWN area, a mechanical
cal actuators. The auxiliary flap actuators are disabled linkage opens the flap drive cootrol valve. directing
by electrical interlocks when either the wing sweep hydraulic pressure to the flap drive motor. The flap
angle switch senses more than I6 degrees wing sweep drive assembly rotates the flexible shafts connected to
or when the wing sweep handle is at a position g,reater the slat drive mechanism to position the rotating
than 16 degrees. A wing sweep mechanical interlock glove and to extend the slats to a position correspond-
control prevents the wing from being swept aft of the ing to handle position. Moving the handle down to the
26 degree position with the auxiliary Haps up and the gate will cause the slats to fully extend. When the
gate is released and the handle is moved into the
main flaps extended. There is no mechanical connec-
FLAP DOWN area, the flap drive assembly will ro-
tion between the auxiliar;y flaps since there is no
tate the flexible shafts connected to the main flap
necessity to prevent unsymmetrical operation. The a~fuafors, extending rbe main flaps to a position cot-
auxiliary flap actuators receive I15 volt ac power from responding to handle position. The flaps can be set at
the right main ac bus. ao infinite number of positions between full up and
full down. The flap and slat drive assembly is so
designed that it will not extend the flaps until the slats
WING SLATS.
LIC fully extended. Two detent pos&ions are provided
Each wing is equipped with a leading edge slat. Each in Hap handle travel to aid in selecting the 15.degree
and 25.degree Hap positions. When the handle is
slat is divided into five sections which are connected
moved down to the 25.degree detent, a contact closes
id operare RS one unit. The slats operate in conjunc-
and supplies electrical power to the auxiliary flap
tion with the main flaps and are connected to the main
actuators, causing the auxiliary flaps to extend to 25
Hap drive assembly by flexible drive shafts. On the degrees. When the handle is moved beyond the 25.
extend cycle. the slats will extend to the full down degree detent, the main flaps extend, hut the auxiliary
pmition before the main flaps start to extend. On the flaps remain at 25 degrees. The full FLAP DOWN
retract cycle, the flaps will fully retract before the position of the handle provides 37.5 degrees of flap
slats start to retract. extension or, on aircraft modified by T.O. IF-111-824,
l-49
3-i degrees. lhc retract cycle is the opposite of the main Hap position indicator provides Hap position in
extension cycle. When the handle is moved from the degrees. The slat/auxiliary Hap indication is R window
full FLAP DOWN position to the UP position, the which provides the following indic-arions:
flaps refract first, followed by the slats. It should be
* I~;P-~-.Slats and auxiliary flaps retracted.
noted chat at no rime will the flaps extend unless the
slats are fully extended, nor will rhe slats retract until * SLAT DN-Slats down and auxiliary Ilaps retracted.
the flaps are fully retracted, regardless of the position * BOTH I)N-Slats and auxiliary Ilnps full down.
of the Hap ;and slat handle. When the handle is moued . Crosshatch-power off or slats or auxiliary flaps in
up to any position less thau the 25.degree detent, the mmSif.
auxiliary Ilaps will fully retract. Normal extension or
retra~cion of the Ilaps and slats takes approximately 12
secods. WING SWEEP SYSTEM.
Note lhe variable sw~eep wings are moved to and held in

position by two hydraulic, motor-driven, linear actua-
The handle controls only the auxiliary Haps tars. 1%~ zxxu~tors arc mechanically interconnected
when the flap/slat system selector switch is to ins.liw positive synchronization (figure I-IX). The
in the EMER position. left act!~aror is furnished power by the primary hydrau-
lic sywxn. 14 the right actuator is furnished power
by the utility hydraulic system. In the event of fail-
Flap/Slat System Selector Switch. lure of cilher hydraulic s;~stem, the remaining system,
by utili,iq; the load transfc.r capability of the mechan-
The flap/slat system selector switch (1-i. figure I-25), ical inwrconnecr, will stil provide wing actuation.
located on the left sidewll, has two positions marked l~IO\VCVi : :xctuation under this condition will be at
EMI:R and NORhL When the switch is in rhc NORM
a redu<~wl rare commu~s~~~i te with actuator loading.
position, the flaps and slats arc actuated normally by
Wing position is controlled hy n closed loop mechan-
use of the flap handle. When the switch is in EMER. ical servo system in response to :xt input signal from
the Haps and slats may be extended or retracted electri- the wing sweep hnndlc. lhc m:~ximum mtc at which
cdly hy holding the emergency flap and slat switch to
rhe wings extend or retract is controlled by Aow-lim-
IX1END or KETRACT, as applicable, and the Hap iring devices in the hydraulic lines. Directional re-
drive control valve is closed, disabling the flap drive versal, due to aerodynamic loads, is prevented by the
motor. lk EMliR position is used in the event of nonreversing threads in the actuator. A mechanical
utility hydraulic system failure. inrcrlock prevents the wing sweep handle from being
moved past the 26!,i degree position when either the
Emergency Flap and Slat Switch. flap and slat handle is out of the UP position or the
The emergency Hap and slat switch (15, figure l-251, main Hups are out of the fully retracted position. The
located on the left sidewall, has positions marked wing sweep handle is locked in the 16 degree position
EXTEND and RETRACT and is spring-loaded to the by a solenoid operated latch whenever the auxiliary
center unmarked OFF position. The switch is provided flaps are out of the zero position. Should total electri-
cal power be removed, the solenoid-operated latch
as an emergency method of operating the main flaps
would be inoperative and wing position would lock
and slats in the event of a utility hydraulic system
failure. Operarion of the flaps and slats using this at 16 degrees if the wing sweep control handle were
styitch is identical fo that wheo using the Hap nod slat positioned fully forward. For wing sweep limits with
handle except that elecrric;~l power is used to operate exrcrnal sfores, refer to Section V.
the flap drive motor instead of hydraulic power.
WING SWEEP HANDLE.
Note lhe wing sweep handle (I?, figure l-25) is shaped

like a pistol grip and is spring-loaded to a stowed
limergcncy flap exe nsion or retraction rakes position under the canopy sill on the left side of the
approximately 60 seconds at 180 KIAS. This crew module. Teeth in the top of rhe handle lock
time will wry with airspeed. it to serrations in the handle support when it is
stowed, to prevent inadvertent movement. To adjust
Flap and Slat Position Indicators. wing sweep, the handle must be rotated to the vertical
position to unlock it; then it can he moved forward
lhe flap and slat position indicators are a part of or aft as necessary. The handle is mechanically linked
the wing sweep, flap/slat position indicztor (IO, figure to the wing sweep control valve. The handle is pulled
I-61, Iocated on the left main instrument panel. The aft to sweep the wings aft and pushed forward to
l-50
T.O. lF-11 l(B)A-1 Section I
Wing Sweep and Pylon System

1 wing Sweep Handle.
2. Flap/Slot Handle.
3. Wing SweeQ Confrol Valve
4. Wini Sweep Hi-Lift Controls
5. Hi-Lift Control V&e.
6. Wing Sweep Actotors.
7. Hi-tiff Main Gear Actuator.
.\ ____- -------
,,_-_-- -----,-.
Figure I-18.
sweep the wings forward. As the handle is moved, an FLIGHT CONTROL SYSTEM.
index marker on the wing sweep position indicator fol-
lows the handle position co assist in selecting the de- The primary flight control system provides control
sired wing sweep position. of the aircraft by mo~emenf of the primary control
surfaces. The primary control surfaces conszst of a
rudder. spoilers on each wing and movable horizon-
WING SWEEP HANDLE LOCKOUT CONTROLS.
tal stabilizers. Pitch atritudc of rhe aircraft is con-
7wo bving sweep handle lockout controls (IO, figure trolled by symmetrical deflection of the horizontal
I-25), one lnbeled FIXED STORES and the other stabilizer surfaces. Roll attitude is controlled I~!
labeled WIIAPONS. are locared just above and aft asymmetrical deflection of the horizontal srahilirer
of the wing sweep control hxndle. When either con. surfaces; and when the wing sweep angle is less than
trol is moved forward, the word ON is visible, and a ~i5 degrees, roll control is aided by action of two spoil-
latch extends which prevents aft movement of the us on top of each wing. Yaw control of the aircrafr
wing sweep handle pas the latch. When either control is accomplished by deflection of a rudder surface lo-
is moved aft, the word OFF is visible and the larch re- cated on the trailing edge of the verrical stahilizcr.
tracts. The fixed srores lockout control, when ON, prc- Hydraulic servo acmamrs are used co produce control
vents the wing sweep handle from being moved aft surfwu movemcnf. The conrrol stick at each crew sta-
lxw the 26 degree position. lhis is the sweep angle tion is mechanically and electrically interconnected
ac which the hxed pylons and stores are in n xrcam- with the flight control system. The right stick may
lined configuration. The weapons lockout control re- he removed for various mission requirements. This
stricts aft movemcnf of the wing sweep handle to 5.4 muff he accomplished while the aircraft is on the
degrees. This is the wing sweep angle p;lst which ground. When the right stick has been removed, an
certain weapons on the inboard pivot pylons would elcccrical plug is inserted in place of the stick to main-
strike the fuselage. The wing sweep handle lockout tain electrical continuity. The w.o sets of rudder ped-
controls restrict aft movemenf of the wing sweep als are mechanically linked together. A system of push-
handle only. Forward motion is unrestricted between pull tubes. hell cranks, and pulleys are used fo connecr
72.5 and 26 degrees. the cockpit conrrols wit!, the rudder and horizontal
srahilizer hydraulic acmamrs. The I;nkage connec-
tions we secured with self-retaining bolts, which use
WING SWEEP HANDLE 26 DEGREE FORWARD self-locking cofter keyed nuts. Loss of the cofter kq
GATE. and self-locking nut will not cause separation of the
connection. The stability augmentation system en,-
A wing sweep handle 26 degree forward gate (11, fig- ploys redundant sensors, electronic circuitry and elec-
ure l-251, located above the wing sweep handle, is tro-hydraolic dampers. The three damper acmafors,
provided fo stop forward motion of the wing sweep the horizontal stabilizer acfwafors, ;and the rudder ac-
handle af 26 degrees. The gare is thumb-acruated and
tua~or are supplied by both primary and utility hydrau-
is spring-loaded IO the latched position. Depressing the lic systems and can operate on either system should one
gare will rarac~ a latch, allowing the wing sweep
sysrem fail. The pitch and roll damper response (gain)
handle co be moved forward pasf the 26 degree posi-
is varied hy a self-adaptive system as flight conditions
tion. change. Command augmentation, through the Pitch
and roll dampers, augments the pilot inputs to pro-
WING SWEEP POSITION INDICATOR. vide a near consfanf relationship between control force
and aircraft response throughout the operational en-
The wing sweep position indicator (IO, figure l-6) is a velope. Automatic failure detection and rejection. ns
part of the wing sweep, flap/slat position indicator well as self-test features, are provided in the pitch, roll,
located on the left main instrument panel. The indi- and yaw stability augmentation systems. Should elec-
cator displays the wing position in degrees and is grad- trical power be absent from one or more of the redun-
uated in 2 degree increments from 16 ro 72 degrees, An dant computers, the applicable channel caution lamp
index mark ac 26 degrees provides a reference for se- will light. Power to all compuwrs is controlled from
lecting this position. Selected wing sweep angle is the three computer power switches Iocarcd oo the
indicated by a reference index marker on the outside ground check panel. The pitch and roll damper 5)s.
of the scale. The actual angle of wing sweep is moni- WIIIS ~cept inputs from the CADC and the navigation
tored by a transmitter which mechanically follows the system fo provide Pitch and roll autopilot modes. The
change in wing position and converts this information flight control sysrem functions in conjunction with the
to an electrical signal which drives the wing sweep terrain following radar (IFR) through the pitch
indicator pointer. The indicator receives power from damper to maintain the aircraft at a preselected alri-
the 28 vdc essential bus. rude above the terrain.
l-52
PITCH CHANNEL. With both trim actuators at zeta and the pitch damper
at zero and OFF, total stick travel from neutral to full
Mechanical linkage. aft is approximately 6% inches, and from neutraj to
full forward is approximately 4 inches. The force te-
Manual control of the aircraft in pitch is achieved by quired to move the stick from neutral to full aft ranges
fore and aft movement of the control stick. This move- from the initial breakout force of 1.7 pounds to 65
ment is transmitted along the pitch channel push-pull pounds. The force requited to move the stick from
tubes and hellcranks to the left and right horizontal neutral to full forward ranges from 1.7 pounds to 55
stabilizer actuator control valves. These control valves pounds. When takeoff trim is set, the parallel trim ac-
control the flow of hydraulic fluid to the actuatots, tuator drives to a zero degree surface command, and
thus causing the horizontal stabilizers to move sym- the series trim actuator will drive to position both hor-
metrically. Figure l-19 is a simplified schematic of the izontal stabilizers to 3.8 degrees trailing edge up. With
mechanical flight control linkage. Control stick cen- the pitch damper on, control stick displacement or
tering and feel forces are provided by the pitch feel parallel trim actuator displacement will cause the pitch
spring. damper to displace in response to signals from the
pitch stick transducer. (Refer to Pitch Command Aug-
Parallel Trim Actuator. mentation, this section.)
The parallel trim actuator will cause displacement of
Power Supply.
the horizontal stabilizers and will also cause displace-
ment of the control stick unless the stick is manually Power to the pitch damper servo, series trim actuator,
restrained. parallel trim actuator, and stick transducer is coo-
trolled from the three computer power switches on the
Series Trim Actuator. ground check panel. When these switches ate turned
The series trim actuator output is added downstream OFF, the pitch damper actuator is hydraulically driven
of the pitch feel spring. Displacement of this actuator to its zero position and the series and parallel trim
will cause the horizontal stabilizers to displace, but it actuators will stop. If hydraulic pressure is not avail-
will not normally cause displacement of the control able, the position of the pitch damper servo is indeter-
stick, Likewise, displacement of the pitch damper servo minate.
will cause the horizontal stabilizers to displace but will
not normally cause displacement of the control stick. Pitch/Roll Mixing.
Combined pitch and roll movements of the control

Control Stick Movement.
stick are transmitted by the linkage of their respective
Control stick displacement can occur due to series trim channel to the pitch/roll mixer assembly. In this as-
actuator ot pitch damper displacements if, for some sembly the pitch/roll commands are summed mechan-
reason, their action can not cause displacement of the ically and converted into left and tight horizontal
pitch command output rod shown in figure l-19. (Re- stabilizer actuator command signals. (See figure l-19.)
fer to Stick Talk Back,, this section.) Control stick
stops are provided in the crew module to limit the Mixer Outputs.
available stick motion.
The output of the pitch roll mixer is transmitted by
Pitch Command limits. two push-pull tubes. The left push-pull tube causes
displacement of the control valve located on the left
Pitch commands to the pitch/toll mixer are limited by horizontal stabilizer actuator. When the control valve
the pitch mixer stops. The following table summarizes is displaced from neutral, hydraulic fluid is potted to
these stop limits and the limits of the other compo- the left-hand horizontal stabilizer actuator, which re-
nents just described. In all cases, the values listed are sults in horizontal stabilizer displacement. The tight
in degrees of horizontal stabilizer deflection assuming push-pull tube moves the control valve on the right
all the other inputs ate zero. horizontal stabilizer actuntor in a similar fashion. De-
flection of the left and tight horizontal stabilizers is
iNOSE UP NOSE DOWN limited by the horizontal stabilizer actuator ram stroke.
INPUT LIMIT LIMIT The nominal nose up limit is 30 degrees and the nose
down limit is Ii degrees.
Control stick stop 22 degrees 14 dmegrees
Pitch mixer stop 25 degrees 15 degrees Pitch Trim System.
Parallel trim
8 degrees Pitch trim can be effected from one of three inputs.
LKfC3tt 10 degrees
lhese inputs are patallel pitch trim, series pitch trim,
Series trim actuator IO degrees 4 degrees and auxiliary pitch trim through the pitch damper
Pitch damper servo 13 degrees 13 degrees setvo. Parallel pitch trim allows the pilot to change
l-53
7
: Pitch and Roll Mechanical Schematic
II STICK OEFLECTION
LEFT AND RIGHT
POSITION FEEDBACK a
TRIM ACTUATOR /
PITCH FEEL SPRING

LEFT HORIZONTAL
NOSE
UP
PITCH CAMPER SERVO
LEFT LIMITS 30"Tt"

- NOSEUP HORIZONTAL ITYPJ IYTED
STABILIZER
ACTUATOR J
STICK
STOPS PITCH STICK
TRANSDUCER
i.0. If-1 111E\A-1 Section I
the stick neutral point and is the prime trim mode in series pitch trim will act to maintain the aircrafts
the takeoff and landing configuration. Also it may be normal acceleration at B value proportional tc~ stick
used as $1 supplemental trim when the flight control position. This is accomplished hy the series trim driv
system is in normal. Serie!; pitch trim is Provided to ing in response to a pitch damper position signal.
carry the elevator required for trim and serves to mini- When the pitch damper is at zero the series trim will
mize steady state errors during autopilot modes and stop driving. This is called the null mode of operation.
auto TF opetation. An auxiliary pitch trim :+)-stem, The null mode will be in effect unless the pitch damper
ut~ilizing the series trim actuator and pitrh computer. is turned off or takeoff and land configuration is es&.
is provided as a backup trim system and to be used if lished. If the pitch damper is turned off, series trim
a trim failure occurs. The operation of each trim inptlt will lock at its present position, and it can then be
is determined by (a) the auxiliary trim switch position, driven from the control stick trim button(s). Tlw au.
(b) the pitch dxmper switch position, and (~1 the con- thority of the series pitch trim actuator is 10 degrees
trol systew configuration as determined by the slat trailing edge up and 4 degrees trailing edge down. Lhe
pvition and the control vstem switch. Figure I-20 actuator is rate limited at 1.4 degrees per second. Dis.
summarizes the trim system as a function of these placrament of the control stick by force or by trim
variables. will command an increase or decrease in normal ac-
celeration through the command augmentation fea-
Parallel Pitch Trim. Parallel pitch trim is the prime ture. Changes in the elevator requited to hold the air-
trim male in the takeoff a:nd landing configuration. It craft in the one g flight condition while the stick
may also be used as supplemenr:tl trim when tlw flight is at neutral are provided by the pitch series trim. The
control system is in normal. During normal oprration, pitch series trim is driven from the pitch damper pasi-
parallel &im will be at neutral for one g flight. The tion transducer. If the pitch damper inputs are zero,
parallel pitch trim actuator is driven firm the control i.e., no pitch rate and one g normal acceleratiotr,
stick(s) trim hutton only if the Pitch damper switch and the stick is at neutral, then the Pitch damper will
is in DAMPEK and the auxiliary pitch trim switch is be at zero, and the series trim actuator will stop. If the
in STICK. The parallel pitch trim actuator c:m ;&a elevator requireJ to hold the aircraft at this corldition
be commanded tti drive hy one of the following means: varies due to power or wing sweep changes, then the
damper will displace to oppose aircraft rotation. lhis
* By depressing rhc takeon trim button which centers
will ~ttuse the series trim to drive until the damper
the parallel trim actuetors at the takeoff position
inputs again hecome zero. Thus the series trim system
: ziro degrees).
provides the steady state elevator required to m;lint:xin
* By turning the pitch damper switch to OFF which the aircraft in :rim. Because of this action, tbc stici
(inters and locks parallel trim at takeoff position will be at the same position for one g: flight regaui.
(zero degrees). ICSS of ~1~4, unless the control system is in the I.(:I.
& LANJ) configuration.
* By moving the auxiliary pitch trim switch our of the
STICK position which centers and locks parallel trim
at takeoff position (zero degrees,. Note
* By placing the pitch autopilot/damper switch to During ground operation, series trim is not
AIJTOPIJ.OT or placin~g the auto TF switch to
able to null the damper since there is no air-
AI [I0 IT, which centers and locks parallel trim at
takeoff position (zero degrees). craft response. This will result in trim drift
either nose up or nose down while the slats
The parallel trim actnato~, when trimmed. will cause
are retracted and the control system switch is
the wntro! stick, pitch damper, and horizontal stabi-
in NORMAL.
Jwers to Asplarc. ?be contrs,jl stick will he centered
and the lltil, trim foocrion c>f the stick trim buttt~la
is disabled when pitch autopilot is selected, auto ?I: Auxiliary Pitch Trim. The auxiliary pitch trim sys-
is selected, and during TER fail safe Ryup tn~neuven. tem is armed when the auxiliary Pitch trim switch is
plawd to the cvutcr iOFF) position. W!:cn i~he switch
is placerl to rbe NOSE LJ or NOSE DOWN l>sitiw1,
pitch trim is pnwided by one or bath of the following:
(I) Positioning an auxiliary pitch ttim integrntor in
the feel and trim :issemhly, which sends commsnd
signals to the pirch dam~et.
(2) By dirruxly driving the pitch series trim actuator.
Ilx net e!fect is a <h,jnge to the aircraft pitch triin.
Figurr l-20 defines wbcrbrr (1 j (L), or both is used as
a futwtion 9f the lli,Ehi irintrol sj3telos configuration.
1-55
Section I T.O. 1 F-l 11 (WA-1
Dercrpition B Operation
f lighf Confrol System Configuration vs Pitch Trim Operation

PITCH TRIM DURING MANIJAL CONTROL MODES
j I:I.?G?I? CONTROL S>STEnl CO~\I~I~~I~~K~I~I~~~I~ )
I. Stick trim drives parallel pirch trim.

STICK DAMPER Ch
2. Series trinl acfuatur in damper null mode.
STICK DAMPER Takeoff & Land
1. Padlcl pitch trim actuator centers and locks

STICK OFF Clean or Iake-
off & Land
series pitch trim actuator.
!
I / I. P;lrallel pitch trim actuator crnrers and locks at
j OFF OFF Clean or Iake- zero.
! off & L;rnd 2. Series trim xmamr may bc driven from the stick
/ trim switch or the auxiliary pitch rrirn switch.
I. Parallel pitch trim acwaror centers and locks at

7ClO.
DAMPER Clean ) krles pitch trim acmamr in damper null mode.
I -. L1
3. Auxiliary pitch trim switch drives damper.
I I
I Xr.
OFF DAMPER j Takeoff 8s Land
/ 2. Auxiliary pitch trim switch drives damper and
,
also drives the series pitch trim actuators.
*Flight Configuration:
Clean: Flight control system switch-NORM and slats op
T.O. & L: (1)Flight control system switch-NORM and stats-down or
(2) Flight control system switch-T.O. & LAND
PITCH TRIM DURING AUTOMATIC CONTROL MODES
hfODE PITCH TRIM OPERATION

1
1. Stick trim deactivatud and parallel pitch trim acfuatnr cenrers.
A1:TO 1F 2. Auxiliary Pitch trim switch lust not be used in this mode.
3. Series pitch trim actuator is driven hy Auto TF climb/dive error.
1. Stick trim deartiwted arid pnrallel pitch trim acfuamr centers.

PITCH AUTOPILOT
2. Auxiliary pitch trim switch must not he used in these modes.
MODES
3. Series pitch trim is driven by pitch autopilot error signal.
Figure l-20.
1.56
1.0. IF-lll(B)A-l Section I
As airspeed increases, less deflection is requited and

1 WARNING 1 the system works the damper to result in less deflection
for the same stick mowment. Under steady state coo-
ditions, the series trim is driven by the out-of-neutral
damper signal. This has two simultaneous effects: the
improper operation will result if the auxil- series trim action provides the final input to achieve
iary pitch trim switch is operated during the commanded response and also nulls the damper,
auto TF ot pitch autopilot modes. allowing full authority to be restored. Basically the
command augmentation system changes the elevator
deflection so that the airplane response to stick inputs
The authority of the auxiliary pitch trim integrator is the same tegardless of airspeed ot altitude.
command to the pitch computer will he a function of
the pitch computer gain.
Stability Augmentation. [,,.,.,I
Pitch stability augmentation is provided through the

redundant pitch damper system to provide aircraft The commaod augmentation feature of the
damping and to improve the handling characteristics flight control system will attempt to maintain
of the aircraft. (Refer to Pitch Channel Redundancy, the stick-command level of pitch rate, g
this section.) Figure 1-21 shows the basic mechanical force, and roll rate independent of airspeed
system and the pitch damper system. She pitch com- variations. For instance, during flight con-
puter provides damping signals to the pitch damper
ditions where airspeed is decreasing, the
servo in response to normal acceleration and pitch rate
feed back signals from the accelerometers and gyros. horizontal stabilizer will be commanded to in-
The stick position transducer signals ate zero when the crease angle-of-attack, without additional pi-
control stick is at neutral, thus providing a zero com- lot input, in XI attempt to maintain the com-
mand signal to the pitch ~computet. Series trim will manded level of pitch rate, roll rate, and g
provide the steady state elevator to maintain the air- force. Failure to monitor and control angle-
craft in trim; the normal a~:celerometer and pitch rate of-attack within limits can result in inadver-
gyro signals will provide damping, and the aircraft tent rapid departure from controlled flight.
will be in one g flight.
Automatic Pitch Control.

Command Augmentation.
The pitch computer can also accept inputs from either
The effectiveness of any control surface varieli with the autopilot pitch suhmodes ot the TFR computer
the flight conditions. At low speed and high altitude to ptovide automatic pitch control through the pitch
several degrees of elevator are required to command a damper. Refer to figure l-21. interlocks are provided
one g m~meuvet while at high speed and low alti- to prevent incompatible mode selection. Refer to Au-
tude it may take less than a degree. With the pitch topilot sod TFR this Section.
damper off, stick force and surface movement are di-
rectly related to stick motion; thus heavy stick forces Pitch Gain Control.
will be required at low spexd and light forces will be
required during high speed, low altitude flight, With The gain of the command signal sent to the pitch
the pitch damper on, the stability augmentation fea- damper servo is automatically varied as flight condi-
ture, sensing pitch rate aml normal acceleration. may tions change. This is accomplished by continuously
oppose the initial aircmft response. However, when monitoring the pitch rate gyto and normal accelera~
the stick is moved to command gs the stick. input tion signals to determine if the gain should be either
to the elevator is augmenl~ed by the pitch dampet so increased ot decreased. Since the system modifies its
that for practically any flight condition (high speed gain as a function of its own performance, it is called
or low speed, at all altitudes) g response will be a self-adaptive ,gain system. In general the required
about the same for a given stick force. ache command gain varies inversely with dynamic pressure. Elev;~tor
augmentation feature accomplishes this hy adding ele. effectiveness is affected by many variables such as macb
vatot, if it is needed, to get the aircraft started on its number, altitude, wing sweep angle, gross weight,
pitch change, then as it approaches the commanded center-of-gravity, and ertetnal states. The damper cot>-
6s. the damper and series trim will move the eleva- trihutions in response to command augmentation in-
tot so that aircraft response zeros out on the com- puts ate a funcrioo of gain, therefore, a gain increase
manded g. At low airspeed where control effective- will mmpcnsatr for reduced elevator effectiveness by
ness is low, the damper will work to give the higher giricg more elevator for the same command, thereby
elevator deflection needed to teach commanded gs. holding the aircraft response and damping nearly con-
l-57
- _...,~_,-..... --.,
Pitch Channel Electrical Schematic
PITCH
ROLL
MIXER
RIGHT HDRl2ONTAt
STABILIZER
Y
PARALLEL PITCH
TRIM ACTUATC-
-
1.0. 1 F-l 11 (WA-1 Section I
stant. If the available gain is LOO low, the aircraft re- vated when the probe angle-of-attack, in degrees,
sponse will appear sluggish to stick commands. If the (independent of the CADC) plus the pitch rate, in
gain becomes too high, a small amplitude pitch oscil- degrees per second. total I8 (1). Since the angle-
lation may exist for a few cycles until the gain control of-attack presented on the A.MI is compensated as
circuit, which senses this oscillatory condition, reduces a function of math number, the AM1 reading for
the gain to the proper value. The frequency of I:his os- stall warning activation will vary as math number
cillation (the adaptive frequency) will be between I.,< changes. The AMI reading at which stall warning
to 3.1) cycles per second; the gain changer is designed will occur for zero pitch rate is as follows:
to either increase or decrease the gain for this range of
Less than mxh 0.30 18 ( 1.6) degrees
input frequencies depending on their amplitude and
persistence. Also, the gain changer will increase the Greater than math 0.45 hut
Fain for inputs less than l.i cps. Rapidly changing less than math 1.25 19.7 c-tl.6) degrees
Hight conditions can result in the computed gain lag- Greater than math 1.10 18.8 ( -i-1.6) degrees
ging the optimum gain for a short period. Aircraft
motion due to turbulence or aircraft vibration, such In addition to the ahove conditions, when the flight
as experienced with speed brake operation, will cause control disconnect switch is in the OVRD position
the adaptive gains to decrease. When the pitch damper and the true wing angle-of-attack is greater than Ii
switch is turned OFF, the pitch gain is driven; to its degrees the stall warning lamp and audible signal will
minimum of I2 percent. and the pitch damper servo occur regardless of the wing sweep position, however
centers. If the gain hecomes high enough dw to a the pedal shaker will he inoperative. The stall warn-
malfunction to cause the adaptive frequency ro per- ing lamp (22. hgure I-6) is a flashing red lamp located
sist, the gxin can he reset to its minimum value bv on the left main instrument panel. When lighted the
monwntarily cycling the pitch damper switch OFi word S?ALL appears on the face of the lamp. Lamp
:md then back to the I)AMII<K position. This should intensity is controlled hy the malfunction and indi-
stop the oscillation. cator lamp dimming switch when the Right instrw
fnent lighting control knob is on. The audible stall
warning signal is a continuous tone applied to the
Nate headsets of both crew mrmhers. The stall warning
aodihle signal m;iy he silenced by depress!ng the land-
When the damper switch is positioned to the
ing gear lhorn silencer button. Silencing of either the
DAMIEK position, the gains may require up
landing gear warning horn or the stall warning signal
to 2 minutes to increase III the optimum value.
will not prevent subsequent audible tone uurning
During this time the aircraft rqxmse and
from the other circuit. Operation of the horn silencer
damping may he noticeably reduced. Conse-
will wx deactivate the stall warning lamp or the
quently if the damper switch is cycled during
rudder p&l shaker. Lhr system may be grom,d
TFR operation, aircraft response may be de-
checked through t~se of the malfunction and indicator
graded up to one minute after the sw:trh is
returned to thr damper fmsition. lamp test hutton.
On aircraft not modified by T.O. IF-Ill-891 the
system is automatically armed by the landing gear
Pitch Gain Lock.
squat switch when the aircraft becomes airborne. The
When the flight control system is in the takw>ff and syskm \vill warn the pilot by shaking the rudder
1~1d configuration. the pitch gain is locked. p&ls when the angle-of-attack (in degrees) plus pitch
rate (in degrees per second) total the wlucs listed
Artificial Stall Warning System. below. For zero pitch rate the pedal shaker will come
on at the following angle-of-attack values for the air-
On aircraft modified by T.O. IF-II l-891, the artificial speeds listed as read on the AIMI:
stall warning system consists of a rudder pedal shaker,
.sPl3II~~*
a stall warning lamp, and an altdihle stall warning
signal. lhe system is automatically armed by the land- - lass than mnch 0.30
ing gear squat switch whsen the aircraft becomes air- * Greater than math (I.,15
borne. The pedal shaker, lamp, and audible signal all but less than math I.25
ocar simultaneously when either of the following * Greater than rmach I :i.i 18.8 1~ 1.6 degrees
conditions exists:
*Use linear interpolation for speed regions not shown.
I. When the wings are swept forward of 51) ( 1~2)
degrees and the true wing angle-of-attack exceeds
Pitch Channel Automatic Switching.
14 (~tO.25, -~-0.75) degrees.
2. When the wings are swept aft of 50 (t2) degrees Certain changes occur within the pitch channel in the
and the true wing angle-of-attack is greatmer than flight control system during the takeoff and handing
14 degrees, the stall warning system will Ibe acti- phase. Automatic switching is accomplished by the
l-59
---1
siat position and rhe weighr on gear signals. The fol- araw sources to three identical pitch cornpurer boards.
lowing describes the configuration for four different Each hoard separately compures a pitch gain and a
conditions: pitch command signal. The three separately computed
command signals are inputs ro signal selectors 1, 2, and
1. Taxi-Weight on gear, slxs ~OM.LI, pitch damper 3. Each signal selector rejects the highest signal and
switch-DAMPliK.
the Inwesr signal. The output of each selecror is the
a. Series rrim is locked nr ifs exisring pmirion but remaining signal, or the middle value signal. E:ach
may lx set to 3.8 degrees trailing edge up by board has a signal comparator circuit. which compares
the takeoff rrim burror~. that boards inPut signal with the selecrors ontpur
h. Parallel trim can he driren from the stick trim signal. Should these signals he significanrly differenr,
button(s) if auxiliary pitch rrim swixh is in the pitch channel caution laml~ will light. For an in-
STICK. When the stick trim hxtton is di:pressed itial failure, which causes a pitch channel caution lamp
NOSE IJP, the parallel trim acruafor will drive to light, the operation of the pitch damper system will
the horizontal stabilizers, the control htick, rhc be un:&ccted. Iiowever, x sahscquent failure of another
stick transducer, and the pitch damper in :he branch could resuh in (a) no change in operation, (h)
nose up direction. The opposite wili occur for zero pitch damper comm;mds, or (c) a hard wcr pit&
nose down trim. damPcr lhe operation depends on the nature of the
c. Pitch Gains are locked. i&r. :ind *ubseqacn~ f;~iiure(si. If the first failure re-
SL,Z! in :i :I<!:<: ci,inioand from the affected boar,i,
d. The stall warning device is not armed.
nornxi opcr.~~iix~ an be conrinurd and the pilch
c. Normal accelerometer signels are locked auf. ch;mnel caution lamp cxn be reef. if Ihe lamp cilnior
2. Lift off,-~Slals down, weight off gear, pirch damp be rcxr, this nwans thar ~hc firs: failure is a hard over
er switch -- DAMPER, auxiliary trim switch ~_ fniluru. and .I taoni 1 faihne ;I; ;he silme diiccrioi; Mi!l
STICK. Takeoff trim sef prior ro takeoff. ccause a hard over d;im;wr. IY,~ this reason, it i> rccwn
a. Series trim is lucked :xf 3.8 degrees trailing edge mended rhar flight wnditiotli !,c clxmged to observe
UP. the d;lrper off e\&>j~~~ X!ld !!Wi L-n thr pitch damp-
1~. Parallel trim can be driven from the control er OFF. When the Pitch &unlxr 8s rurnrd CiFt, ihc.
stick trim button(s) ru trim the aircraft as re- pirch damper caution I;rmp will li+r.
quired.
c. The stall warning device is armed. Signed Selection.
d. Normal :~ccelerometer signals are locked our. The o~flwf of each signal selector will !;I :ne -.:I:::
3. Cruise-Slats retracrcd, gear up, pitch dl;~mPer for a single malfunction. Downstream of tjl:: sir;~~;
switch -- ~DAMIIIR~. selectors are three servo amplifiers, each of which ;e
a. Series trim actuator is in the null mode. ceiws irs signal selectors uutpur and in-turn sends .~
h, Pitch gain is in its xlaptive mode and automati- wtnmand si,gnal co its separaw servo valve within riw
cally increases or decreases rhe gain of the pitch Pitch damper servo. When the pitch damper switch is
d;!lpt!r commaml sigrlrl as lli,gh! c<il!diri<,ns turned OFF, rhe amplifier currents co the damper rer.,~ p
change. go to XT<, ;md the damper is hydraulic;dly cenr,. w,i.
c. Iardlel trim shwld he used fo trim the air-
craft IO 1 g flight. The stick will hc at mu- Damper Hydraulic logic.
tral when this is accomplished.
The pitch damper has two active valves and onr model
d. The stall warning device is armed. val\e. The average of the command signals from the
e. Normal accelerometer signals are active. two active valves hydraulically control the movement
4. Slat Ilxtension Prior fu L:mding of rhc damper output rod. A third servo valve controls
a. Series trim ;~tunwr !,vks at it5 existing posi- a model servo and dws not control the damper rod
tion. wrput. The position of the damper outpur rod and the
b. Parallel trim can be used to reestablish trimmed position of the model servo are compared co dcwct
Righr. malfunctions. Should a malhmccion exist, the damper
output rod position will nw agree with the model
c. She stall warning device is armed. SCXYO position and the pitch damPa caution lamp wi:l
d. Normal accelerometer signals are locked auf. light. Hydraulic logic within the pitch damper servo
will idenrifv the discrepant servo valve command. If
Pitch Channel and Pitch Damper Redundancy. the fxilure 1s due ro one of the two active valves con-
trolling the damper omput rod, a vote will occur and
All stability augmentation signals enrer the pitch com- the discrepant valve is hydraulically shut off. Control
putty where rhey are converted into three command of the outpur rod is then dependent upon the command
sigrrxis. Cwnpurer inputs are supplied from three sep- from the remaining active servo valve. A transient will
T.O. 1 F-l .~ .~
11 IB)A-1 Section I
be felt in the aircraft when this vote occurs. The dis- mately eight additional pounds must be exerted on the
crepant valve can be placed into operation by depress- control stick before additional travel can be achieved.
ing the damJEer reset button. Should the valve still The high gradient feel spring breakout creates this
have a discrepant output commend, another vote will force detent and provides the stick force gradient until
occur and the valve will again be shut off. Should the maximum stick deflection is achieved. Maximum stick
discrepant valve be the model valve, the pitch damper deflection commands 8 degrees of roll disJ~Jacemenr
caution lamp will light, but the pitch damper rod will through the pitch/roll mixer to each of the horizontal
not be affected, and a transient will not be felt. stabilizers. With the roll damper off the available stick
deflection is limited by stick stops located within the
Hydraulic Servos. cockpit to ! ~8 degrees of mechanical command. Fig-
ure l-22 shows the gearing, and approximate stick
The two
active servo valves which control the damper force provided by the roll feel ;assembly. Stick break-
OUtJmt rod are supJ,lied from separate hydraulic sys- out force is approximately 1.2 pounds. A 15.pound
rems. In the event of a single hydraulic system failure, force is requiretl to reach the detent; 31 pounds will
the valve controlled by the failed hydraulic system give maximum stick deflection. The roll damper servo
will be hydraulically shut off, and the pitch damper also provides roll control inputs to the pitch roll mixer.
caution lamp will light. Normal damper operation will The roll damper is a redundant electrohydraulic servo
continue by using the remaining active servo valve actuator with an authority of :I 6 degrees. The roll
and hydraulic system. In this case the damper rcsct damper servo is used to provide roll trim, stability
harton h;is no eff~t unles\ hydraulic pressure returns ;ugment;ttion, and command augmentation to the hori-
1 normal. ztmtal stabilizers. The roll damper servo is identical
to the pitch and yaw damper servos.
Pitch Gain Changer Redundancy.
Within the pitch computer, three separate circuits Power Supply.

compuf~ the required gain. lhese three outputs are
The electrical power to the roll damper system is pro-
processed through their gain selectors in the same
vided through the three computer power switches lo-
muxnur described ahove f,or the signal selectors. The
cated on the ground check panel. Electrical power to
output oi the gain selectors is the middle value gain.
the spoiler system is provided through the computer
The gain of each damper command signal is x,aried ac-
Jxxver switches, numbers 1 and Z!. When these switches
uxding to that COmJ~u~ed by the middle vaJne gain
xre OFF, spoiler operation for roll control is not avail-
conrrol c:rcuit. Should a discrepancy exist between the
able. When the roll damper is off, the roll damper servo
three se~'imm! gain calculations, a pitch gain changer
actuator is hydraulically driven to its neutral position.
caution lamp will light, indicating failure of one of
When hydraulic pressure is not available, the position
the fliree circuits. 01 xration will be unaffected until
of the roll damper servo is indeterminate. A stick
:B second failure OCCURS. If the gain changer light can
position transducer. located in the roll feel aysernbly
I:OL he reset, x second failure could cause: the toral gain
sends nonlinear command signals to the roll dampt:r
to ,go tc rnirmimum, maximum, or be unaffected. For
and to the spoiler actuators.
:dli!i rcilson, .i dei-ruasc in airspeel! is recommended.
ROLL CHANNEL. Spoiler Operation.
When the wings are forward of 45 degrees, roll con-

Mechanical Linkage.
trol is aided by action of two spoilers on the top of
I.;ltcral movcmettt of the control stick is transmitted to each wing. Each spoiler surface is actuated by a hy-
;+e pitch roll mixer assembly by a system of push-pull draulic servo actuator. The outboard pair of spoi!cr
tin !. xnd hellcranks. The pitch roll mixer adds the roll actuators has extension pressure supplied by the utility
u~~~::~~~nds to the pitch commands and sends r;ummed hydraulic system and has lock down pressure supp!ied
con~mands to the left sod right horizontal stabilizer by the primary hydraulic system. The inboard piir of
CO~LI-01 wives and actwitors. Figure 1-22 shows a spoiler actuators receives extension pressure from the
simplified mechanical schematic of the roll channel primary hydraulic system and lock down pressure
linkage ;md dnmper system, Stick cenwring and stick fZ&the utility hydraulic system. Lateral tnovement
lee1 forces are provided by the roll feel assembly. In of the control stick causes the stick position transduc-
rhis ;~rsembly, t\,o feel springs are provided, When ers to gencrate electrical command signals which are
~:om~~r~ssed, the low gradient feel spring provides non- sent through the feel and trim and the wing sweep
linear stick forces until its limit is reached at (one-half sensor assembly TV the spoiler actuatots. There is no
slick travel. One-half stick displacement commands a mechanical linkings htween the stick and the spoiler.
?-degrw roll displacemenr through the pitch/roll Both commdndc> spoilers extend to a maximum of 45
~nixcr to each of the h<.rizonral stahilizcrs with a stick degrws at I!>,: ..Cck force detent. The spoiler extension
IIXU: dctcnt being enco;nntcrcd ;I! rhi? point. ApJ>roxi-
1-61
Roll Channel Electrical Schematic
STICK INPUTS ROLL DAMPER SERVO
i R'GHT 'lNG DoWN'RWD' y*qRWG I

RIGHT HORIZONTAI
2 STABILIZER
_-- ACTUATOR RIGHT HORIZONTAt
I -~----_~
ROLL FEEL ASSEMBLY
I -1 I-
-
a 1 ROLL
MIXER
, ITOPS
o* 1 sTp
a PITCH
ROLL
ROLL MIXER TEU
STICK
STOPS
rG* GY
/I
51.2
5 II FULL
l/2
STICK GEFLECTION
PITCH
LEFT HORIZONTAL
STABILIZER
ACTUATOR
T.O. 1 F-l 1 l(B)A-1 section I
i
Spoiler lockout. several degrees of differential horizontal stabdlzet may
be required to achieve a given roll rate; while at high
When the wing sweep angle is at /t5 degrees, the elec- speed and low altitude, it may take less than a de-
trical commands to the inboard spoiler actuators are gree. Also, the roll rate may be significantly increased
switched out by the wing sweep sensor, causing the when spoilers are operable. With the roll damper off.
inboard spoilers to retract and lock down. At 17 de- horizontal stabilizer displacement is proportional to
grees wing sweep, primary hydraulic pressure is re- stick displacement. With the toll damper on, the sta-
moved from all spoiler actuators, and the electrical bility augmentation input causes roll damper commands
command signal to the outboard spoilers is switched to oppose aircraft roll rate. However, when the control
ooc by the wing sweep sensor, causing them to ~retract stick is displaced, the roll damper alsu receives an in-
and lock down. When the wing sweep reaches 49 de- put command signal from the stick position transducer
grees, the utility hydraulic pressure is removed from through a lag circuit. This signal represents the com-
;a11 spoiler *cfu*fots. manded aircraft response and reduces the roll damper
opposition to pilot initiated maneuvers and augments
Spoiler Monitor. the pilots stick input. The steady state toll damper
displacement will be proportional to the difference be
When the wings are forward of 15 degrees, the r;poiler
tween the commanded response and the actual aircraft
monitor will lock the inboard pair or the outboard
spoiler pair down should both left and right wing response and is directly proportional tn the roll adap-
spoilers extend above 15 degrees due to a malfunction. tive gain. The horizontal stabilizer surface displace-
ment due to control stick inputs will then vary with
if a spoiler inadvertently e&ends without being com-
flight conditions so that variations in the resulting air-
m;mded and the aircraft starts a roll, the pilot would
apply an opposite stick command to maintain wings craft response will be minimized.
level. lixrension of spoilers on the opposite wing will
cause the monitor, through a voting process, to ~:ut off Roll Commands.
hydraulic pressure to the malfunctioning spoiler and
its mare. This action will retract and lock the pair The control stick transducer output reaches the maxi-
of spoilers in the down position and cause the zipoiler mum at the stick force detent ;and represents a roll
caution lamp to light and result in reduced roll power. rate command of 160 degrees per second. The roll
The spoiler monitor nxay he reset by depressing a damper authority is ~!~~6 degrees of differential hoti.
spoiler reset button. This ,will cause the spoiler cau- zontld stabilizer deflection, i.e., for a left roll the left.
tion lamp to go out and will restore hydraulic: pres- surface displaces 6 degrees up and the right surface
sure to the pair of spoilers that is locked down. If the displaces 6 degrees down; the opposite oaurs for a
malfunction still exists, thee faulty spoiler will again right roll. I~he actual damper deflection will depend
extend and the previous sequence of events will be on the comnxmdcd roll rate, the actual roll rate, and
repented. One attempt to reset a faulty spoiler is suf- the roll adaptive gain, Refer to Roll Gain Control, this
ficient. In the event a spoiler extends because of a fail- Section. If the srick deflection exceeds the detent, the
nrc while roll autopilot is engaged, the wings must be total rommand (mechanical plus damper) may exceed
held level by the pilot due to the limited roll aut:hority the roll command limit. If this occurs, the excess roll
of the autopilot. Koll autopilot does not move the con- command from the damper will cause stick talkback
trol stick, ;md the pilots control stick corrective mo- which mny appear as pitch or lroll stick movements.
t&m will be required tu operate the monitor. When the
pilot moves the control stick to hold wings lewl, the
Damper Off Operation.
Imonitor will vote and the failed spoiler will be locked
down as previously described. When the roll damper is OFF, full stick deflection
requires a force of 31 pounds, This will command the
Stability Augmentation. maximum of ~1~8 degrees of differential horizontal sta..
bilizer deflection. When the roll damper is turned nff.
Roll stability xtgmentation is provided by redundant
horizontal stabilizer control reverts to the direct rue,.
roll mte gyros and electronic computetr used in con-
chanicnl linkage command to the horizontal stabilize!
junction with a redundant elecrrohydraulic roll demp-
xcfuators.
er servo to provide xircrafr roll dnmping signals. (See
figure l-22.) The roll damper servo also responds to
stick command signals from a nonlinear stick position Roll Trim.
trxnsdu~-er In-ared in the <control linkage. This same
transducer supplies separate electrical commands to Roll trim is accomplished through the roll damper
the inboard and outhoard spoiler actuators. Y~YO. Roll trim command signals operate roll trim
relays in the feel and trim assembly. These relays
Command Augmentation. supply 26 volts ac to the roll trim integrator which is
a motor driving an electrical transducer. This electrical
The effectiveness of any control surface varier with transducer supplies a roll rate command signal to the
the flight conditions. At low speed and high altitude roll computer which causes the roll damper servo to
l-63
.__ .-- ---~...- -._-- .,-.. --

Section I 1.0. lF-I 1 l(B)A-1
position the horizontal srahilizer. Since the output of servo are redundant to the same extent as described
the roll damper servo is in series with the roll channel under Pitch Channel Redundancy, this Section. An
linkage, rhe control stick does not move as trim is electronic malfunction causes either the roll channel
ap#ed. Roll trim is controlled by trim huttons located or roll gain changer caution lamps to light. A damper
on each control stick. Approximately eight seconds is malfunction will cause the roll damper caution lamp
required to insert the maximum roll trim command. to light. The roll damper servo actuator is identical
Roll trim is inoperative when the flight control dis- to the pitch and yaw damper servo actuator. Refer to
connect switch is placed to OVRD or rhe roll damper Spoiler Operation this Section, for the redundancy
switch is positioned to OFF. Under these conditions fe;ltures incorporated into the spoiler system.
any previous roll trim inputs will he removed. The
pilot can either hold stick force, or hold the wings
level with yaw trim and accept the accompanying side YAW CHANNEL.
slip when roll trim is not available. ~Menual conrrol of the aircraft in the yaw axis is
achieved by left or right pedal motion on either of
Roll Gain Control. wo sets of rudder pedals. This movement is trans-
mitted by cables, push-pull tubes, and hell cranks to
The gain of the command signal sent to the roll the rudder conrrol valve and rudder actuz~for. lhe
damper servo is automatically varied as flight condi- control valve, lwxted on the rudder actuator, controls
tions change. This is accomplished by continuously the How of hydraulic fluid from both the primary and
monitoring rhe roll rate gyro signals to determine if utility hydraulic systems to the rudder actuator. Figure
the gain should he either increased or decreased. Since I-23 is a simplified yaw channel mechanical and elec-
the sysrem modifies its gain as il function of its own trical schematic. Rudder pedal breakout (12 pounds)
performance, it is called n self-adaptive gain system. and centering is provided by the yaw feel spring.
In general the required gain varies inversely with Rudder feel forces (80 pounds for available pedal
dynamic pressure. A gain increase will compensate for trawl) are provided hy the yaw feel spring and the
reduced horizontal stabilizer effectiveness. If the gain yaw wriahlr feel actuator. The yaw variable feel acts-
is tou low, the aircraft will appex sluggish to lateral ator provides two rudder authorities: full pedal travel
stick commands. If rhe gain becomes tw high, a small of approximately 2.5 inches and ~~30 degrees of rudder
amplirude roll oscillation may exist for a few cycles deflection or limited authority of approximately I-inch
until the gain control circuit, which senses this oscil- pedal travel and ~~ I I .2i degrees of rudder deflection.
Iuory condition, reduces the gain to the proper value. The avail;~hle authority depends on the slat position,
The frequency of this oscillation (the adaptive fre- :hc control system switch position, and the rudder
quency) will he between I .4 to 1.0 cycles per sec~md. ;:nthr,rity swGrch position. A rudder authority caution
The gain changer is designed to either increase or !:wlp will light when available authority does not
decrease the gain for this range of frequencies depend- xgrec with rhe authority programmed by the slat posi-
ing on rhe amplitude and persistence. The gain will be tion and the control system switch position.
increased for frequencies of less than I.4 cps. Kapidl;
changing flight conditions can result in the computed
gain lagging the optimum gain for a short period. Yaw Damping.
Aircraft motion due to turbulence or aircraft vih::lrion.
such as experienced with speed brake operation, will Aircraft damping is provided by the yaw damper
cause the adaptive gains to decrease. When the roll servo. The yaw damper command and rhe yaw trim
damper switch is turned OFF, the roll gain is driven actuator command are summed with the rudder pedal
command in the yaw feel assembly and then applied
co its minimum value of 20 pacent, and the roll
damper servo centers. If the gain hecomes high enough, hy mech;mic;d linkage to the control salve of the
due to a malfunction, to cawe the adaptive frequency rudder ~f~ator. The authority of the yaw damper
to persist, resulting in 3 smnll amplitude roll osilln- servo is 15 degrees.
tion, the gain can he reset to its minimum value hy
momentarily cycling the roll damper switch OFF and Rudder Limits.
then hack to the DAMPER position. This should stop
the oscillation. When the damper is turned on, the Pedal stops are provided in the cockpit to limit rudder
gains may require up to 2 minutes 10 increase to the pedal travel. These stops allow /30.75 degrees of rud-
optimum value. During this rime the aircraft response der command. The total command to the rudder con-
and damping may he noticeahly reduced. When in the trol valve is limited by the aft stop, which is set at
takeoff and land configuration, the roll gain is locked 10 degrees (nominal).
af maximum.
Pedal Shaker.
Roll Channel and Roll Damper Redundancy.
A pedal shaker is attached to the pilots left rudder
The stick position transducer, roll rate gyros, electronic pedal to provide stall warning. Refer to Stall Warn-
computers, gain control circuits, and the roll damper ing, this Section.
l-64
ematic iTvfJicali
ONTR
ALVE
-y@~~G~~G~GNAr/ j &
-I
1 /
b PEOAL OISPLACEMENT
INCHES
(LEFT OR RIGHT)
Section I T.O. IF-lIl(B)A-I
Power Supply. placing the control system switch :o the T.O. & LAND
position. This should only he done below 300 KIAS or
Power to the yaw damper servo is controlled from the math 0 -45, whichever is less. i ihe main gear squat
computer power switches on the ground check panel. switch deactivates AYC when weight is on the main
gear. AYC can be switched out hy placing the flight
Damper Off Operation. control disconnect switch in the OVKL> position.
lhe yaw damper is controlled from the yaw damper

Twitch located on the autopilot/damper panel. When
the yaw damper switch is turned to OFF, the yaw
damper servo will hydraulically center, and the yaw
damper caution lamp will light. When the yaw damper
switch is returned to the DAMPER position, the yaw Attempting abrupt rolling maneuvers or bank
&impel- caution lamp will go out, and yaw damping xngles in excess of 60 degrees with the flight
v;ill be immedi;*tely provided. If hydraulic pressure is control system switch in T.O. & LAND, can
not available. the position of the yaw damper servo is result in loss of control of the aircratt.
indeterminate.
Yew Trim.
Note
If the aircraft is not on level ground, the

rudder may he displaced slightly due to the
Iateral accelomcter input inrv the yaw dampw
system.
Yaw Stability Augmentation.
Yaw stability augmentation is provided through :I fixed b. AYC is inaciive

gain redundant yaw damper system to provide contin- c. Rudder authoriry is limited, and full nose wheel
uou aircraft damping. As in the case of the pitch and stewing is not ax~ilahlc.
roll damper system, automatic failure detection and
2. Taxi-Control system switch-NORM, slats ex-
rejection is provided. Kefer to Ya\v Channel Redun- rcndcrl, weight on gex, yaw damper switch -
dancy this Section. Lateral acceleration and yaw rate DAMPER.
signals are used as inputs to the yaw damping system.
Yaw rate input Iv derrensed as a functioo of ti:w a.
1wshed out, to ,>rev.:nt t!hr d:,mper from opp<i:lf:
\ready \t*te pilot c,,mmands.
Adverse Yaw Compensation (AYC).
b.
c.
,_,,....,~_._._..
_.l.--l ___ I-__-,~
,.,..,,..
~-.,...~.
Section I
b. AYC inputs are accepted by the yaw damper stick and a momentary reduction in the affected sl~oil-,
system fo improve rum coordination (AYC in- er Position. This effecr will be more pronounced ate
puts are sideslip and adjusted roll rnfe inputs). low engine rpm and is caused by rate limiting of rht:
c. Rudder authority is full. system.
. When roll trim is applied, the roll damper restxmds
4. Slar Rerraction--Gear (up. yaw damper switch -
and moves the horizontal stahilizcrs. If the trim
DAMPER, Conrrol System Switch-NORM.
command switch is held seveml srconds, it will SLL~U.-
a. Stability augmentation intuts (yaw channel) race the roll damper. When roll trim is then driven in
are hrcral acceteral~ion and w~ashed our yaw the opposite direction, hy either of rhe stick trim
r-ate signals. swirches or by depressing takeoff trim, rhe stabilizers
b. AYC signals are switched ou[ when slat exten- may take several seconds co begin co resl~ond. This
sion is less than 70 percent. delay is normal, and represents the time required fo
c. Rudder authority becomes limited when slat bring the trim input below the roll damper satura-
extension is less than 2 percent. fion limits.
Yaw Channel and Yaw Damper Redundancy. Stick Talk Back.

lhe yaw d;m~ping system utilizes redundant inPutS for A condition known as stick talk back may be cxperi-
computing the required dam~inp signals and uses sig- enced whenever the pitch/roll mixer ourput ro both
nel sclcctors in the same manner as described under
or either horizonral stabilizer acwators is unable CO
Pitch Ch;mncl Kcdundancy, this C .aion. The yaw
respond co or lags the pitch/roll mixer input from
damper sex,> is a redundant unit and is identical IO d;mqr ser,~o or rrim commands. Refer fo I:igurc l-19.
the :>itch damtxr serw. Flecrronic failure causes the When the Pitch and roll dampers are on, rhe stick plus
yaw chaunci ca;;tion tamt? co lighl. A yaw damPa
dnmpcr command may exceed I.he mixer limit as set
malfunction will cause the yax, damper caution tamp
by the mixer linkage stops. The damper response may
to light. atso lag rhc stick command for large/rapid control
stick inputs. Once the mixer authority is rexhcd, ;~d-
FLIGHT CONTROL SYSTEM OPERATION ditional damtxr or trim input wilt result in feedback
CHARACTERISTICS.
to the wnfrul stick. This can he felt during ground
ot~eration by making large/rapid nose doujn control
Pitch Trimming During Maneuvers. slick inputs. Cunrrol stick rntk back can xlso be ex-
When paraltct pirch trim is used to trim in ,1 pitch twriented whenever the rate of pitch or roll wmmand
command of one degree, the output of the Pitch stick into the mixer assembly exceeds the rate ar which the
~r;rnsducei will !x only .ilI lvxcent of the wlue that horizontal srahitizcr ~xct~u~mxs can respond The outt~w
would have been present had the stick been held in the wds from the Pitchirotl mixer assembly conrrol the
same position. 71~~s the magnitude of the command left- ;md right-hand horizontal srabilizer accuaors (re-
signal to the Pitch damper will he Icss when trim is fer to figure I-1Ot. Each acwawr has ie own ::ontrol
used than when force is held for a given stick position. wlve and teedhack bellcrank. A nose up command
lhis mcu~s that for a c~nxanc altitude bank, the con- d~spl;~es the control valve input rod aft; this torfs
trol stick must tr rrimmcd co a further aft Position fluid from thoth primary and utility hydraulic systems
than would be required if torce is used co hoid the same to wch :xtuaror and drives the horizontal stabilizers.
,lltlCUl-Cr. When the fccdhack bellcrank has been repositioned
by the a~t~am~ to a point where the control valve in-
pur is again at II null, the horizontal stabilizer actuafor
Roll Inputs.
will stop I he stroke of each control valve is iimited
within the valve housing. Ihis limit may be reached
whenever the rare demand of the horizontal srabi-
firer actuator is greater than the maximum catyabiliiy
of the acfuxtor Should the limit of the \aIvc stroke
be reached. the mixer output rod wilt ~nomenrui~~y
stop and will nor respond fo furrher pitch or roll
inputs unril the commanded rare can be sarislied by
the acruator. During this period, a momentary control
srick tx~lse will he felt. This may he noticed during
ground operations (Surface Motion Chuck) with pr~-
grammed step inputs to the pitch and roll dampers or
with rapid latrral sti!:k inPuts. The horizontal stabi-
liar ilcilliltors are a: c~ rm: limited to 36 degrees p:r
ic!c.>nil.
1-67
__...- _.- .,._.,,- ,_.- -.,.~ -_-..-. _-- _-- . - ,-- .._ I.- ,..,..
PRE-TAXI CHECKS. erometers in the pitch and yaw channels to displace

and send equal signals to the three computers. Unless
Control System Movement Check. a malfunction is present, all flight control system
caution lamps will remain out; and the pitch, roll, and
yaw dnmpcrs will displace as required in Normal Pro-
ccdures, Section II. When the test switches are released,
no caution Iamps should light.
Surface Motion and Lights Check.
When the master test switch is held and the stability

augmentation switch is placed co the SURFACE MO-
TION and LIGHTS position, two out of three gyros in
the pitch, roll, and yaw channels are displaced hut no
accclcrometcrs are torqued. This sends only two rate
signals to each computer. The absence of the third
hranch is detected and all three channel caution lamps
light. In addition, one branch of each servo is also
failed and the three damper caution lamps will light.
Further, in the pitch and roll axes, one branch of the
gain changer is failed to minimum and this error is
detected, causing the pitch gain changer and roll gain
changer caution lamps to light. Thus eight lamps light
and all three dampws displace as requited in Normal
Procedures, Section II. The damper reset button is used
ro reset all IamPs after the flaps and slats are extended.
Stick Movement During Ground Checks.

Stability Augmentation Test Operation.
During the stability augmentation checks a rapid
displacement of the control stick will occw. This is
a normal condition. The stick should not be n~anually
constrzincd during these checks since this will impose
unnecessary loads on the stick-damper mechanical link-
age.
FLIGHT CONTROL SYSTEM CONTROLS AND

INDICATORS.
Control Sticks.
The two control sticks, one located at each crewmem-

hers station, are mechanically interconnected. Prior
to T.O. 11:-l I I(B593, each stick grip (figure l-L.0
contains a trim hutton, II reference engage button, a
nuse wheel steering/air refueling button, a gun trig-
ger, ;~nd an ;lutopilor release Iever. After I.O. IF-
lll(B)A-501, each stick grip (figure l-2-i) contains a
trim button, a constant track release hutton, a nose
wheel steering/air refueling button, a gun trigger,
and an autopilot release/pitch control stick steering
lever. The control sticks also scow as iI mans of
actuating the crew module hilge/tlotation bag inflation
Surface Motion Check. pump. (Kefer to Crew Module Escape System, this
section.) The right stick may he removed for vuious
She master test button is depressed and the stability mission req~~irernents. This mat be xxomplished
augment;rtion switch is held in the SURFACE MO- while the ;xircraft is on the ground. When the right
TION psirion. This action ci~ues all h~ros in the stick has been removed an electriud plug is inserted
pitch, roll. xnd yaw channels together with the accel- in pl:x~ of the stick to maintain electrical continuity.
l-68
T.O. 1 F-l 1 l(B)A-1 Section I
from neutral trim. When rhe roll damper is turned

Control Sticks off, normal roll trim is inoperable and previous trim
(Typical) ; ; inputs are cancelled.

rhe wings level position
The aircraft can be trimmed
by use of rudder trim.
fo
Auxiliary Pitch Trim Switch.
An auxiliary pitch trim switch (17, figure l-25), with

positions marked STICK, NOSE DN, NOSE UP, and
OFF, is located on rhe left sidewall. When the switch
is in the STICK position, pitch trim can he commanded
by rhe trim buttons on the control sticks. When the
auxiliary pitch trim switch is placed to the cemer
(OFF) position. the auxiliary pitch trim system is
armed. When the switch is placed to the NOSE UP
or NOSE DN position, pitch trim is provided by one
of the following:
1. Positioning an auxiliary pitch trim integrator,
which sends command signals co the pitch damper.
TOP VIEW 2. Directly driving the pitch series trim accuaror.
3. Both of the above.
With the switch in the OFF, NOSE DN, or NOSE

UP position, pitch trim inputs from the control sticks
arc inoperative. Roll trim is nor affected by the switch
position.
Rudder Trim Switch.
A rudder trim switch (16, figure l-25), located on rhe

left sidewall, is provided for rudder trim control. The
switch has positions marked L and R and is spring-
loaded fo the center unmarked OFF position. Holding
the switch in L or K causes rhc rudder trim actuator
Rudder Pedals. fo drive the rudder in the selected direction until rhe
swircb is released to OFF or a maximum deflection of
Rudder control is provided by fwo sers of rudder ped-
10.25 degrees is reached.
als, one set located ar each crewmembers stnrion. The
two sets of rudder pedals are mechanically intercon-
nected, and in addition fo controlling the rudder, each Takeoff Trim Button.
pedal operates the respecrive wheel brake in rhe con-
venrional manner. The takeoff trim button (26, figure l-6), is located on
the left main instrument panel. When the button is
depressed, the takeoff trim relay is energized; the pitch
Stick Trim Button. pwallel trim and yaw trim actuators are driven co 0
A trim button (1, figure l-24), located on ea.ch con- degrees; the roll trim integrator is synchronized so that
rrol stick grip, is provided to control trim in the pitch the output fo the roll damper is zero; the auxilinry
and roll axes. The button has positions marked LWD, pitch trim integraror is driven t:o a null; and the pitch
RWD, NOSE UP, NOSE DOWN, and is springloaded trim series drives the horizontal srabilizers fo 3.X de-
ro the center unmarked OFF position. Moving the but- grees trailing edge up. The button also functions dur-
ton to NOSE UP or NOSE DOWN causes the pitch ing normnl airborne operation.
trim acmxfor co position the horizontal stabilizer sur-
faces symmetrically with trailing edge eiche:r up or Autopilot/Damper Switches.
down as selected. Refer to Pitch Channel, this sec-
tion, for various trim aurhorities. Moving the button Three switches, one each for the pitch, roll, zand yaw
fo LWD or RWD causes the roll damper servo to posi- channels, are located on the autopilot/damper panel.
tion the horizontal stabilizer surfaces asymmetrically The Pitch and roll damper switches (1, figure l-26) are
as selected. The left stick trim button can always over- three position switches marked AUTOPILOT, DAMP-
ride the right stick trim hutton control. Approximately ER, and OFF. These switches are solenoid-held in
8 seconds is required to ,trim the aircraft fo its limit the AUTOPILOT position, are spring-loxled to the
l-69
Section I T.O. lF-I 1 I(BjA-1
Left S.,,,iAnw28II
(Typical)
12 ,_
- :
12. Wing Sweep Handle.

2, Damper Reset Bunan.
3. Flight Control Made, Test Button. 14. Siof/Flap System Selector Switch.
4. Stahiiify Augmenfdon Test Switch. IS. Emergency Flop and Slal Switch.
5, Scot Adjustment Sxitch~ 16. Rudder Trim Switch.
17. AXih PitchTrimSwitch.
18. Rudder Authority Switch.
19. Flight Con,rol System Switch
Figure l-25.
DAMPER position, and are lever-kwked in the OFF aircraft must hc flown manually CO hold the terrain
position. The switch lever of the pitch autopilot/damp- clearance selected by the TFR terrain clearance knob.
er switch is enlarged so that it can he readily identified In this switch configuration, the reference not engaged
hy feel. The yaw damper switch (2, figure I-26) is a caution lamp (ATF not engaged lamp after T.O. lF-
two-position switch marked DAMPER and OFF. It is 1 I I (Bi!Ii) will remain on. When the switch is I
Icver-locked in the OFF position and is spring-loaded placed to the AUTO TF position and either TFR
to the DAMPER position. Placing any of the switches channel mode selector knob is in the TF position,
to DAMPER turns the respective damper on. The pitch climb/dive signals from the TFR set will control the
and roll channels come on with the auromatic gain at pitch d;~mper and the series trim actuator. With the
a low value and then hegin setting the correct gain for switch in AUIO TF the reference not engaged cau-
that flight condition. Placing either the pitch or roll tion lamp (ATF not engaged lamp after T.O. IF-
switch to AUlOPlLOT will engage autopilot attitude I I I (BJA-5%) will go out if the auto TF mode is en- I
stahilizatiun. Placing a switch to OFF disengages the gaged. When AUTO TF is selected, at least one TFR
damper system of the respecrive channel and ci~uscs the channel must lx in the TF mode or the TF fly-up off
respecrive damper caution lamp to light. lhee switch- caution Iamp and the reference not engaged caution
es are also used to engage the autopilot. (Refer CO lamp (AIF not engaged lamp after T.O. IF-Ill (B
Autopilot System, this section.) 593) will be lighted. lbr additional information on I
the auto TF switch, refer to lerrain Following Ra-
IRT, this seclion.
Auto Terrain Following Switch.
lhe auto terrain following (auto TF) switch (3, figure Damper Reset Button.
1-261, located on the autopilot/damper panel, is a
tuvposition lever-lock switch marked AUTO TF and The damper reset button (2, figure 1.25). located on
OFF. lhe switch is locked in the OFF position and the left sidewall, is lalxled DAMPER RESET. When
rnusf lx pulled out fo move from OFI: to AUTO TF. rhc button is depressed, the pitch, roll, and yaw damp
When the auto IF switch is in the OFF position, the cr caution lamps and their respective channel caution
l-70
Description A Operation
position is used in the event of a system malfunction.

Autopilot/ The NORM
the position
position is used at all other times, and
of the slats determines the configuration
Damper Panel of the flight control
tended the following
system. When
takeoff and landing
the slats are er-
functions
(Typical) 1,-.__
ate automatically provided:
tuatot moves to the full authority
The yaw variable feel ac-
position, the TFR
signals are locked our, the pitch 3nd r,,ll computer
gains are locked, and the pitch series trim acwatw is
locked at its present position. If weight is not on the
gear, AYC is activated. When the slats are retracted,
the following inflight (clean configuration) functions
are provided: the pitch damper can respond to TFR
signals (if Present). the Pitch and roll gains are auto-
matically determined by the flight control computers
11sflight conditions change, the pitch series trim actua-
tor is unlocked and operates in rbe null nwdc, and the
yaw wriablc feel actuzt~r mows tu the limited au-
thority position. A warning system is provided to
indicate that the control system is not in the takeoff
and landing configuration whills airborne when the
landing gear handle is in the DN position. In this
I. Pifch and Roll Autopilot/Damper Switcher. event, both the pitch gain changer and roll gain
2. Yaw Damper Switch.
3. A",? Terrain Following hikh. changer lamps will light. Extension of the slats, ot
4. Consfont Track/Heading NW Mode placing the control system switch to T.O. & LAND
will place the control system in the takeoff and land
5. Altifude Hold/Moth Hold Selector Switch. configuration. I~he lamps will go out unless a maI-.
function is lxesent or unless the flight control discon..
nect switch is in OVRD. Failurr: of the two lamps to
go wt is causers hy the override action of the flight
control disconnect switch on the adverse yaw cornpen-
Figure I-26.
sation and pedal shaker systems. Use of the control
system switrh in this case will not cause the lamps to
lamps on the main caution lamp panel will go out. go out even though all other switching has taken
Also the dampers and their respective electronic: chan- place.
nels will be simultaneously reset to accept inputs for
logic voting. If a malfunction is present at the time
the reset butron is released, the appropriate caution
lamps will light. The hutton may also be used to reset
rhe pitch and roll gain changer lamps.
Attempting abrupt rolling maneuvers or bank
Rudder Authority Switch. angles in excess of 60 degrees with the flight
control system in the takeoff and land con-
The rudder authority switch (18, figure l-251, lofated figuration can result in loss of control of the
on the left sidewall, has positions marked FULL
aircraft.
and AUTO. With the rudder authority switch in the
AU7.0 position, full rudder authority of 10 #degrees
either side of center is available when the control sys- Flight Control Disconnect Switch.
tem switch is in the T.O. 8: LAND position or NORM
lx,sition :and the slats are extended. With the switch The flight control diswnnect switch (13, figure 1-251,
in AIJTO and the control system switch in NORM located on the left sidewall, has two positions marked
with the slats retracted, only limited rudder ;authority NORM and OVRD (override). A red plastic guard
is available. When the rudder authority switch is in covers the switch in the NOKM position to prevent in-
the FULL position, full rudder authority is available advertent actuation. Placing the switch to OVRD re-
regardless of the slat position. moves the following:
I. Pitch and r~jll iiutopilor commands.

Flight Control System Switch. 2. Roll trim cwnmands.
3. Pitch damper trim inputs (to the pitch damper).
Ihe flight control system switch (19, figure l-25).
located on the left sidewall, is a two-position switch 4. rFR climhidivc commands to the pitch damper. 1
marked r.0. & LAND and NOKM. The T.O. (k LAND 5. AYC and pedal shaker commands.
l-71
Section I 7.0. IF-1 1 l(B)A-1
Flight control test switches and buttons on the

ground check pel.
C4DC test switch on the ground che:ck panel.
Sr;~bility augmentation test switch on the auxiliary
flight control panel.
Spoiler test switch on the flight control switch
(X<d.
1.0. 1 F-l 11 (WA-1 Section I
Ground Check Panel
Figure l-27.
When the damper servo, rate gyw channel B and chan- Control Surface Position Indicator.
nel C buttons, and flight control test master switch are
depressed and held, the electrical power to valve No. lhe control surface position indicator (18, figure I-h),
1 on each damper servo is interrupted. Electrical com- located on the left main instrument panel, is composed
mand signals from each computer, cause each damper of three separate sets of indicators which provide ind-
servo to vote hydraulically. lhis causes the pitch, roll, cations of the positions of the spoilers, rudder. and
and yaw damper and channel caution lamp:; (6) to
light. horizontal tails (horizontal stabilizers). The position of
the spoilers is indicated on four flip-flop type indi-
cators, two for the left and two for the right spoilers.
Rate Gyro Test Buttons.~
When the spoilers are retracted the letters DN cap-
Ihe rate gyro test huttoas (CHAN A, CHAN B, and pear in each indicator. As the spoilers extend, the indi-
CHAN C) (14, figure 1.27) are located on the ground caters become blank. Rudder position is provided Ih)
check panel. When two ot more of the buttons are de- a pointer on a scale, 30 degrees (L) left or (R) right of
pressed in conjunction with the flight control ma~tet zero. The scale is graduated in 5 degree increments.
test button, the respective rate gyros arc torqued, re- lhe posirion of the horinntal stabilizer is indicated
sulting in a predetermined displacement of the primary hy two pointers, marked L and R. The indicator scale
flight control surfaces. Dcepressing the CHAN A hut- is 30 degrees up and 20 degrees down and is gtxdu~tcd
ton clauses the A gyros to he torqued in the pitch, in 2 degree increments. An index mzrk mounted on the
roll, and yaw channels. Depressing the CHAN B and
axis of the left pointer pnwidcs indic;ttions of left ot
CHAN C buttons causes their respective gyros to be
right wing down (LWD or RWD) against a sc~~lc
torqued. When a single GHAN hutton and the master
test button is depressed, all three CHANNEL lamps mounted on the axis of the right pointer. In this tman-
will light. The control surface motion, if any. will be net asymmetric sttthilizer position indic:ltions ill*0
less than 2 degrees. provide left or right wing down indications.
l-73
Roll ond Pitch Gain Changer Caution Lamps.
Rudder Authority Caution Lamp.
An ;unher rudder authority caution lamp (figure I-29)

is locared on the -main caution lamp pz~nel. Lighting
of the Iztmp indicates the rudder authority actuator is
not in rhe position commanded hy slat position and/or
the control system switch. The rudder authority should
switch to full authority when the slats are extended
and to limited aulhoriry when the sl;lts are retrartcd
with the control system switch in the NOKM position.
AUTOPILOT SYSTEM.
The autopilot operates in conjunction with the pri-

mary flight control system to control the aircraft dur-
ing autopilot flight, The control stick does nor follow
the movement of the surfaces. lhe autopilot receives
signals from the central air date computer (CADC)
and from the bomb nav system. Pitch and roll attitude
signals are ohmined from the bomb nav or the AFKS
system and are used as n reference ;ind/or for damI>-
ing during all :tutopilot modes. lhe CADC wpplies a
delta altitude or delta nrach signal when altitude or
m:rh hold modes arc engaged. The ground track
error ;and rhc hcadinp navigation error signals are
supplied hy the bomb nav system.
Note
After T.O. IF-I I I (H593, magnetic head-

ing information from the AFRS is used as a
heading reference during the roll stahiliza-
tion mode.
1.0. 1 F-l 11 WA-1 Section I
The autopilot system and the siynels which are sup- AUTOPILOT MODES.
plied to the autopilot arc essentially non-redundant.
The pirch ;luropilot modes are attitude stabilization,
Howexr, the CADC has ::I farlurc indication cnpabil-
math hold, and altitude hold. The roll autopilot
ity which will light the C;\DS lamp should a mal-
modus are attitude stahiliration, consraor track and
function occur in the CADC. In like manner, the heading navigation. After T.O. IF-I I I (B591. at-
bomb nav sysrem has a failure malfuncrinn detection titude srahilization includes magneric heading hold.
sy~stcm which will light the primary attitude and Incompatible autopilot mode selection is prevcnred
primary hading caution lamps when certain failures by Circuit interlocks. Pitch attitude stabilization is in
CcLtr. effecr when the pitch autopilot is engaged unless
either the math or altitude suhmode is selected. Atti.
tude stabilization will hold the aircraft on the ref-
erence pitch attitude. When the roll autopilot is en-
CAUTION gaged, roll attitude is in effect. However, after T.O.
iIIz3
lF-I ll(B)A-593, magnetic heading is also held when
en~ag:emenr is nrar wings level.
. The roll autopilot authority may be ins&i-
cirnt co hold the wings level with large
Mach Hold Mode.
asymmerric wing loading.
The roach hold mode maintains constnnt math. In
. Caution should be exercised io using the
this mode, math is controlled by aircraft pitch atti-
autopilot when a non.rcsettahle yaw channel
tude through opuation of the horizontal stahilircr
caution lamp is lighted since power may he surfaces. Upon engagement of this mode, a roach ref-
lost to the pitch and/or roll autopilot cir- erence is set up io the CADC. Any deviation of marh
cuits. from this reference results in an error signal from the 1
. Caution should he exercised in operating Ihe CADC. If math increases above the reference, the
resulting math error signal will command a nose up
auropilot if malfunctions exist affecting Ithe
attitude through the pitch damper and pitch series
arritude information on the ADI or altitude
trim, causing the aircraft to return to the referenced
or alritudc rate information displayed on nnch number. An opposire command is used for a
the AVVI or, after T.O. IF-I I I(B593, decrease in math
AFRS magnetic heading.
Altitude Hold Mode.
Normally the autopilot receives attitude information
Ihe altitude hold mode automatically maintains con-
from the homh nav system. However, in the event of stant p&sure altitude. Upon engagement of this
a bumh nilv system malfuncrion. or when rhe instru- mode, an altitude reference is established in the
ment select switch is placed to ACIX. the attitude CAIK. Any deviation in aircraft altitude results in
reference so~rrce is switched to the AFRS. Attitude an ;tlritude error from the CADC. If the aircraft alti-
signals from either system are used as references by tude increases ;ihove the reference, the resulting alti-
the l,irch imd/or roll damper systems to hold the air- tude error signal will command a nose down attitude
craft at rhe reference attitude existing at the rime of through the pitch damper and pitch series trim until
aunlpilor engzagement. When the autopilot is of the desired altitude is obtained. An opposite command
being used, rhe pirch and roll attitude signals are is given for a decrease in altitude.
conrinuourly synchronized in the Hight control com-
Constant Track Mode.
purer so that at the time of engagement of pitch or
r<lll attitude stabilization. the respective synchronized lhc constant track mode maintains the aircraft on a
signal is xro. If for some reason this signal is not constanr ground track. When this mode is engaged,
xx;, at the time attitude stahilizarion is selecj:ed, the the existing ground track is sensed in the homh nav
mode will not engage. Also, if the attitude limits are system and is set up as a mode reference. Any devia-
exccuded. the mode will oat engage. The nominal ric,n from this reference by the aircraft results in an
artirude IillliIS are 30 degrees in pitch and 60 err<,r signal being sent from the bomb nav system to
degrees in roll. Should rht.se limits he exceeded in one the roll com,xwr. lhe roll computer, in turn, rods
a command ro the roll damper, correcting the dcvia-
or both ch;mnels, attitude rt:tbiliz;ttinn will not engage
tion.
in char channel until its ;~Itritude angle is reduced. In
;xddirion, the roll channel umrwt he coga& if the
Heading Navigation Mode.
yaw d;unper is OFI:. lhe flight control disconnect
switch must lx in NORM to achieve proper ailtopilot When operating in the heading navigation mode, the
cycrarion in either the pitch or roll autopilot modes. autopilot receives signals from the bomb nav system
l-75
Section I T.O. lF-111 (B)A-1
to steer in accordance with rhe meting mode set by switches are in the AUTOPILOT position, attitude
rhe instrument system coupler (1%) mode sclwtor stabilization is engaged and the aircraft will maintain
knob. These modes are CRS SBL NAV. BOMB/NAV, constanr attitude. When chc switches are moved fo
CRS LINE. amI MAN CRS. 7bis steering signal is DAMPER or OFF, all orher mode switches will mow
utilized by ttx roll damper system m steer rhc aircr;lft. to OFF and rhe aircrxft will then revert co pilot-con-
The heading navigation position should not he used trolled flight. The pitch auropilor/damper swirch will
if the IS(Z mode selector knob is in a position orher rrfurn to DAMPER when the auto TF switch is posi-
than rtwse ahove. tioned ro AUTO IF. After T.O. IF-11 I (B593,
when ;rirborne, (be ;,utopitor/dnnlper swiwhes will
Control Stick Steering. renxn (0 the DAIMPER position when the slats are
extended or rhe flight control smirch is placed CO
When any auropilot mode is engaged, including Ibasic T.O. & LAND. For additional information on these I
attitude stabilization. autopilot operation can be dis- switches, as related w control of the roll and pitch
cngagrd hy use of control stick steering. Prior to I.O. dl;untxrs, refer to Flighr Conrrot System. this section.
IF-t 1 I (B)A-503, control stick steering is iacrivared in
the pitch channel by applying n force greater than
Constant Track/Heading Nav Mode
1.7 pounds in :t forward or afr direction to rhu control Selector Switch.
stick. After I.0 I I:-1 1 I (H)A-503, pitch control stick
steering is activated by depressing the ;~uropilor rc- The ~~nsmnt trnck/he;ding nav mode srtector switch
lezse/pitch control stick steering lever to the first de- (.i, figure I-26). locilfed on the ;lotopilot/lamper panel.
tent. Control stick steering is activated in rhe roll is ;l three-position switch marked CONST TRACK.
chsnnel by q,ptying II force of I.3 pounds I;,rcralty IO OFF, and HDG NAV. The switch is solenoid held 1~1,
the conrrol stick. Terminarion of control stick swering 2X wtr dc power fo CONSI TRACK or HUG NAi
is accomplished by rhc reverse action LISC~ IO engage and is spring-loaded to OFF. The swirch wilt mx latch 1
it. When control stick steering is activarcd, Ihe pitm in rhe CONSI TRACK or HDG NAV positions nn-
can manually maneuver the ;aircraft as desired. When less the roll ;~ut~)t~il,~t/d;~rnper switch is in the AUTO-
cor~trol stick sreering is wrminated, the autopilot wilt PILOI tnsirion. If, while operating in CONST
re-engage provided the atrirude limits are nor ex- TRACK or lII)G NAV position, 2X volt dc power IO
ceeded. Prior to 7.0. IF-t 1 I (H)A-593, atritude stahili- the holding solenoid is lost, the switch will rccurn to
zation only will he engaged when control stick steer- the OFF position. No caution lamp will light for this I
ing is terminared; submodes must be rc-engaged if malfuncrion. When the switch is posirioncd CO OFF,
previously selected. After l.O. IF-1 I I (U593, rhe the constant track/heading nav opcr:~tion will be dis-
selected modes w~ill be auromarically re-engaged. crn~tinuud. I
y AUTOPILOT CONTROLS AND INDICATORS. Altitude Hold/Mach Hold Selector Switch.
lhe altitude hold/mact~ hold selector switch (5, figure

Computer Power Switches.
I-26). kxxted on the ilutopilot/dampcr panel, is a
Three computer power switches (16, figure l-27), lo- threeposition switch marked ALT HOLD, OFF, and
cated tm the ground check panel, control electrical MACH HOLD. The switch is solenoid held by 2X volt
power for auaqGlot and certain Right control system dc power fo ALT HOLD or MACH HOLD and is
operations. (Refer to l:lighr Control System, this spring-loaded to OFF. The switch will not latch in fl
section.) The autopilot is normally ready to engage either ALT HOLD or MAC11 HOLD position if rtw
after the pon,er switches are placed in the ON position pitch ;~urt~piloc/damt~er switch is nof in AUTOPII.01
and the stabilization platform of the bomb nay system position. Selection of AUTO IF position on the auto
is properly erected. TF switches is incompatihte with altitode hold or
math hold mode and wilt cause tbc switch m mow m
Autopilot/Damper Switches. the OFF position. If, while operating in MAC11 HOLD
or ALT HOLD positions, 28 volt dc power II) the hold-
Two nutoPitot/damper switches (1, figure l-20, one ing relay is lost. rhe swirch will return w rhc OFI:
each for pitch and roll, are located on the autopilor/ p&rim. No caution tamp will light for rhis mxl- 1
damper panel and have three positions marked AUTO- function.
PILOT, DAMPER, and OFI. These switches arc sole-
noid-held by 2X volt dc power in the AUTOPtLOt Reference Engage Buttons.
position. zarc spring-loaded co the DAMPER position,
xxi ;are lever-locked in the OFF position. The switch
Iwcr of the pirch ;~ntoI~itot/darnper switch is enlarged
so that it can he readily identified by feet. The swirrh-
es operate independently of each other. When the
l-76
T.O. 1 F-l 11 ~I~I~~
IEIA-1 Section I
reference engage huttorts must he momentarily de- I. The autopilot/damper switches ate in the AUTO-
pressed before the mode will engage. Either button PILOT position and control stick steering is being
may be used to engage the autopilot. used.
2. Any autopilot mode (altitude hold, math hold,
Constant Track Release Button. constant track, or heading nav) is selected, and the
reference engage button has not been depressed.
After T.O. IF-1 1 I (B5)3, a constant track release
(CTK) button (2, figure I-2.f). marked CTR, is located
on each control stick grip. When the constant track Note
submode is selected, the ground track reference can The use of control stick steering in the axis
be changed (less than :( 2) degrees) by depressing of the autopilot mode that has been engaged
the CTR button on either control stick and manually will result in the mode being disengaged. The
flying to establish the desired track. lamp will light and remain on until the ref-
erence engage button is depressed again.
Autopilot Release Lever.
3. Either IFR channel mode selector knob is in the
1 Prior to 1.0. IF-Ill (B593, the autopilot release
TF position and the auto TF switch is OFF.
lever (5, figure l-24, loczred at the base of the stick
grip, permits either crew member to disengage certain 4. The auto 1F switch is in AUTO TF and neither
functions of the autopilot without removing his hand TFR channel mode selector knob is in the TF po-
from rhc stick. De~ressin,g the lever will return the sition.
autlilot/dnmpet switches to DAMPER. Thi:< disen- 5. The flight control disconnect switch is placed to
gages all autopilot functions and pl;~es the :lircrafr the OVKD (override) position.
under pilot control. When the aircraft is bein, flown The letters KEF NOT ENGAGED ate visible in the
on TFR. the ll:R commands can be interrupted by face of the lamp when lighted.
depressing and holding the autopilot release lever.
?~hc commands will reappear when the lever is te-
ATF Not Engaged Caution Lamp.
leased unless a mode other than TF is selected.
After T.O. IF-I ll(B)A-513, the ATF not engaged cau-
Autopilot Release/Pitch Control Stick tion lamp (8, figure I-61, located on the left main
Steering Lever. instrument panel, will light under the following coo-
ditioos:
After 1.0. I F-l I I (B)A-503. the autopilot release/
pitch control stick steering lever (5, figure I-24), lo- I.Either IFR channel mode selector knoh is in the
TF position and the auto TF switch is OFF.
cared at the base of the stick grip, permits either crew
member to disengage all functions of the autopilot by 2. The auto 11; switch is in AUTO TF and neither
depressing the lever full travel to the second detent TFR channel mode selector knob is in the TF
without removing his hand from the stick. Second de- position.
tent activation returns tbc: autopilot/damper switches 3. The flight control disconnect switch is placed t:o
to DAMPER and the autopilot submode switches to the OVRD (override) position.
off. The lint detent pxitioo of the lever allows pitch
lhc letters ATF NOT ENGAGED ate visible in the
conttol stick steering (PCS) with the pitch ,attitude
face of the lamp when lighted.
stabilization mode engaged and also with math hold
ot altitude hold submodes engaged without disengage-
ment of any autopilot switches. Reeogagemenl: of the AUTOPILOT PRINCIPLES OF OPERATION.
wlected pitch modes is accomplished immediately (PRIOR TO T.O. 1 F-l 11 (WA-593)
upcm telmse of the lever ,,t,t of the first dctenr. When
The autopilot modes ate selected by positioning the
the aircraft is being flown on IFR. the TFK corn-
respective mode switch on rbc autopilot/d;tlnper
mands can be interrupted by depressing the lever to
panel. The mode switches ate magnetically held to
and holding it in the first detent. The commands will
the selected mode position and may hc turned off by
reappear when the lever is released out of the first
mnnuallp repositioning the switches to OFF or by
detent.
momentarily depressing the autopilot release lever on
either control stick. If a mode other than basic atti-
Reference Not Engaged Caution Lamp. tude st;tbiIix;~tion is selected. the reference cnp:qe
button on either control stick must be momentarii)
1 Prior to l.O. IF-Ill(B)593. the reference not cn- depressed to engage the selecrud mode(s). The ref-
gaged caution lamp (8, hgote l-6), located on the left erence not engaged caution lamp will light y\.hu11c1wt
main instrument panel, wlill light under the following a selected ;turopilot mode is not controlling. Whrn
conditions: the toll autopilot is engaged and the toll atritudc is
l-77
Section I T.O. IF-1 1 l(B)A-1
less than 3.5 ( 2) degrees, the aircraft will roll to exceeds ~ 30 degrees. A new pitch attitude reference
wings level; if the roll angle is greater than 1.5 may be established by using control srick steering.
( * ?I degrees the aircraft will maintain the roll zntti- The mode may he disengaged in the same manner as
tude cxistinp at the time of engagement. During auto- roll autopilot.
pilot operation on the AFRS attitude source, the
AFRS gravitational erection system may slowly roll Altitude Hold Characteristics.
the ;xircraft; therefore, either constant track or hc:u-
ill6 nav submode must he engaged to maintain rhc If the altitude hold mode is engaged while at a stahi-
aircraft in a wings level attitude. Also, to insure a lizcd altitude. the flight control system will hold the
reduction in AFRS gyro roll erection, bank angles of reference altitude within ~60 feet llnless engine
at least IO degrees should be used when turning. If power is changed, rhe wings arc swept, or the speed I
the constant tmck mode is selected, the roll damper brake is used. The alritudc hold mode can he engaged
will control the aircraft according to the new rcfer- up to 2000 fpm rate of climb or dive. The autopilot
ence. Howcwr. when the conxnnt track mode is dis- will case rhc aircraft to appear to stabilize at an alti-
continued, the autopilot will revert hack to ;artirude tude slightly ahovc or Ibelow the reference altitude.
srabilizarion and will maintain the attitude rhnt The aircraft will then slowly return to within ~1+60
existed at the time of disengagement. For cxamplc, if feet of the reference. Changes in engine power, wing
the roll auropilot is engaged with the aircraft in a sweep. or speed brake operation while this mode is I
twenty-degree hank, this hank angle will he helct. If engaged will initially cause an altitude stnnd<>ff. fol-
the umstanc track mode is then engaged, the aircraft lowed hy a slow return toward the altitude reference.
will respond by returning to the reference pround
track. If the constant track mode is subscqucntly dis- Mach Hold Characteristics.
conrinued, the anwpilot will revert hack to attitude
If the math hold mode is engaged while at R srabi-
stahilizarion.
lizcd flight condition, rhe flight control system will
hold the reference math number within ~~.~O.Ol math
Roll Submodes. under stabilized flight conditions. Changes in engine
If a suhmode of the roll autopilot is desired, it may power or aircraft configuration will initially cause a I
corresponding chxngc in math number, followed by a
he selected by positioning the roll autopilot/damper
slow return toward the reference math number.
switch co AUTOPILOT and by positioning the con-
stant track/heading nav mode selector switch to ei-
ther position. If CONST TRACK is selccred, the nir-
craft should be flown until the desired ground track pii-,..,.,
is reached, and then engaged by depressing the rcf-
crence engage button on either control stick. If HDG
NAV is selected, delxess the reference engage button
. Pitch autopilot operation must not be at-
on either control stick, and the aircraft will fly the
tempted while the slats are extended or if
compotcd course to destination. When stabilized, the
the flight control system switch is in T.O. &
;auwpilot will hold the aircraft course witbin I c!e-
LAND. lo do so will result in improper op-
pee of the steering error command received from the
eration and may cause abrupt transients when
bomb n:~v system. When the instrument system cou-
the autopilot is disengaged.
pier mode scI~1ctor knob is in the CKS SEL NAV.
ROMH/~NAV, CRS LINE or MAN CRS position, 0 Do not use the z~utopilot in the math or alti-
proper steering signals are ilvailid~lc for autopilot 01. tude hold mode during operation in the rran-
cntcion. I) elvessing rhc autopilot release lever on sonic flight region between 0.90 and 1.10
either conrrol stick will return the constant track/ math. Attempts to do so may result in rapid
heading nav selector switch IO OFF and the roll ;xot~- pitch inputs.
Ipilr>t/damper switch to DAMPEK.
Heading Navigation Mode Characteristics. The control stick will be centered and the pitch func-
tions of the stick trim button will be inoperative when
When rhe heading navigation or constant track mode pitch ;lutopilot/damper switch is placed to ALJTOPI-
is engaged, hank angle oscillations and heading over- LOT.
shoots may occur. When engaging with a large head-
ing error, rhc Ibank an,+ may exceed 45 dcgrecs. AUTOPILOT PRINCIPLES OF OPERATION.
(AFTER T.O. 1 F-l 11 (a)A-593)
Pitch Stabilization.
Pitch Autopilot Operation.
Pitch autopilot (altitude hold) may he engaged by
placing the pitch autopilot/damper switch to AIJTO- The pitch autopilot utilizes the pitch damper and the
PILOT The mode will not engage if pitch attitude pitch scrics trim system to control attitude, altitude
i -78
T.O. 1 F-l 11 (WA-1 Section I
( 4hCi feet), or math number ( 0.01 mach). Input position, the yaw damper switch is placed to DAMP-
signals to the pitch autopilot are attitude from either ER, roll attitude is greater than 7 (-t2) degrees, and
the bomb oav set or from the AFKS and/or ;aItitude there is no lateral force on the control stick, the roll
and math number reference from the CADC. When autopilot will hold the existing roll attitude. For the
the pitch autopilot/damper switch is placed to AUTO- same conditions except for the roll attitude being less
PILOT, the aircraft will capture the pitch attitude than 7 (i:2) degrees, the aircraft will capture the mag
mixing a( the time of engagement if the attzirude is netic heading existing at the rime of engagement.
within iV30 degrees. When either the math hold or
altitude hold mode is selected. the existing math or Roll Attitude/Constant Heading Operation. Bank
altitude reference will he captured. During alH pitch angles less than 7( r 2) degrees--The autopilot system
autopilot modes roll attitude is sensed so that addi- will maintain wings level nod fly the magnetic head.
tional up elevator will he supplied to compen:tate for ing as directed hy rhe AFRS. Roll control stick steer-
loss of lift during turns. Pitch control stick steering is ing (lateral stick force) may be used to establish a
available through use of I,he first detent on the auto- new heading. Bank angles greater than 7(i 2) degrees
pilot release/pitch control stick steering lever. When -The autopilot system will maintain the hank angle
this lever is depressed and held, the existing reference established if less than 60 degrees.
(attitude, altitude or math oumher) is disengaged and
the pilot can manually fly the aircraft. When the new
Constant Track Operation. The autopilot system
utitude, altitude or math number is reached, the pilot
will capture and maintain the ground track reference
releases the autopilot rel~ease/damper lever and the
existing in the bomb nav system at rhe time the con-
sutopilor will capture the reference selected. The pitch
stant track/heading nav selector switch is placed to
mtopilot/damper switch ,will drop to DAMPltR and
CONST TRACK.
the altitude hold/math hold selector switch to the
DFF position when the second detent of the autopilot
release/pitch control stick steering lever is used, when Note
:he flight control system is in the T.O. & LAND mode,
or when the AUlO TF mode is selected (pitch only). 0 To initiate small changes in the established
ground track without banking to more then
7 (_t2) degrees, the cons~ilnt track release
(CTK) butron on the control stick grip may
be depressed and held until the aircraft is
manually maneuvered to the new gronnd
track and then released.
0 Do not use the autopilot in the math or alti- 0 To initiate large changes in the ground track
tude hold mode dorin,g operation in the rran- reference, any one of three methods may be
sonic flight region between 0.90 and I.10 USed:
math. Attempts ro do so may result in rapid
pitch inputs. I. Roll control stick steering may be used to
bank more than 7 (i2) degrees and the
0 Application of stick force in pitch while the aircraft manually maneuvered to the new
autopilot is engaged without using the crm- ground track reference. A new ground
trol srick steering (first detent) position of track reference will be established when
the autopilot release/pitch control stick steer- the stick is centered for bank angles great-
ing lever will ciiwu improPer system opera- er than 7 (i-2) degrees or when the bank
tion. The aircraft will appear unresponsive ;mgle decreases through 7 (~22) degrees, if
to pilot inputs. Autopilot disengagement the stick is not centered.
while holding stick ~force will cause a dis-
engage transient. 2. Position the constant track heading mav
mode selector switch to OFF. Establish a
desired bank angle of less than 60 de-
?oll Autopilot Operation. grees. Position the consfant track/head-
ing OBV mode selector switch to CONST
Ihe roll autopilot utilizes rhe roll damper to control
TRACK when the desired ground track is
the aircraft attitude, heading, track or route to desti- reached.
lation. Input signals are :i,ttitude from the bomb nav
.et or AFKS, magnetic heading from the AFKS di- 3. Depress the CTR button and hold. Man-
.ucti~mal gyro, and constant track or steering informa- ually maneuver the aircraft to the desired
ion from the navigation r,ysrem. When the roll auto- ground track, center the stick and release
pilor/d;rmper switch is placed to the AUTOPILOT the CTK button.
Heading Navigation Operation. The heading navi- utilized for attitude information place the switch
gation mode is selected when the constant track/ to AUX.
heding nav mode selector switch is placed to HDG 5. Roll and pitch autopilot/damper switches--AUTO-
NAV and the roll ;ultopilot/damper switch is in PILOT.
ALiTOPILOl. The aurrrpilot will then control the The control stick will be centered and the pitch
aircraft to fly the computed course to destination. functions of the stick trim button will be inop
When stabilized, the autopilot will bold the ;Grcr;ift erative when pitch autopilot/damper switch is
unarse within 1 degree of the steering error corn- placed to AUTOPILOT.
mmd received from the bomb nav system. When the
6. Rufcrcnce not cngnged caution lamp-Out. (Prior
instrument system coupler mode selector knob is in
to I.O. IF-lll(B,A-593) I
the CRS SEL NAV, BOMB/NAV, CRS LINII or MAN
Check thzt the reference not engaged caution
CRS position, proper steering signals are available for
lamp goes out with no force applied to the con-
autopilor oper;ttion. lhe mode can be werridcn by
trol stick.
using roll control stick steering (RCSS) to manually
maneuver the zaircraft. Depressing the autopilot re- 7. Engage either constant track or heading nav sub-
lexse/pitcb control stick steering lever on either con- mode, if required. (Prior to T.O. IF-1 I I (BJA-593) 1
trol stick grip to the second detent will return the
constant track/heading nil\ mode selector switch to
Note
OFF and the roll autopilot/damper switch to the
DAMPER position. Prior to T.O. IF-Ill(B593, if the AFRS 1
is being utilized for attitude signals, a head-
1 AUTOPILOT PROCEDURES. ing sub-mode must he engaged to maintain
the aircraft in a wings level attitude.
Engaging the Autopilot.
I. ADI-Check for normal indications. Selecting the Autopilot Control Modes.

2. Attain n safe altitude and trim the aircraft to the
desired attitude.
f CAUTION
LIIxzl
Do not use altitude hold or math hold suh-
modes dnring transonic speed range. Due to
erroneous static pressure measurement during
flight in the ~milch number range of 0.90 to I
1.10, CADC math number and altitude infor-
. Autopilot operation should not be attempted
mation to the autopilot will vary abruptly
with asymmetrical lateral fuel loading. In this resulting in possible aircraft structurnl dam-
condition the aircraft nny roll off the refer- age.
enced heading and altitude without disengag-
ing the sobmodes.
After the autopilot is initially engaged in attitude sta-
. Do not use the autopilot in the math or
bilization, the pilot may select a single control mode
altitude hold mode during operation in the
ot a wmbination of compatible modes by means of
transonic flight region between 0.90 and 1.10
the mode switches on the ;~ut~,pilot/damper panel. A
math. 10 do so may result in rapid pitch
mode affecting the pitch channel (roach hold or alti-
inputs.
tude hold) may he selected simultaneously with a mode
affecting the roll channel (consmnt track or heading
Note nav). However, two modes in the same channel cannot
he selected simultaneously.
Autopilot operation cannot be engaged at at- I
titudes exceeding ail 30 degrees in pitch and
:k 60 degrees in roll. Note
Ihe flight director system (FDC) provides no

3. Pitch, roll, autopilot/damper, and yaw damper steering commands to the autopilot, therefore
switches-DAMPER. autopilot steering commands are not available
Check that all dampers are operating properly. for ILS. TACAN. MAN HDC or TKR RV
modes of ISC operation.
4. Flight instrument reference select knob-As appli-
C&k.
If attitude signals from the bomb nav system are
reliable, place the switch to PRI. If the AFRS is
l-80
T.O. lF-11 llBIA-1 Section I
1 Selecting Altitude Hold or Math Hold Modes. Man. Note

uelly maneuver rhe aircrafr fo the desired math, alti-
tude, or heading. If roll control stick steering is used fo change
beading in the heading navigation mode, rhe
1 I. Alritudr huld/mach hold selector switch-Select
aircrafr will steer to rhe previous commanded
desired mrrde.
heading when the conrrol stick is centered
butrw-Depress. (Prior rtr T.O.
unles\ rhe autopilot or rhe heading naviga-
cion sub-mode is disengaged
Disengaging the Autopilot.
To disengage all autopilor funcri<ms and place the iair-

crafr under pilot con~n~l, either depress the autopilot
release lever (autopil:,t release/pirch conrrol stick
sreerini: lever to second detrnt afwr TO. 1 F-1 1 l(BlA-
Wii or plact the pirch and roll auropilor/damper
swircbes ro I)AhlPliR. In either case, all the sub-mode
switches will mrave to OFF.
CENTRAL AIR DATA COMPUTER

SYSTEM (CADC).
Constanr rrack/heading nav mode selector swirch

-CONS] T-RACK.
I. Reference engage burton-Depress.
ielecting Constant Track Mode. After l.O. IF-
I I (R)A-iY.3. selecr constant track as follows:
Constant rrack/heading a\ mode selector switch
--CONS? TRACK.
Note
The ground crack reference can be changed

wirhour disenpagin~ the constanr track/head-
ing na\~ mode selecror switch, by banking
anore than T( 2) <lr>;rees or by depressing
rhe CIK button on either control stick nod
manually flying to esrablish the desired track.
ielecting Heading Navigation Mode. Before T.O.

F-l I I (B593. select heading navigation n&e as
OIIOWS:
Instrumenr system coupler mode selecror snitch

-Select CRS SEL NAV. BOMB/NA\. CRS LINE.
or MAN CRS position.
:. Reference enrage butron-Depress.
k&xting Heading Navigation Mode. Afwr T.O.
F-l 1 I (Ri93, select heading navigation m,ode as
allows:
Inscrumenr system coupler mode selector switch-
.wlect CRS SEL NAV, BOMB/N.4\, CRS LINE.
or MAN CRS lwsition,.
Section I T.O. 1 F-l 11 (BIB-1
.i.
5.
6.
7.
8.
).
10
II,
I?.
13.
I-i.
Ii.
ICI.
17.
iIlzx.l
CAUTION
AUXILIARY FLIGHT REFERENCE SYSTEM The AFRS operates on I15 volt ac power from the ac
essential bus and 28 volt dc power from the dc essen-
(AFRS).
tial hus.
lhe auxiliary flight reference system (AFRS) provides
standby or backup attitude and directional informa- FLIGHT INSTRUMENT REFERENCE SELECT SWITCH.
tion. The system consists of a directional and vertical The flight instrument reference select switch (I, figure
gyro platform, cmpss control panel, remote com- I-GO), located on the miscellaneous switch panel, has
pass transrniwx (flux valve), and a control amplifier. mw positions marked PRI and AUX. Placing the
Changes in aircraft attitude are detected by the verti- switch IO the PKI (primary) position supplies pitch,
cal gyro and electrically transmitted to the standby roll and heading information from the bomb nav sys-
:artitude indicator at all times and fo the attitude direc- tern to the following subsystems. as applicable.
tor indicator (ADI) whenever the flight instrument
reference select switch is in the AUX position or in I, Autopilot
event of malfunction of the bomb nav system. The 2. Arritude Director indicator
directional gyro and compass transmitter provide head- 3. Horizontal Situation Indicator
ing information ro the hearing-distance-heading indi- .<. Flight Director Computer
~acor (BDHI) at all times ;md to the ADI and horizon-
5. Terrain Following Radar
tal situation indicator ~HSII whenever the flight in-
scrument reference selecr switch is in the AUX. posi- 6. Optical Display Sight
rirm, in event of malfunction of the bomb nav system 7. Attack Radar
or when the insmoment syzjtem coupler mode selector X. Doppler Radar
knob is in the TACAN or TKR RV positiota The 9. Astro Tracker
vertical gyro is unlimited in roll hut is limited to
~~ 82 degrees in pitch. Ihe directional gyro I.S at& Placing the switch to the AUX (auxiliary) position
rude stabilized by the vertical gyro. The AFRS corn- supplies pitch, roll and heading information from the
pass provides three modes of operation: SLAVED, AFRS (auxiliary flight reference system) to all the
DG (directional gyro), and COlMP (compass:. The above subsystems.
SLAVED mode provides gyro stabilized megneric head-
ing from the remote compass tmnsmicter. This mode is Note
designed for use at latitudes up to 70 degrees. At higher If there is a difference betw&n primary and
latitudes the horizontal component of the earths mag- auxiliary headings, verify DCC magnetic var-
ncltic licld hccomcs too weak to provide reliable head- iation. If the magnetic variation is incorrect,
ing information am1 the DG mode should lx used. the primary heading displayed to the pilot is
In the DC; mode the remote compass transmitter is dis- in error. If the magnetic variation is correct,
connected from the system and the directional gyro the auxiliary heading is in error. When the
operates as it free gyro to provide directional ref- auxiliary heading is in error and it is selected,
ercmcc. Free gyro drift of the directional gyro will not the TACAN magnetic bearing on the HSI/
exceed i I degree per ho~ir. In the DG mode, appar- BDHI is correct but the relative bearing is in
enr drift of the directional gyro doe to earths roration
error. With an auxiliary heading error when
is corrected. rhe COMP mode provides magnetic: head-
primarv heading is selected, the TACAN
ing rlireccly frr,m the remote compass transmitter with- magne;ic bearing and the relative hearing are
out gyro crahilizrric~n. Thi!; mode of operation should incorrect. The CDI, bank steering bar, and
only he used when the AFRS gyros are suslxcted to be autopilot steering corrections are usuelly val-
onreliabl~. AFRS attitude unreliable and gyl:o fast id with primary magnetic heading error on
erection is indicated by the auxiliary attitude (AITX the AD1 and HSI.
AT) caution lamp, the OFF flag on the standby atti-
tude indicator, and the OFF Rag on thu AD1 if it is
receiving attitude information from the AFRS. After AUXILIARY FLIGHT REFERENCE SYSTEM
T.O. lF-Ill (B637, the attitude caution lamp will POWER SWITCH.
light when the auxiliary attitude caution lamp lights.
I The auxiliary flight reference system power switch (9,
figure l-27), located on the ground check panel, has
pi&z-l positions GYROS and OFF. Placing the switch to
GYROS supplies power to the AFRS, the BDHI, and
the standby attitude indicator. Placing the switch fo
Momentary power inrerruptions. such as else- OFF de-cncrgizes these components.
trical bus transfer, may cause the AFRS gyro
to revert w automatic fast erection. If &is AFRS GYRO FAST ERECT BUTTON.
occurs, gyro fast erection will he indicatrd
as descrihcd above for the duration of the The auxiliary flight reference system gyro fast erect
tw.,.minute fast erection cycle. button (6, figure l-60), located on the miscellaneous
l-83
Compass Control
Panel
I. Synchronization Indicafor.
2. Hemirphere Selecfot SWikh.
3. Latitude Correction Knob.
4. Compor. Mode Selector Knob,
5. Heoding Se, Knob.
COMPASS MODE SELECTOR KNOB.
LATITUDE CORRECTION KNOB.
Ihc latitude correction knob (3, figure I-281, located

on the compass control panel. is marked with latitudes
from 0 degrees to 30 degrees. Setting rhe knob to the
latitude at which the flight is being made determines
the rate of gyro drift correction when q~erating in
DG mode and improws heading accuracy when operar-
ing in SLAVED mode.
HEADING SET KNOB.
Note
When moving the knob from the SLAVED

position to COMP, the compass cards on the
HSI and BDHI and the attitude sphere of rhe
ADI will rotate off the heading and immedi-
ately return. This is normal. When moving
rhe knob from COMP back to the SLAVED
position, the compass cards of the IISI and
BDHI and the attitude sphere of the AD1 will
rotate off the heading but will not return un-
til the heading set knob is depressed and held
to null the synchroniztrion indicator.
l-84
T.O. IF-IIlfB)A-I Section I
Description 8, Operation
is not complerciy removed, pitch errors may develop

in the AFKS afccr prolonged aircraft longitudinal ac-
celeration. Therefore, the vertical velocity indicator,
altimeter, and anglewf-arrack indicator should be cross-
checked during aircraft acceleration to insure proper
HEMISPHERE SELECTOR SWITCH.
aircraft pitch attitude. lhe gyro roll erection rate is
reduced to one-fourth of the normal erection rate
whenewr the aircrair hank angle exceeds X.5 degrees.
Note
When operating on AFRS as the primary

source of arricude information. roll info turns
SYNCHRONIZATION INDICATOR. i,f roll rate\ grexwr than one degree per scc-
and and m;lintain at least IO degrees bank
;angle in turns to insure that rhc gyro roll
erecri<m raw is reduced. If the roll erection
race is nor reduced during rums, the gyro
will erect to a false vertical and erroneous air-
craft roll arrirude will be displayed.
AUXILIARY ATTITCDE (AUX ATT) CAUTION LAMP.
AUXILIARY FLIGHT REFERENCE SYSTEM

OPERATION.
WARNING, CAUTION, AND INDICATOR

LAMPS.
Warning, Caution and Indicator Lamps (Typ)
Figure l-29. (Sheet I)

l-86
Figure I-29. (Sheet 2)

Section I T.O. lF-I 1 l(B)A-1
__._s__l-..~. .,.-.
Allowable Differences Between Primary

and Standby Instruments
Date: 19 May 1972
AIRSPEED DIFFERENCE TOLERANCES
I
1 - 10 - 12 - 10 1 -11 1 -10 1 -11 1 - 5 1 -10 1 01 -10

1
300 + 17 + 16 + 18 + 16 + I9 + 16 + 20 + 15 + 19 + 1~1
-:I5 -16 -I4 --I6 -13 -I6 -12 - 17 - 13 -21
- 118 - 21 - 17 - 22 - 16 - 23 - 22
25 33 23 + 28 + 25 + 26 + 2.1
500 -,- 31
:21 + + + Note 4
- 27 - 19 - 29 - 24 - 27 - 26 - 29
600 + 34 + 21 Note 4 + 28 it 25 + 26 + 23 + 26 + 2,2
-- 18 - 31 - 24 -- 28 - 26 - 29 -26 - 30
I L I . I 1
ALTITUDE DIFFERENCE TOLERANCES

I
+ 405 + 145 + 690 + 75 + RR5 + 500

Note 4
+- ,/ti - 195 + 140 - 140 - 325 - 660
+ 700 -- 90 + 655 + 225 +. 570 + 180
+ 340 - 430 Note 4 - 135 - 545 - 590 - 980
Note 4 + 565 + 105 + 395 - 90 + 590 + 5.<:0
+ 15 - 425 ~ 395 - 86) - 590 - 620
NOTES: 1. Enter tables at primary instrument readings to obrain upper and lower limits on differences.
2. Suhrracr primary reading from standby reading to obtain difference (may he negative).
3. Do not interpolate acrossheavy lines.
4. Check not recommended at this condition.
5. Difference limits include indicator and CADC tolerances, and standby instrument position error.
6. Primary and standby altimeter set to 29.92 for the checks.
*Prior to T.O. lF-111 (B)A-554
**After T.O. IF-1 I l(l31A-554
Figure l-30.
l-89
Section I T.O. lF-1 ll(B)A-1
Reduce Speed Warning Lamp.
TRUE AIRSPEED INDICATOR.
STANDBY INSTRUMENTS.
Airspeed Indicator.
Altimeter.
T.O. 1 F-l 11 (E)A-1 Section I
Figure l-31.
l-91
,-~ ___I__ ,.,.....,-.-.~ .,.___ -,.-._.~-

Section I 1.0. lF-1 1 l(B)A-1
tame-to-st;ltion signals arc too weak or here is a loss

of lock-on to TACAN distance signals. Magnetic head-
ing of the aircraft is shown by the index at the top~of
the insrrumunc and the compass card. A pointer desig-
nated as No. 2 is servo-driven and receives signals from
a tA(:AN coupler. Bearing information is read from
rhc! coll,,s c;ud under the pointer tip. The No. 2
pointer is positioned concurrent with the No. I point-
er and rofnws wirh it. [he number I pointer is deacti-
wad, therefore il wilt not be visible The BDHL receives
heading information from the auxiliary flight refer-
ence system (AFKSI. lhe scr index knob located on the
lower right side of the indicator is used to set the
heading index to a d&red magnetic heading. Once
sec. the index rotates with the compass card. A Rag
marked OFF will appear in the window when the
BDHI is not energized or when power is not available
to the compass card.
INTEGRATED FLIGHT INSTRUMENT SYSTEM.
- Ccnrral air data cornpurer (CADC)

* Auxiliary ftighr reference system (AFRSI
* Insrrumcnt landing system (ILS)
- T;lcricat air navigation system (IACAN)
* Terrain following radar (IFR)
* Radar homing and warning system (KHAWS)
. Blb a\ sysrem
. Artack radar system
* K;ld;lr ~Ilrimerer
* Optical display sight (ODS)
. Dual homhing rimer (DWI)
T.O. lF-11 lWA-1 Section I
features to check reliahiliry and isolate malfuncrions. airspeed math indicator. In Aight, the angle-of-attack
The AM1 and AVVI receive power from the left main prohe generates an indicated angle-of-attack signal
ac bus. The HSI receives 1 I.5.volt x from the ac esscn- which is sent to the CADC :xnd corrected to true angle-
tial hus through the ISC. The ocher componenr,; of the of-attack. This correction is necessary since the indi-
system operate on 115 volt and 26 volt ilC ,W! from cated angle-of-attack contains position errors due to
the essential xc bus ;and 2X volt dc power from rhe cs- aircraft configuration as well as speed. The position
senrial dc hos. error correction made in the CADC is accomplished as
a function of mnch number only, even though the ac-
Airspeed Mach Indicator. tual position error is also a funcrion of Aap and stat
configuration. Since flap and slat information is not
The airspeed math indicator (AMI) (figure l-32) pro- supplied to the CADC, the correction cam is mecha-
vides remote reading vertical presentations of true nized such that between math 0.45 and 0.30 the posi-
wing angle of attack, 6 acceleration, math airspeed tion error correction is changed linearly from the Haps
and maximum safe math on vertical moving scales. and slats retracted value IO the Rp and slnt exrended
Readour wirrdows below each moving scale presenr vduc. Between these two math numbers the AxIs and
digital values for g acc-eleration, math, and airspeed. slats would he extended and the takeoff and landing
Slewing switches for setting reference math and air- configuration fully srlecred hy 0.3 math. If the aircraft
speed markers are located on the bottom of the indi- is decelerated below ma& O.-i5 without extending the
cator. The slaving switches (54 and 52, figuns l-32), flaps and slats or accelerated past 0.3 with the flaps
provide it manual means of setting commancl math, and slats extended. the position trror correction applied
and command airspeed mzukers. The value se!: is dis- by the CADC wilt he in error and the angleof-attack
played in the command readout window ahow the indicator will no longer read rhe true aircraft anglc-
respective slaving switch. The command airspeed of-attack. For the Asps and slats retracted case, the
slaving switch has a side detent position. This allows angle of atrack indictor will read lower than trwz angle
the command airspeed readout window to display a of nttack below math 0.15. The error will increase
ronrinuous digital airspeed in knots. When in the de. linearly from 0 error of much O,,.li (approximately 300
tent position rhe command teature is lost, as tlx com- KIAS at S.L.) to 1.7 degrees at 0.30 (approximarely 200
mand marker remains at the fixed index line. The com- KIAS at S.L.). Below math 0.3 the error remains con-
nrand math stewing switch does not have a derent po- stant at 1.7 degrees. For the Haps and slats extended
sition. Signals for operation of the various scales are case, the angle-of-attack indicator will read higher than
provided from the central air dam computer, maxi- true an&of-attack above math 0.30. The error will
mum salt math ~~sscml,l~. :.md remote accelerometer. In increase linearly from 0 error at math 0.30 to 1.7 de-
rhe event of power failure, OFF warning flags will ap- grecs ar math 0.45. Above math 0.15. the error re-
pear across rhe math number and airspeed scales. The mains constant at 1.7 degrees. Since rhe angle-of-attack
(OFF) airspeed uwning fl:lg will appear in the event of indexers are commanded hy the snmc sign;11 from the
a malfuncriotl or failure in the airspeed section of the CAVC as the indicator, the on-speed lamp will he lighr-
AM1 or CAIZ. The circuit hrcakcr for the airspeed ed when the ra,x rends 10 degrees even though the frue
math indicator is Iocnted cm the left main ac bus. Pres- angle-of-attack mny not he 10 degrees. Anti-icing is
mmtions rm the face of the indicator are from left to provided to the angle-of-atcxck probe. The heating ele-
right. ments receive power from the main ac bus and arc con-
trolled by the pitot/prohe heat switch and the squat
switch on the main gear.
NOW
The airspeed indicated on the airspeed math NOte

indicator has lxen calibrated for pirot-static
syswrn errors hy the CAVC and, therefore, is Since the angle-of-attack indicaror and in-
acrually KCAS (knots calibrated airspeed). dexers arc commanded hy the CAVC, these
However, this airspeed is referred to as KIAS instruments wilt be inoperative if the CADC
(knots indicated airspeed) throughout this is not operating.
manw~l, since it is wad directly from the in-
struments. Angle of Attack Indicator. I he angle of attack indi-
cator. located un the airspeed-math indicator, indicates
in degrees rhe angular position of the wing chord in
Angle of Attack Indicating System.
relation to the aircraft Aight path and is primarily used
The angle-of-attack indicating system is composed of a for approxh speed monitoring. The vertically mov-
conical probe transmitter located on the left side of the iog tape displays angle of attack from minus 10 degrees
aircraft fuxlagu, an angle-of-attack correction cam ia to plus 25 degrees. The angle: of attack indicator is
rhe central air data computer (CAVC), two iangle-of- operated hy means of synchro signal received from the
attack indexers and II wrtical scale read-our on the central air data computer.
1-93
Section I T.O. IF-IIl(B)A-1
Integrated Flight Instruments

AMI AVVI
ADI 22 l! 2p 25 2.s
62 -27
61
-28
60 -29
59 -30
58
57
-31
56 55 54 i3 52 -42
I. Angle of Attack Indicofor. -43
2. Acceleromefer.
3. Mach Indica,or.
-44
4. Airspeed Indicator.
5, Turn und Slip Indicator. -45
6. Bank Stole.
7. Attitude Warning Flag.
8. Glide Slope Warning Flog.
9. Glide Slope Indicator.
10, Glide Slope Deviation Scale,
I I. Pitch Reference Scale.
12. Courre Worriing Flag.
13. Bank Pointer. 50 48 41
14. Bank Steering Bar. HSI
15. Attitude Sphere.
16. Heading Reference Stole.
17. Horizon Bar. 32.
is. PilCh steering hr. 33.
19. Miniature Aircraft. 34.
20. Pitch Trim Index. 35.
21. Pitch Trim Knob. 36.
22. Vertical Velocity indicator. 3:.
23. Vertical Veldy Index. 38.
24. Vernier Altimeter. 39.
25. Coarre eltimeler. 40.
26. Grorr Alfimeler. 41.
27. Fixed Index Line.
Angle of Attack Indexer. An angle of attack indexer to the amount the slaving switch is displaced from
(5, figure l-6 and 17, figure 1.311 is located on either its normal center position. The maximum allowable
side of the glare shield. Each indexer cons&s of 3 math is indicated by a diagonally striped maximum al-
lamps arranged vertically. The low speed symbol, the lowable math marker which norm;~lly rests at the
top V-shaped red lamp, lights when the angle of attack bottom of the mech scale. When maximum allowablr:
exceeds 10.5 degrees. The on speed symbol, the center speed is approwhed, the marker will climb toward the
donut-shaped green lamp, lights between 11.0 a~nd 9.0 lired index line. The maximum allowable math
degrees. The high speed symbol, the bottom inverted marker will show on the scale depending on the air..
V-shaped amber lamp, wilt light when the angle of craft wing sweep position, pressure altitude, and true
attack is less than 9.5 degrees. The indexer lamps func- temperature. lhe maximum allowahte mech market
tion only when the landing gear is in the down posi- is operated hy an electrical signal from the maximum
tion. A dimming rheostat, located on the side of the safe math assembly (MSMA).
indexer, controls the intensity of the lamps which
Airspeed Indicator. The airspeed scale on the right
receive 28 vdc power from the main dc bus. On aircraft
column of the airspeed-macb indicator indicates air-
modified by T.O. IF-Ill-891 the angle-of-attack in. speed on a mob ing scale read against a fixed index.
dexer lamps receive power from the 28 vdc essential The scale is calibrated in 10 knot increments and dis-
bus.
plays numer;~Is ;tt each 20 knot intervals from 100 to
Accelerometer. The accelerometer, located adjacent to 200 knots and each 50 knot interval from 200 through
the angle of attack indicator, provides normal g 1000 knots. At speeds below 50 knots, the scale wilt
(load factor) information. The g forces being sus- continue to read 50. The airspeed scale is operated by
tained by the aircraft are continuously shown by the electrical signals from the CADC. If there is a detected
acceleration scale read against a fixed index lint. The instrument f;tilure or airspeed signal failure within
tape scale is graduated from minus 4 to plus IO g. the CADC. the IAS monitoring flag marked OFF will
The presentation on the digital readout is from 0.0 to appear across the airspeed scale. A command airspeed
9.0 g. During negative acceleration a shuwcr will marker and command airspeed readout window be-
appear across the acceleration readout window. The low the scale indicates selected command airspeed.
accelerometer and readout window are actuated by Command xirspeed setting is controlled by the com-
electrical signals from the remote accelerometer. mand airspeed slaving switch under the command
;Grspeed readout window. When selecting a command
airspeed, stewing speed is proportional to the amount
Note the slewing switch is displaced up or down from the
center position. Once the comoxmd airspeed is set into
During abrupt pitching maneuvers, the g the commaod airspeed readout window, the command
build-up may exceed the 2 g per second airspeed marker remains at the top or bottom of the
maximum speed of the accelerometer tape. If display column until the selected command airspeed
this occurs, the accelerometer indicator re:ad- comes into view on the moving scale, at which time
ings wilt be less than actual aircraft accetera- it will synchronize and move with the reading on the
tion levels. scale. lhis will be the same reading as shown in tbe
readout window.
Mach Indicator. The math scale in the center of the
airspeed-math indicator indicates true math number, Note
which is shown on a moving scale and is read against
If the slewing switch is moved to the detented
the lixed index. The scale is calibrated in hundredths
position on the right, the command airspeed
and show,s numbers in the tenths from Cl..4 through 3.5.
marker will align with the fixed index and
At slweds below math 0.4, the scale will continue to
continuous digital presentation of the air-
read 0.4. The moving sc;du is operated by electrical sw~;jo;~ll then be displayed in the readour
signals from the CADC. A command math marker and
command math readout window indicate manually se-
tectcd command math. The command math marker
remains at the top or bottom of the display column Altitude-Vertical Velocity Indicator.
until the selected command math comes into view on
the math scale, at which time it will synchrorlizc and lhe altitude-vertical velocity indicator (AVVI) (figure
move with the scale. lhe elected true mnch is oumcr- l-32) provides remote reading presenrations of attitude
ically displayed in the command math readout ,window and vertical vekxity on vertical moving scales. Read-
at all times. Command math setting is controlled man- out windows across the bottom of the indicator present
ually by the command math slewing switch uoder the digital readout of barometric pressure and command
command math readout window. When selecting a altitude. A barometric pressure set knob and command
command math number, stewing speed is proportional altitude slaving switch arc also located on the bottom
Section I 7.0. IF-I,I(B)A-I
l.O. 1 F-l 11 (WA-1 Section I
Instrument Warning Flag Analysis
lfi. RECOMMENDED ACTION

I
All displays nor reliable. Use standby airspeed
indicator.
I
In View Airspeed display not reliable. CJsc standby airspeed
(CADS) indicaror.
I
c-au tion
lamp Out -.__
lo View Only accelerarion display IJse standby airspeed
(CADS) reli;lble. indicator.
caurion
hmp on
Out of View Only airspeed and normal ac- IJsr airspeed and altitude for
(CADS) ci,lw celernrirm displays reliable. math number determination.
tion lamp on
-__
Altitude in View All displays not relixhle. Use standby altimerer and
Warning, standhy vertical velocity
Fhg indicator.
--..-
-__- ,
In View Only turn and slip reliable. Use standby attitude
inrlicatc,r.
Use HSI course deviation

indicator.
Use other landing mode
s~srem.
Lise AD1 heading and BDHI

TACAN bearing and
distance.
Llse be;xing-distnnce-
heading indicator.
__..- - .~-
Use ADI bank steering bar.
_____ ____-
Use HSI.
- __-
Range In View Range indicator not reliable. UseHSI. I

Warning Flag
A-
irandby Power (OFF) In View Displays not reliable. Use ADI.
Attitude Warning Flag
ndicator , .-
Figure I-33.
l-97
section I T.O. 1 F-l 11 @)A-1
Instrument System Coupler Pitch Steering Mode

Switch.
lhe instrurnunt system coupler pitch srecring mode

switch (12, ligure l-h), located on the instrument sys-
Iem cw~pler control panel, is a three-position switch
marked AI.I KFL (altitude rcfcrencc). OFF, and IF
(terrain following). The switch is solenoid held in
eirhcl- the ALI KEF or 11: position, when used with
a comlx~~ihle position of the insrrumcnt system coupler
m~nle sclcc~or knob. When the switch is placed in the
ALI KIIF position, pitch steering comm;mds, refer-
enced ro the pressure alrirude ar the time chc switch is
engaged, will lx displ;tyed on the pitch steering bars
on the attitude director indicawr (ADI) and optical
display sight CODS). The ALI RIiF position is com-
ptiblc with all positions of the instrument system
coupler m<,dc selecror knob except IKK RV; how-
ever, when rnnking an ILS or AILA approach, the
switch will automarically return 10 OFF when the glide
slope is incercel~ted. The switch will not hold in the
ALI RIIF position if either TFK channel is in the TF
mode and is operating normally. When the switch is
placed ro the TF position, pitch steering commands
referenced ro the altitude setting of the terrain follow-
ing radar will he displayed on the pitch steering bars
on the AIlI and 01%. Lhc IF position is compatible
with all positions of the insrrunwnr system coupler
mode wlecror knob excelx ILS, AILA, and TKR RV.
However, with the knob in CKS SliL NAV. BOMB/
NAV and CRS LINE position, the switch will return
to OFI: when a weapon delivery pull-~~t~ signal is ge-
crated.
Note
Altitude reference sub-mode limits are 5500

feet from the reference pressure altitude. If
tlw set limits are exceeded, the reference
al~itodc will change by the amounf that the
altitude limirs arc exceeded.
T.0. lF-11 I @)A-1 Section I
Instrument System Coupler Mode Selector Knob. then initiated, the fly-up command will be terminated
and the warning lamp will go out when the aircraft is
The instrument system coupler mode selector knob above the altitude set on rhe radar altimeter. lhe pitch
(12. figure I-h), locared on the instrument system cou- steering bar commands will bc regained once the glide
pler conrrol panel, has eleven positions. Ten positions slope indicator is reccntercd or by placing the pitch
of the knob are activated and nre marked OFF. ILS, steering mode switch ro ALT REEFwhen level off al-
AILA, TACAN, CRS SEL NAV, BOMB/NAV. CRS rim& is reached. In the event en ILS approach or
LINE, MAN CRS, MAN tiDG, and 7~KK RV. An AILA is begun from above iOO0 feet ;~bsolute alti-
uomxrked position is provi&d for rhc installation of tude the radar xltirude low warn+ lamp will light
nen- equipment. The knob must be depressedto change and the pitch sreering bars on rhe AD1 ;md ODS
positions. For instrument system coupler modes versus will momentarily indicate a fly-up wrnmand when rhc
ADI and HSI indications refer to figures I-34 and I-35. aircraft descends through iOOO feet. In this case the
For ADI and HSI steering indication limits wfer to fly-up command can he terminated and the lamp will
figure I-16. The knob positions provide the following go our by taking the above action.
functions:
The AILA (airborne instrument low approach)
In the OFF position, the steering bars and OFF flags position provides rhe capbility of making instrument
are biased out-of-view on the AD1 and ODS leaving letdawns and approaches to runways not equipped
attirude and heading displays for use during GCA and with ground based lerdowo systems. The bomb/nav
other similar type operations. sysrcm in conjunction with the attack radar is used to
correct the present position longitude and latitude and
lhe KS (instrument landing system) position pro- will furnish simulated localizer and glide slopu infor-
vides the capztbility of Ilying ILS approaches I:O run- nution to provide the same indications on the ADl,
ways equipped w,ith localirer and glide slope tr:rnsmir-
ODS, and HSI ns when using the 1LS position.
ters. Localizer steering commands are displayed by the
bank steering bars on the a.ttitude indicator (ADI) and
ODS and course deviation information is diziplaycd Note
on the course deviation :indicator of the horizontal
sirution indicator (HSI). Pitch steering commands During AJLA approaches, when the bomb
w+ll he dirpleyed on the pitch steering bus on the AD1 nav system is furnishing simulated localizer,
and ODS if the pitch steering mode switch is in the the pitch steering bar will be srowed if the
ALT REF position. When the glide slope bex~~ is in- deviation from the simulated locnlizer exceeds
tercepted the pitch streriog mode switch, if cm, will 2: 2.5 degrees or if glide slope deviation ex-
return co OFF and glide slope steering commimds will weds i 0.9 degrees (2 dot glideslope devia-
then Ibe displayed on the pitch steering bars on the tion equals 0.7 degrees).
AD1 and 01X and glide slope deviation will be dis-
played r,n the ADI glide skqx deviation indicator and
on the left deviation indicator on the ODS. The IACAN (tactical air navigation) position pro-
vides the cqxlhiliry of making instrument approaches
and flying zt selected course to or from R TACAN sta-
Note tion. The course arrow and the course selector window
are set to the desired course to be flown using the
9 Once the glide slope is intercepted, a glide course set knob. Course steering commands are dis-
slope deviation of more than two dots as played on rhe hank steering bars on the ADI and ODS
measured on the glide slofx deviation scale and course deviation information is displayed on the
will CRUX the pitch !,tecring bar on the ADI course deviation indicator and hearing pointer on
and ODS to drive out of view and remain the HSI. Distance from the TACAN station is dis-
out of view until th? aircraft is repositioned played in the range indicator window on the HSI. The
hack on rhc glide slope. beariog pointer will indicate the magnetic bearing to
. Also at glide slope intercept the bank steering the station.
bar reference is switched from normal (25
deg:ree,l to approzlch reference (15 dcgrccs). Note
Refer t<, figure l-36.
The flight director computer is limited to a
40 degree hank angle.
With rhe radar alrimetcr operaring and set for a min-
imum ;rlritude penetrarion, rhc pitch steering bars on
the ADI and ODS will indicate a fly-up command and The CRS SEL NAV (course select navigation) posi-
rhe rad:~r altitude low warning lamp will light when tion provides the capability of approaching a selected
the aircrafr penerrata the set altitude. If a pull-up is desrinarion along a selected course other than the most
l-99
.:---- .___
,,,.,,_,l_l._. .~ ~.
Section I 1.0. lF-I 1 l(WA-1
/SC Mode Selector Knob Positions vs ADI lndicotions

ISC MODE SELECTOR KNOB POSITIONS
In view in alt ref

and when G/S Out of view unless TF or ALT REF is selected
(Now 2)
Mag hdg from B/N or mag hdg from AFRS if pri hdg caution lamp is lighted, or mode selector
knob is in TACAN or TKR RV.
-0.1r of View-
Out of Our of
view view
Our of view when lateral steering
I:; valid fr B/N
--Our of View-
Normal condition-Out of view.

Abnormal condition--In view, disregard AD1 and use stby att ind for attitude and ODS for pitch
TF or ALT REF
Note 1: ALT REF is useable prior to intercepting G/S. When G/S is intercepted the ALT REF is auto-
matically disengaged by the FDC in ILS or B/N in AILA mode.
Vote 2: TF or ALT REF is automatically disengaged by the pull up signal from the bomb navigation set
when in LADD weapon delivery mode, and a command pull up is displayed on the AD1 and
ODS.
Figure l-34.
l-100
1.0. 1 F-l I 1 (WA-1 Section I
/SC Mode Selector Knob Positions vs HSI Indications

ISC MODE SELECTOR KNOB POSITIONS
CRS BOMR/ CRS MAN MAN TKR

OFF IL.5 AIL.4 IACAN SEL. NAV NAV LIRF CRS HDG RV
Not Used f ser Idg Used f Used f ser Not Not Used
Used approach crs in set desired us Used Used to set
Nor IJsed
in set window TACAN des crs
crs
Used to Nor
-Not Used- set Used
desired
mag hdg
Heading fr B/N sys when sel, or mag hdg fr the AFRS when pri hdg caution light is lighted or
AUX is sel, except TACAN or TKR RV modes which uses AFRS mag hdg only. (Note 1)
Fix at Ground track

last set from
the <c,s set knob
fr
Not Used-
Lateral dev fr B/N
Center
Map hdg Bearin:

Indicates computed course from B/N.
1 Normal Condition-Out of view.

Condition-When in view, disregard HSI and AD1 in MAN/HDG mode and use
BDHI or ODS.
Indicates distance to TACAN stiltion.
Out of view--Not Used
Note 1: Primary mag heading ,display will be true heading plus or minus mag variation.
Figure l-35.
l-101
Section I T.O. 1 F-l 11 (B)A-I
HSI and ADI Steering Limits

ILS AILA I 1 CRS 1 AL7
SEL t lOMB CRS MAN MAN TKR REF
Norm. A@r, Norm. A$@. TACAN NAV NAV LZNE CRS HDG RV Sub Mm
2 Dot Displ NW
Not Not Not
of (HSI) CRS 2.5. 2.5;: 2.5 2.5 10~ 10 10: 100 100
IJsed Used Used
DEV IND Bomb
2.5*
5.oot
*
2 Dot Displ
of AD1 G/S
1 DEV IND
AD1 Bank
Steering
Pointer Roll
Limit
AD1 Pitch
Steering
Not Used 200
Pointer Pitch
Limit
Specified limits are established by the flight director computer and the applicable sub-system supplying the signals
and are not affected by the ODS.
*Prior to T.O. IF-Ill(B *
iAfter T.O. IF-Ill(B
Figure I-36.
direct roufe. This provides the capability of avoiding on the hank steering bars on the AD1 and ODS and
weather, obstacles, and enemy areas. To commence the course deviation is displayed on the course deviation
course select navigation procedure, depress the desrina- indicator on the HSI. The course sef knob and the
tion selected sequence point pushburton, select CRS heading set knob are inoperative in the BOMB/NAV
SEL NAV on the instrument system coupler and set mode. The course arrow and course selector window
the selected course in the HSI course selector window. display current magnetic ground track from the bomb
This establishes a course signal ro the bomb nav sys- nav system.
tem where a course error signal is developed. When
the selected course is set in the HSI, a right or left The CRS LINE (course line steering) position pro-
steering signal is generated for the AD1 and ODS bank vides steering commands to steer the aircraft along the
steering bars. This signal depends on (I) aircraft posi- computed great circle course herween the pasr desrina-
tion in rclarion to selected course, and (2) aircraft tion and the current destination. If the aircraft deviates
ground track in relation co the ground track required from this computed great circle course, this mode will
to make good on approach flight path,. The HSI course provide steering commands to return to course by the
deviation bar will he displaced two dots until within shortest route.
10 degrees of the selected course. To intercept the se-
lected course ar a predetermined position it is necessary The MAN CRS (manual course) position provides
to maintain the bank steering bars centered. When the the capability of flying a manually selected course in-
aircraft is on the selected course rhe heading marker stead of a bomb nav system computed course. This
and course arrowhead will he aligned t drift correc- position can be utilized to fly a constant course while
tion. taking a fix, changing destination, or working a navi-
gation problem. The desired course is set in the course
The BOMB/NAV (bombing navigation) position
selector window of the HSI. The selected course is
provides steering information from the bomb nav
compared with actual course by the bomb oav system,
system to steer the aircraft fo a weapon release point
or to a selected destination depending on a position and an error signal is provided to display course steer-
of the bomb nav function select knob. When the bomb ing commands on the bank steering bars on the AD1
nav function select knob is in the BOMB RADAR or and ODS and course deviation information on the
NAV positions course steering commands are displayed course deviation indicator on the HSL
I-102 Change 1
T.O. lF-11 I (B1 Section I
The MAN HDG (manual heading) position pro-

vides the capability of flying any desired heading when
use of the bomb nav system is impractical or inefficient
or when the system is inoperative. The heading marker
on the HSI is set to the desired heading on the compass
card hy using the heading set knob. Turn the air-
craft to center the hank steering bars on the AD1
and ODS. Any deviation from this heading will
generate a steering command on the bank steering
bars on the ADI and OLS If the bomb nav system
is inoperative, the course set knob should be uxd to
set the desired heading in the course selector window.
This will provide a digital readout of the heading
aml align the course arrow with the heading marker
to reduce the possibility of heading confusion.
Note
The pitch steering bars on the AD1 and ODS will he

xctivated and indicate the necessary pitch steering
correction (aircraft angle OF attack plos radar antenna
tilt angle) to rendezvous with the ranker.
Instrument Test Button.
The instrument test button (7, figure l-27). l~rcated

on the ground check panel, is prwicled for ground
checking and troubleshouting of the integrated flight
imtrwnents, the inrtrumrnt system coupler, the attitude
I mrmitor system, and the total temper;~ture indicator.
Depressing and holding the button will provide a set
of predetermined jndications on the above instruments.
Tmt indic;ltiuns on the ADI ;rnd HSI will he cumpat-
ible with the normal indications expected for each
mode sel~ctcd by the instrument system coupler mode
scIector knob. Tests s&r-ted with the bt~tron are corn-
pletely indupendcnt of the CADC.
Note
After T.O. 11:-l I I CII)A.-637, the attitude man-

itor syswm is also chwked hy the instrument
rest butr~l. Refer t<, Attitude Monimr Sys-
I tem, this section.
-,.. . ..-.... .__..~-_.,-_-,_- _____ -..-,. - -.-.- --

Section I 1.0. IF-1 1 I(B1
Description 8 Opemtion
pnmmnaniratinne
. ,...,, Y.,.Wl..W..
and
I.._
Avinnirc
n-.--.-w-
Fardnmnnt
-w#L.r..-w...
Type D&g&iO# Function Opt!WtOr RMZge
UHF AN/ARC-l09 Air-to-air and air-to-ground Both Line-of-Sight

RADIO voice communication
-
HF RADIO AN/ARC-l 23 Air-to-air and air-to-ground Right 5000 miles
long range voice cummuni-
c:ations
_---
RADIO Both
BEACON SET
INTERPHONE AN/A%25
IDENTIFICA-
AN/ARN-52
tam-e informaton m TACAN
Glide Slope
25 NM
4
RADAR Provides precise altitude Left O-5000 feei
ALTIMETER measurements from 0 fO
I
5noo feet
- -- -
IERRAIN / Provides all weather, low Left Line-of-Sight
FOLLOWING 1 i altitude terrain following, up to I5 miles
RADAR 1 obstacle avoidance and blind
/ letdowcr capability
...+~~- ,,,..--~ ---..-~ .~-
BOMBING- MARK 1 B
NAVIGATION
iYSTEM
ATTACK Right Line-of-Sight up

RADAR to approximate-
ly 200 miles
RADAR AN/APX-78 Right Line-of-Sight up

TRANSPONDER to approximnte-
ly 200 miles
3PTICAL ANIASG-25 Left Line-of-Sight

DISPLAY
SIGHT
i
l-104
1.0. IF-1 111RIA-1 section I
tu select the antenna which receives the first usable

signal; however,
may be manually
either the
selected.
upper or lower antenna UHF Radio ControlL.
Panel iTypical)~~.l*
1 ? 3
/! .j
Figure l-38.
that of the channel selected. lhere are 20 chxmels,

numbered 1 through 20, that may be individually se-
!ected. The number of the channel selected is displayed
in a window above the knob. Frequencies for etch
channel arc written un a channel frequency log Ixated
under the pilots glare shield. Frqtwncies of the preset
channels can be change2 during flight.
UHF Radio Manual Frequency Selector Knobs.
Four thumb actuared UHF radio manual frequent!

selecror knobs (6. figure 1.38). located on the UHF
radio control panel, are provided for manually selecr..
ing frequencies. Manual frequency selectitm can be
made in steps of 50 kilohertz from 115 through 399.9i
nw~:therrz. The first selector knob will selecr the hrst
two digits of rhu desired frequency. lbe suomd. third
and fourth knobs select the third. fourth and fiftlt
frequency digits respectively. The selecred frequency
is clisplxyed in a windon on the face of the IHF ritdio
conrrol panel.
UHF Radio Volume Control Knob.
--.._,_.._ - ..-- -... --.~ ._......_---.,-- -.-, -_ - -.-.-~-,_-^ ^___ ---

section I t.0. lF-I II @)A-1
Squelch Switch. UHF Radio Frequency Indicator Window.
The squelch switch (3. figure l-38), located on the UHF The UHF radio frequency indicator window (5, figure
radio control panel, is a two-position switch marked l-38). located on the UHF radio control panel, indi-
DISABLE and NORMAL. The switch is provided so cates the frequency selected for transmission or re-
that the squelch can be selected for compatibility with ceiving. The window has five digits, which are set by
the strength of the signal h&g received. Placing the frequency selector knobs below the window.
switch to DISABLE turns off the squelch. Placing the
switch to NORMAL turns the squelch on. HF RADIO (AN/ARC-123).
Aircraft m # and those modified by T.O. lF-ll l-863

Tone Button. are equipped with a AN/ARC-l23 radio. The HF
radio provides long range high frequency single side-
The tone button (2, figure 1-381, is located on the UHF hand air-to-air and air-to-ground communications. The
raJio control panel. With the UHF radio in operation, radio operates in three modes: SSB, single side band;
depressing the button will interrupt reception and AME, amplitude modulation equivalent, and FSK,
transmit R continuous wnve (CW) 1000 Hz tone signal frequency shift keying. The FSK position is inopera-
,>n the selected frequency. tive at this time. There are 280,000 channels available
in 100 Hz increments in the frequency range of 2000
Channel Set Pushbutton. through 29,909.9 kilohertz. Components of the sys-
tem include 21 receiver-transmitter (RT) unit, ampli-
The channel set pushhutton (7, figure I-ix), located on fier power supply, control panel, atea, coupler,
the UHF radicl control panel, is used to set or change antenna coupler control, and remote capacitor. The
preset channel frequencies. The button is only effective RT nit, amplifier power supply and antenna coupler
when the mode selector switch is in the PRESET posi. controls are located in the right forward electronic
tie. With the mode elector switch in the PRESET bay. The antenna coupler is located in the aft fuselage
position and with the preset channel selector knob set helow the antenna which is a part of the vertical sta-
1 the desired channel. depressing the hutton will set hilizer and dorsal fin. The remote capacitor is located
the frequency selected in the manual frequency win- at the forwanl tip of the dorsal fin. Refer to figure
dow into the desired channel. The hutto is rcccssed l-55 for antenna location. The atenna is impedance
in it guard to prevent inadvertent xalation. matched to the receiver-transmitter. The system in-
corporates self test features for maintenance trouble-
Transmitter Selector Knobs. shooting. The control panel is located at the right
crew station on the right console. Once the system is
Two transmitter sclecnx knobs (3, figure l-40), labeled placed in operation either crew member can se the
INT. IIHF-I. UHF.2 and HF. are Ioated on the left cquipmcnt. lhe radio operates on I15 volt ac power
and right um~munications control panels to select fnlm the right main ac bus.
either the IJHF or IIF radio or interphone as desired
f<,r transmission. HF Radio Mode Selector Knob.
The HF radio mode selector knob (7, figure l-39),

Microphone Switches. located on the HF radio ~ot~ol panel has four posi-
tions marked OFF, SSB, AME and FSK. In the OFF
A three positi,r spring Ioadcd, pivot type microphone position the system is deenergited. Rotating the knoh
switch mark4 1RANS and INPH with an unmarked fo SSB, lwovides single side hand capability of opera-
off ccnrer position. is located on each right rhrottlc tion. The AME position provides the capability of
(5. figure l-5). Ic is spring loaded to the center OFF ;uoplirudc modulation equivalent capability of opera-
position. tion. lhe FSK position is inoperative at this rime.
UHF Radio Antenna Selector Switches. HF Radio Frequency Selector Knobs.
Six HF rxlio frequency selector knobs (I. hLfiure I-39).

Io~~~ted on the HF radio ~nntrol panel, provide n means
ot scrtinp desired freqwncics. Each knob has an indi-
c\t~r line rlr;two to the window it controls on the
frcqucnry indicators. To prevent selection of frequen-
cies hcl~~w .?OOO KHz. the 1000 KIIz and 10,000 KHz
knobs arc interlocked. In order to select 0 with the
IO,lN10 Kllz knob, 3 1 through 0 most he ,esenr in the
1000 Kl lz window. In order to xlea it I or 0 with the
1000 Kllz knob, i, I or ? must hc ,xesent in the 10,000
Kllz ,vindo,v,
l-106
X.0. lF-I 1 I (B1 Section I
HF Radio Note
Adjustment of the noise blanking control

Control knob is not critical.
encountered, rotation
If high
of the
impulse noise is
knoh will blank
Panel the noise without affecting voice signals.
Volume Control Knob.
The volume c<mtr<>I knob (4, figure I.%)), located on

the I-IF radio control panel, is labeled VOLUME.
When the knoh is rotated clockwise the audio outpul
is increased.
Note
. For most ;rpplirations the volume control

knob should be set to obtain approximately
the same audio level as the UHF to balance
the audio out of the interphone. After this
balance bns heen ohtained, any addition au-
dio volume corrections should he made with
the interphone volume controls.
. Care should be exercised in the use of tbis
control as audio can be dis;ibled if this con-
trot is set too far counterclockwise.
Squelch Control Knob.
The squetcb control knot, (2, figure t-39), located on

the I-IF radio control panel, is labeled SQUELCH and
is used fu adjust the threshold of squelch operarion
in the SSB or AME mode. Adjustment of the wlwtch
must be-done after the other controts have been ser.
First place the squelch control fully clcxkwise. Then
with n<, signal on the channel. turn the squelch control
connrerctockwiw slowly until the noise is subdued. Ro-
rate the controt knob slowly clockwise and find the
place where the set breaks in a4 out of squelch. This
is the proper squctch adjustment for rhe prevailing:
noise conditions. If fhe noise conditions change, the
squclcb mtxst be rendjust4. If desired signals are
found to break in and out of squelch, adjust fo 1
higher clockwise position or operate without sqnetr:h.
Note
Care must he exercised in rhe use of this con-

trol as the receiver audio can be disabled if
rhc squelch is set roe far co,lnterctockwise.
RADIO BEACON SET.
A radiu beacon set. located bebind rhe left sear (IS,

figure l-77). is provided for use as a survival radio fu
aid in CFCW rescue after ejection. The radio operates on
a self-conlxined battery. The .ser is connected CO a
crew module mounted antenna which is automatically
l-107
Section I T.O. 1 F-l 11 WA-1
erected when the crew module ejects. An on-off switch

on the face of the radio is provided IO arm rhe set. A pafey nications
safety plug located adjacent to the on-off switch must
be removed to place the set in operation. When rhe
switch is positioned IO ON and the safety plug re-
moved, the radio will transmit an intermittent modu-
lated tone signal for the rescue aircraft to home on.
The radio can also be removed from the crew module
and used as a portable rescue aid. A telescoping an-
tenna, stowed in the radio, can he extended when the
radio is used as a portable. When the on-off switch is
placed co ON and the chaff control lever is ON, the
radio will be autwnatically ;xtuared whenever ejrcrion
OCCIITS.
INTERPHONE (AN/AlC-25).
The interphone provides the following functions:

C:ommunications herween crew members and hetwcen
crew members and ground crew; monitoring and vol- I. Monitor Knobs (8).
ume control UHI: radio, HF radio, TACAN, ILS. 2. lnterphone Cdl Butfo.
3. Tranrmitter Selector Knob.
RHAW and missile tone reception; and hot mic and 4. Marter Volume Control Knob.
call capability. Two identical communicarians paw 5. tic4 Microphone Switch.
els (ligurc l-40) are located on the left and right
consoles. Interphone stations for ground crew opere
rion are located in the nose wheel well, main landing
gear well and in the ground power receptacle on air-
craft a ) and those modified hy T.O. IF-II 1.677. The
interphone operates on 2X volt dc power from the
essential dc bus. Power is applied to the interphonc
whenever power is on the aircraft.
Communications Monitor Knobs. Figure l-40.
Eight push-pull communication monitor knobs (1,

figure l-401, located on each communications panel. Hot Microphone Talk Buttons.
are marked and monitor the funcrions as follows: A push-pull (HOT MIC) hot microphone talk button
IN1 - Interphone (5, figure l-40), located on each communications panel,
provides a continually operating microphone when
UHF 1 -UHF Command Radio I
-UHF Command Radio 2 and IFF mode ~{ it is pulled. When this switch is pulled, rhe crew mem-
UHF 2
ber can transmit without using the microphone switch,
HF - HF Radio however. the crew member at each station must have
ILS - ILS and Localizer or (after T.O. IF-I I I- his hot mic listen monitor buttons pulled to receie
I 107.4) TFR aural command rhe transmission.
TACAN - TACAN Identification
RHAWS -Radar Homing and Warning System
LISTEN -Hot Mic Monitoring
The use of HOT MIC TALK when there is
Other signals fed to the communications panel are the a high background noise level in the cockpit
landing gear warning tone and the stall warning sig- will interfere with UHF communications. IJn-
I nal. The monitor knobs are pulled our to turn on and der these conditions, use of the INPH push-
pushed in to turn off. When pulled out, each knob may to-talk mode rather than HOT MlC TALK
he rotated for volume control. is recommended.
Master Volume Control Knob.

Interphone Call Button.
A master volume control knob (4, figure l-40), located
on each communications panel, controls the volume The interphone call button (2, figure I-401, located
of all inputs to the panel. If a change to an individual on the communication panel, permits either crew
input volume is desired, it can be accomplished by member CO call the other crew member or the ground
rotating the appropriate monitor knob. crew. Depressing either call bntton boosts the intec-
l-108 Change 1
1.0. lF-I 1 I (B)A-I Section I
phone volume of the other stations and reduces the I-BAND RADAR TRANSPONDER
operators side tone level, allowing the call signal to (AN/APX-78).
override the other stations reception. The call signal
will override the reception at the other station regard- The I-band radar transponder enables ground and
less of the position of the communications monitor airborne I-band radar systems to identify and deter-
knob or transmitter selector knobs at either station. mine the range and bearing of the aircraft. The equip-
ment consists of a radar transponder control panel, a
Transmitter Selector Knob. radar transponder, a heat exchanger, and an I-band
horizontally polarized antenna. The equipment does
Two seven-positon transmitter selector knobs (3, fig not perform interrogation hot only transmits replies
ure I-40). located on each communications panel, to selected interrogations. When interrogated by I-
are provided to select either UHF or HF radiso. The band pulses of the proper spacing, the radar trans-
knobs are marked INT, UHF 1, UHF 2, and HF. Three ponder component transmits high level replies in the
spare positions are unmarked. In either the HF or same frequency hand. The I-band transponder is ca-
UHF positions only the radio transmitter selected will pable of replying to single or several spacings of
be keyed when the microphone switch is moved to double pulse interrogations, depending on the setting
the TRANS position. In addition. the UHF I, IJHF 2, of the DECODE mode switch. The characteristics of
or HF position will allow continuous monitoring of the I-hand transponder reply will be a single pulse ot
the respective receiver (UHF 1, UHF 2, or HF) :regard- double pulse with several selections of spacing depend-
less of the position of the communications monitor ing on the setting of the ENCODE mode switch.
knob. Regardless of the position of the trzmsmiffcr
selector switch, the interphone may be used hy moving ENCODE MODE SELECTOR KNOB.
the microphone switch on the throttle to rhe INPH
position. The six position encode mode selector knob (1. figure
I-41), located on the radar transponder control panel,
Microphone Switch. is marked 1 through 6. In position 1 the transponder
will reply with a single pulse. In position 2 through
A three position pivot type microphone switch. marked 6 the transponder will reply with a pulse pair of the
TRANS and INPH with an unmarked OFF position, selected spacing when properly interrogated. The pulse
is located on each right throttle (5, figure l-5). The spacing of the pulse pairs is as follows:
switch is spring loaded to the center OFF position.
When the trnnsmirter selector switch is in the INT
Encode Switch Position Pulse spacing
position, moving the switch to either position allows
interphone use. 2 4 NM
3 6 NM
Transmit Foot Switch.
4 8 NM
A foot switch located by the right crew members left
5 IO NM
foot is marked TRANSMIT. The switch is spring
loaded to the off position and when depressed allows 6 I2 NM
transmission without having to change the position of
the transmitter selector knob.
POWER SELECTOR KNOB.
Interphone Foot Switch The three position power selector knob (2, figure I-
41). located on the radar transponder control panel is
A foot switch located by the right crew members right marked OFF, STBY and OPR. When the knob is
foot is marked INTERPHONE. The switch is spring rotated to the OFF position the system is deenergized.
loaded to the off position and when depressed allows When the knob is rotated to the STBY position power
interphone use. is supplied and the receiver is operational, hut replies
are inhihited. When the knob is rotated to OPR the
Exterior Interphone Stations. system is operetional and will respond to a proper
interrogation. The I-hand transponder will be oper-
Exterior interphone stations in the nose wheel well atiooal within one minute after being changed from
and the main landing gear wheel well have it volume the OFF to OPK position and will meet all perforo-
control knob, a call pushbutton, and a receptacle for ante requirements within five minutes.
ground cord plug in. The call pushbutton and volume
control knob function the same as those controls on
the interphone control panel. Aircraft @A ) aml those DECODE MODE SELECTOR KNOB.
modified by TO. lF-111-677 have an additional ex-
terior interphone station iastalled in the ground power The eleven position decode mode selector knob (3,
rWeptZlClt2. figure l-41), located ,,o the radar transponder control
l-109
-
section I T.O. If-1 1 l(B)A-1
ing distance heading indicator, the optical display

Radar sight, the horizontal
director indicator,
situation
and through
indicator, the attitude
the interphone control
Transponder panel for audio output. The system operates on 28 volt
dc from the main dc bus and I I5 volt ac from the left
main ac hus. The TACAN control panel is located on
the center console.
TACAN FUNCTION SELECTOR KNOB.
The function selector knob (2, figure I-42), located on

the TACAN control panel. has four positions marked
I 2 3 OFF, REC, T/R, and A/A. In the OFF position, elec-
trical power to the TACAN system is off. In any of
the other three positions, electrical power is supplied
and the TACAN set is on. In the REC position, the
set will receive hearing and audio identity signals only.
In REC position, range information will not be dis-
played because the TACAN transmitter is not on. In
the T/R position. both the receiver and the transmitter
are operative, rhc system will receive and display both
rzanpe and hearing of the station being interrogated.
and :nxlio identity signals are fed into the interphone
syswm. In the A/A (air-to-air) position, the set will
transmit and receive to and from another aircraft hav-
ing air-to-air capability. To operate in this mode, the
TACAN
Control ;;e
:$@
Panel
1 2
TACTICAL AIR NAVIGATION SYSTEM

(AN/ARN-52).
l-110
1.0. 1 F-l I 1 MA-1 Section I
air-to-air mode in both aircraft must be selected and Note

the channels selected must be 63 channels apart. As an
It is possible that improperly adjusted or
example, if the TACAN in one aircraft is on channel
malfunctioning ground or airborne TACAN
IO, the TACAN in the other aircraft must be selected
equipment may lock on to a false bearing.
to channel 73. In the A/A mode, the TACAN will
This error will probably be plus or minus 40
provide information for up to 5 aircraft to home on
degrees or multiples of 40 degrees. This is an
a single aircraft.
inherent error in the TACAN system. con-
sequently, hearing information should be
TACAN CHANNEL SELECTOR. cross-checked against other navigation aids
whenever possible. When false lock on occurs,
The channel selector (1, figure l-42), located on the it is possible to correct the malfunction b)
TACAN control panel, consists of inner and outer switching to another channel and hack to the
adjustment controls for selecting any one of the avail- desired channel ot turning the set off and
able 126 TACAN channels. The selected channel is back on again. This deficiency does not affect
digitally displayed on the selector. The outer control the range display.
is used to select the first two digits of the desired
rhannel and the inner control to select the last digit.
INSTRUMENT LANDING SYSTEM
(AN/ARN-58A).
TACAN VOLUME CONTROL KNOB.
The instrument landing system (ILS) provides the ca-
A volume control knob (3, ,hgure 1.421, located on the pability of making instrument approaches to runways
TACAN control panel, provides a means for control- equipped with localizer, glide slope and marker hea-
ling the volume of the audio identity code. con equipment. The system consists of three receivers,
one each for localizer, glide slope and marker beacon;
four antennas, IWO for locali~.er and one each for glide
TACAN ANTENNA SELECTOR SWITCH.
slope and marker beacon, a control panel and a marker
beacon light. The localizer and glide slope receivers
The three position IACAN antenna selector switch (3,
operate on 20 fixed frequency channels which may be
Elgure l-45), located on the antenna select panel, con- selected on the control panel. Glide slope frequencies
trols the selection of the upper and lower TACAN are paired with localizer frequencies so that selection
antetmas. The switch is mxked LJPPER, AUTO and
of a localizer channel automatically provides for glide
LOWKR. Placing the switch to AUTO causes the an-
slope reception. Localizer identification signals are sup-
ttnnii selector to control the anterma switching relay plied to the headset for station identification. Localizer
to xlect the correct antenna. Placing the switch to and glide slope steering and deviation signals are pro-
IIPPER or LOWER controls the antenna relay directly
vided to the instrument system couplet for display on
:<I allow manual slection of cirher the upper or lower the attitude director indicator (ADI), horizontal situ%
~,tenn;l. tion indicator (HSI) and optical display sight (ODS).,
Warning Rags on the ADI become visible whenever
TACAN OPERATION. the signal lcrel on the selected frrquency is too weak to
be usable or is unreliable. Refer to Instruments, this
section, for the tie-in of the ILS and Integrated Flight
I. Function selector knob---As required (REC. T/R,
Instruments. The marker bacon. receiver operates on
or A/A).
a fixed frequency of 75 megahertz and when over a
2. Antenna selectw switch-AIJIO. beacrx~ facility will provide a signal to the marker bea..
con lamp. Power is applied to the marker beacon re-
13. Cnannel sclecto-As required.
ceiver whenever power is on the aircraft. The ILS op-
4. IACAN monitor knob--On, volume adjwed. erates on 2X volt dc power from t~he dc main bus. Kefer
5. Volume cuntrol knoll--Adjust to 12 oclock posi- to Instrument Procedures, Section VII for instrument
IlU. landing system operating procedures.
6. Instrument system coupler mcde selector knob - ILS FREQUENCY SELECTOR KNOB.
TA(:AN.
The frequency selector knoh (2, figure l-43), located on
7. Horizontal situation indicator (HS1) coucsc selec-
the ILS control puxl, allows individual selection of 20
tor window--Set.
ILS channels r;wping in localizer frequencies from
Set the desired TACAN course in the HSI course lO8.I to I lI.9 megahertz in 0.2 megahertz increments.
lelector window. There is a detent position of the knob for each channel.
l-111
Section I T.O. 1 F-l 1 I (@)A-1
One complete rotation of the knob covers the full

range of frequencies. Each localizer
is paired with a glide slope frequency
frequency
between
selected
329.3
ILS
and 335.0 megahertz.
selected is displayed
The frequency
in a digital window
of each channel
to the left of Control
the knob.
Panel
ILS POWER SWITCH.
The power switch (3, figure l-43), located on the ILS

control panel, is a two position switch marked POWER
and OFF. In the OFF position power is removed from
the localizer and glide slope receivers. When the switch
is placed to POWER, 28 volts dc power is applied to
the localizer and glide slope receivers.
ILS VOLUME CONTROL KNOB.
The volume control knob (4, figure l-43), located on

the ILS control panel, adjusts the volume of the local-
izer station identification signal. Clockwise rotation
increases volume.
MARKER BEACON LAMP.
The marker beacon lamp (15, hguce l-6), located on

the left main instrument panel, provides a visual coded
station signal when tile aircraft is over a marker bea-
con facility. When lighted the words MARKER BEA-
CON are displayed in green.
NOi. Figure I-43.
The marker beacon lamp may blink during

Operation is possible in any one of live modes, with the
HF radio tcansmission on some frequencies
capabilities of I/P (identification of position) and
due to rlectro magnetic interference. This is
emergency identification. The modes of operation have
not a malfunction of either the marker bea-
the following significance: Mode I-Security Identity,
con or HF radio and should be no cause for
Mode L-Personal Identity, Mode i/A-Iraffic Iden-
alarm.
tity, Mode i-Encrypted Identity and Mode C-Alti-
tude Interrogation. The equipment consists of an IFF
IFF SYSTEM (AN/APX-64). (AIMS) control panel, a transmitter-receiver, a mode i com-
puter. an antenna lobing switch, and two radiator-type
antennas. The equipment does not perform interroga-
NOit tion but only transmits coded replies to correctly cod-
ed interrogations. Two blade type antennas, an upper
AIMS includes the features of and is derived and lower, are provided. See figure 1-55 for antenna lo-
from: cations. The lobing sw,itch rapidly transfers contact of
* Air traffic control radar beacon system the transmitter-receiver from one antenna to the other.
(ATCRRS) Ihis constant alternation eliminates blank spots in the
antenm, pmcrn canserl by aircraft strn~tute. T-he re-
* IFF (SIP) ceiver is sensitive to all signals within its frequency
* MK I2 IFF range; however, only those signals meeting the cool-
* system plete predetermined requirements of the code being
used will be recognized and answered. Mode 2 :md G
code settings are set into the receiver-transmitter on
The air-to-ground IFF system provides for Mark X the ground and thus arc hxcd for any one flight. Mode
IFF with selective identification feature (SIF), auto- I iloll 3/A codes are set up nt the control pal. All
matic altitude reporting, and Mark XII (mode 4) en- modes ran be turned on or off at the control panel. Ke-
crypted IFF. plies to modes I, 2. 3/A, i and C interrogations, as
1-112
T.O. IF-1 I l(B)A-1 Section I
well as co I/P and emergenc:y replies, are shown on the range recognirion and reply occurs. Transmitted pow-
ground station equipment. The system will go IO code er from the IFF system is the same for both the LOW
7700 in mode 3/A when operating in the emergency and NORM positions. The knob must he pulled out-
mode. In the case of the more complicated SIF codes, ward to position it to EMER. When the knob is posi-
ground stations will use a plan position indicator (PPI) tioned to EMER, an emergency-indicating pulse group
and letter symbol indicator to decode and indicate sup is transmitted each time a mode I, 2, or 3/A inrerro-
plementary information, such as specific identification garion is recognized.
and location, and flight o,r aircraft condition:;. The
mode C provides altitude information from the CADC
IDENTIFICATION-OF-POSITION SWITCH.
to rhe ground in 100 foot increments. An optional low
sensitivity setting provision restricts sensitivity so that The idmtificarion-of-position (I/P) switch (6, figure I-
replies are made only ro local interrogations. Electrical 40, located on the IFF control panel, is used to con-
power is supplied to the IFF system from the I 15 volt trol transmission of I/P pulse groups. The switch has
ac essential bus and the 28 volt dc essential bus. three positions marked MIC. OUT, and IDENT. When
the switch is momentarily held in rhe spring loaded
IDENT position. rhe I/P timer is energized for 15-30
IFF MASTER CONTROL KNOB. seconds. If a mode I, 2, or 3/A interrogation is recog-
nized within this 15.30 second period, I/P replies will
The five-position IFF master control knob (4, figure he made. When the switch is placed in the MIC psi.
l-44) is located on the IFF control panel. The knob tion, the I/P pulse group will he transmitted in reply
positions are marked OFF, STBY, LOW, NORM and to n mode 1 or i/A interrogation as long as a micro-,
EMER. The OFF position removes power from the set phone switch is held to the TRANS position and for
and also zero&s mode 4 code settings. When posi- 15.30 seconds after the microphone switch is released.
tioned to STBY, the equipment is rumed oo and The transmitter selector knob, ar the crew station k-
warmed up hut will not transmit. When positioned to ing used, must be in rhe UHF position to allow traos-
LOW, only local (strong) interrogations are recog mission of l/P groups with the microphone switch.
nized and answered. When positioned to NORM, full When the microphone sw,itch is open, transmission of
the I/P pulse groups will be withheld. Placing the
sa,itch to the OUT position Prevents transmission of
I/P groups.
IFF Control Panel

IFF ANTENNA SELECTOR SWITCH.
The two-position antenna srlector switch (4, figure I-

45). locared on the anoxma select panel, is marked
AUTO and LOWER. When the switch is placed co
AIJTO, the anrenoa Iohing switch rapidly cycles coo-
tact of the receiver-trensmirter between the ripper and
lower anrenn~ to provide thorough antenna pattern
coverage. When the antenna selector switch is .plnced
to LOWER only, the lower antenna will be used to
receive and reply IO interrogation signals.
MODE SELECTOR/TEST SWITCHES.
Four mode select/test switches ( 7, figure I-i-i), located

on the IFF cootrol panel, are marked TEST, ON and
OUT. The switchcs are labeled M-l, M-2, M-3/A and
M-C from left to right IO correspond to mode 1, mode
2, mode </A and mode C. The OUS Position for each
switch disables the transmitter-receiucr for the mode
selected. The ON position for each switch enables the
tr;lnsmitter-rereiver fo reply to interrog;ltions for the
mode selected. If more than one switch is placed to
ON the transmitter-receiver will reply to interrogzl-
tions for all modes selected. The switches are spring-
loaded to cbe ON position from the IFST posirion.
Figure l-44. The TEST posirions are inolwrxtive at this rime.
I-113
Section I 1.0. 1 F-l 11 IB)A-1
MODE 4 CONTROL SWITCH.

Antenna Select Panel The mode 4 control switch (9, figure l-44), located on
the IFF control panel, has two positions marked ON
and OUT. Mode 4 operation is enabled by placing the
switch to ON. Placing the switch to OUT disables
mode 4 operation. The switch toggle must be pulled
out in order to move the switch between the ON and
OUT positions.
MODE 4 CODE CONTROL KNOB.
The mode 4 code control knob (1, figure l-44), located

on the IPF control panel, has four positions marked
ZERO. A. B, and HOLD. The knoh must be pulled out
before it an bc moved to the ZHRO position, and is
spring-loaded from HOLD to the A position. Positions
A and B select the preset code for the present and suc-
I. HFK Radio An,enno Seleclor Switch. ceeding code periods, respectively. Placing the knob
2. HF~2 Rodic Antenna Selector Switch. to ZERO will zeroize both code settings if the master
3. TACAN anfen Selector Switch. control knob (i, figure 1.44) is in any position except
4. IFF Antenna Selector Switch. OFF. Both codes will be automatically zeroizcd when
the IFF is turned off after landing. However, both code
settings can be retained by momentarily holding the
knoh in the spring-loaded HOLD position prior to
turning the IFF off. The HOLD function is operative
only when the landing gear handle is in the DN posi-
tion. and requires that system power remain on for at
least I5 seconds after HOLD is selected to allow me-
chanical latching of the code settings.
MODE 4 MONITOR CONTROL SWITCH.
Figure I-45. The mode 4 monitor control switch (IO, figure I--Cf),
located on the IFF control panel, has three positions
marked AIJDIO, OUT, and LIGHT. In the AUDIO po-
RAD TEST/MONITOR SWITCH. sition, monitoring of mode 4 interrogations and replies
is lxovidcd hy an audio tone on the interphone and by
The three position rad test/monitor switch (5, figure illumination of the reply lamp on the IFF control pan-
l-441, located on the IFF control panel, is used for el. The audio tone is controlled by the UHF-2 mixer
control of the radiation-test and monitor provisions. switch on each communications panel. Placing the
The switch has three positions marked RAD TEST, switch to LIGHT switches out the audio tone and pro-
OUI and MON. The switch is spring-loaded from the vides monitoring only by the reply lamp. In the OUT
KAD TEST to the OUT position. The MON position position, both the audio tone and the reply lamp are
sod in-flight test capability is inoperative at this time. inoperative.
When the switch is placed to OUT, the radiation test
and monitor circuits are inoperative. The RAD TEST REPLY LAMP.
position is used for preflight check of the equipment,
Ihe reply lamp (2, figure I-4-0, located on the IFF con-
trol panel, lights to indicate mode 4 replies. This lamp
is operative only when the mode ,f monitor switch is in
CODE SELECTOR WHEELS. AUDIO or LIGHT.
Iwo sets of thumb actuated code selector wheels (8, IFF CAUTION LAMP.
figure 1441, located on the IPF control panel, ate pro-
vided to set mode I and mode 1/A codes. The set of The Il:F Caution lamp is located on the main caution
wheels labeled mode I consists of two wheels which lamp panel (figure l-29). The Iamp will light when-
allow selection of 32 differcot codes. The set of wheels ever an inoperative mode 4 capability is detected, pro-
labeled mode 3/A consists of four wheels which provided the mode 4 computer is installed in the aircraft
vide the capability of setring 4096 codes. Code digits on and the master control knob is not in the OFF pm;-
each wheel are read in windows recessed in the face of tion. Specific discrepancies monitored by the IFF cau-
the panel. tion lamp are:
l-l 14
Bomb Nav-Subsystem Tie-Ins
lNERTlALGROUNOSPEE0
AIR/GROUND RANG
OIGPLAY DEPRESSION
RADAR ALTITUDE
I
- O,YEMOO& LAOOMOOE& COMMANOMOOE
PlTCH A ROLL
RANGE. A NORTH ORlENTEO DiGPLAY
PRESENT POSITION CORRECTION P RANGE LOCK

SLANT RANGE& HEIGHT ABOVETERRAIN
RELATlVE AZIMUTH P ELEVATION
&
I ' STAR ALTlTUOE A RELATIVE BEARING
I .
I
m
PITCH AN0 ROLL

Section I T.O. lF-11 l(B)A-1
* Mode 4 codes zeroized . Self-Contained Navigation -The capability is pro-

vided for autonomous inertial navigation using only
* Failure of the system ro reply to proper interrogation
the INS and the CDS or inertial navigation wherein
* Automatic self-test function of the mode 4 computer the DCC utilizes inputs from the INS to provide
reveals a faulty computer navigation functions.
The letters IFF are visible on the lamp when lighted. * Augmented Navigation-Utilizing reference inputs
from the asrrocompass, the doppler radar and/or the
central air data computec, the system provides the
BOMBING NAVIGATION SYSTEM capability for five different aided-inertial navigation
(MARK 116). modes. In the event of failure of any one or more of
the systems which provide inputs co the system. rhe
The Mark IIB bombing navigation (bomb nav) system system regresses to the next navigation mode auto-
is an aided-inertial digital system consisting of the in- matically in accordance with a mode hierarchy se-
ertial navigation set (INS), the control and display set lection. (See figure lLi7.1
(CDS) and the digital computer complex (DCC). The * Auxiliary Navigation-In the event of failure of the
system operates in conjunction with other weapon sys- INS, the system utilizes reference inputs from the
tem svionics equipment to provide the following func- doppler radar and the central iair data computer to
tions: Refer fo figure 1.46. provide dead-reckoning navigarional functions.
* Platform Alignment-A capability is provided for * Supporting Navigation Functions-The system main-
alignment of the inerrial platform eirhor on the tains a continuous knowledge of the following navi-
ground, or while in flight using reference data from gation-related parameters for display and/or trans-
other avionics equipment. In addition, a capability mission to the systems; present position latitude and
is provided for automatically calibrating the inertial longitude coordinates, roll and pitch attitude,
components in the INS. groundspeed, groundtrack, true heading, magnetic
Navigation Sensor Selection Hierarchy

mmN
T.O. 1 F-l I 1 (WA-1 Section I
Section I T.O. 1 F-l I l(B)A-1
K.O. l F-111 (B)A-1 Section I
Description &Operation
Bomb Nav Control Panels (Typical)

NAVIGATION DISPLAY UNIT PANEL
1. Present Position Displays. 1
2. Selected sequence Point Dispiaw
3.
4.
Selected Sequence Point Pushbuttanr
Bomb Release Lamp.
(61.
I ----1
5. Airspeed Display.
6. ~i,er~a DertinationiTime To Go Display.
7. Heading Difference/Trail Disday.
8. Selected sequence Number Display.
9. TimeTo i3ertination DiQplay.
10. sequerm Number set Wheelr.
1,. sequencu Number Select Pushbutton.
12. Manual sequence and DiSplay Pushbutton.
13. Na Mode Seiect Prhbrt!,.
14. star Lost Lamp.
15. star Advance Purhbutto.
16. Doppler Cutoff Lam,,.
I,. Fix MD& Selector Knot?.
16. star Altitude ErrutiActual Time of Fall Display
19. Wind Display.
20. Ground Speed Dirpla.
2,. i-rue Heading DiqlL3V.
22. Ground Track Display.
23. Avionic caution Lamp.
BOMB NAV DISTANCE

TIME INDICATOR
17 16 15 14 13 12 11
COMPUTER CONTROL UNIT PANEL
24 25 26
24. Altitude Calibration Purhbufton.

25. Altitude Calibration Ready L.amp
26. Data Storage Display.
27. Data Number Display.
26. Address Selector Knob iNO 1)
29. Data Switch.
30. Addrerr Selector Knob INO. 2).
3,. Tea ldiCax L.mwr.
33. General Navigation Computer Power Switch.

34. weapons Delivery computer Power Switch.
35. ~Iert Sclcctor Knob
36. Indicator Liahtin~ Controi K nab.
Cation is computed from its azimurh and elevation of functioning as an attitude reference and can be used
angles and hcighl above terrain. Positioning the fo supply roll and pitch IO the flight reference system
fix mode selector knob to OFF will sfore the co- iaf this time. The final atignmenr phase is signified by
ordinates of the cursor position. the Ilashing of the align lamp. Alrernatc mcrhodsof
8. HOMliK IRACK-The cursors are initially posi- ground alignmen of the inertial system are (1) ztign-
tioned using rhe HOMER StiT position. When the merit to stored heading, (2) alignment of stored mag
fir mode selector knob is rotated fo the HOMER netic variation. and (3) alignment by two-axis trim
TRACK posirion, the circular cursor is rcptaced procedures. The alignmcnr fu stored heading is a rapid
hy il bearing line cursor on the RHAW scope. Fur- atignmenr of the homh nav sysrem utilizing informa-
ther tracking control handle correcrions along this tion stored in the INS computer from previous opera-
hearing line will refine the locations of the station tion. This mode is ac~urafe only when a gyrocompass
in range. Positioning the fix mode selecror knob m alignment and less than 10 minutes of navigation were
OFF will sww the coordinates of the cursor posi- accomplished prior fo sysrem turn on, and the aircraft
tion. has not hccn moved since previous sysrem urn off.
Alignment to stored m;rgnctic variation is a rapid
9. ASIRO-Enahtcs rhe ;,srrocomPass. ,WO-scar Pres-
ent position correction fixtaking mode. Assuming atignmcnt of the bomb ml\- system utilizing informa-
the asrrocompass is already locked on and tracking tion scored in the INS comtx~wr from prwious opcr;u
n star, engagemenr of this mode causes rhe axro- lion. This mode aswmes that the system ww gyrw
compass to hrcak lock ilmt search for the next sri,r ctlmpass maligned. was in rhc navigation mode for less
within the held of view, in the compuwr table. than 30 minutes, prescnr position has not chxnged six:-
When track on the second scar is achieved. the DCC niticanrly (600 feet), that magnetic wriarion hxs rc-
utilizes rhe azimuth and elwarion data from borh mained cssenti;dly consmnl, znd rhill aircraft heading
stars co refine prescnr position. After processing has nof changed by more rhzn 2.5 degrees. lhoc rc.
these data, this procedure is continuously repcawd quiremmrs allow the aircraft III he moved pr~~vided the
using subsequent stars. lhc knob musr bc lulled aircrilft is returned to at~txoximatcly co same hcading
auf to mm co or from the ASTRO position. and magnetic wriation has mx been changed. Two axis
trim provides the capability for trimming both the
north and aw uncomt~ensated gyro drift races during
INS Ground Align Knob. a ground alignment mode. This alignment consists of
wo gyrrxompass alignments during which the plar-
The six position INS ground align knob (.i,i, figure
form azimuth is stewed 90 degrees under DCC control.
l-481, located on the CCU is labeled GND ALIGN. An oppwrunity fu enter the nwigarion mode with
The knob is used to select the desired INS alignment gyrocon~pass accuracy exists during the 20 seconds of
or calibration mode and to apply power to the INS.
flashing align lamp indicarion after completion of the
The knob is inactive unless the function select knob
first gyroconrpms. If the n;lvigarion mode is nor con-
is in a position other than OFF. The knob must be man&d during this LO second interval the DCC will
pulled out fo turn fo or from the INS OFF, TRIM cause the align lamp co CLRSCflashing and will stew rhe
and CAL positions. The normal method of ground stahtc element 90 dcgrues. Subsequcnr fo this slaving a
alignment is by gyrocompassing. lhis method requires second gyrocon~px!~ nlignmcnt is initiated This aligrl-
adequate time allowances for gyro warm-up end ati-
rnenc is cmptctc when rhc ;align tamp comes un :md
muth alignment by sensing of earth rate. In this mode,
smre flashing. In-ftighr alignment is accomplished !,I
the incrrial platform initially is caged co zero roll and romting rhe INS ground align knoh from OFF w :vnl
pitch for approximately 10 seconds. At the completion
position exccpc IRIM or CAL when the function
of the cage phase, the platform enters a partial align-
select knob is in any position except OFF or GND
ment phase. The align tamp will come on steady 90 ALIGN.
seconds after power has been applied IO the INS. When
coarse level alignment is achieved, the I advisory lamp
will come on and the primary attirude caution Iemp
will go out. At this time the navigation funcrion can
If rhe INS has been ground align4 and is
be entered with degraded accuracy. When it is deter- operating in-flight ;&if is desired IO initiate
mined that the platform level is within prescribed
an in-flighr alignmen, tlw INS ground ntigc
limits, rhe partial align phase is completed ;and a t)ri-
knoh tnlw hc positioned to OFF and hack
mary attitude good signnl is issued. The issuance of
01, as noted ahove.
this signal will cause the primary artitude caution lamp
fo go 13uf if primary reference is selected, and will
cause the inerLi;lt navigation (1) mode indicator tamp When an in-flight alignmen is initialized by the DCC,
to come on. The heading caution lamp will go out the align lamp will come on steady xnd rhc prirnar)
provided the DCC heading good signal has been iswcd. attitude and heading caution lamps will bc on. Vihcn
Ihis indicates co the opcraor that the INS is capable the platfmm has hecn leveled IO w,ithin prescribed
l-120
T.0. 1 F-l 11 (B)A- I Section I
Description 8 Opercltion
Note
Test Indicator Lamps.
The I? test indicator lamps (31, figure l-48). I~~cated

on the CCU are labeled TEST. The display is used f
indicate the results of llperator-initiated built-in tests,
and of conrinuousl~.m11nirored self-rests. As many as
tbrer Iaml~s associated with the wst messxgc may light
uahilc :I test is in progress, ;md will go out if the test
is pxssed. If the tat is Iniled, the avionics cautiun lamp
will light ;and the TlZiI display(s) will remain lighted
on thxt rest which failed. The test failure indications
may hc cleared hy depressing the avionics caution
I;~mp. The IKSI displ:lys are marked as follows:
COMI-Computer complex.
INS-inertial nnvig:ttion set.
c--Q~nvxcer WC.
AC/I~I~~Astr,,c,,,n,,;rss/dr,I,I,ler radi,r.
I, ?, i-~llswl to designate comhinarions of failures.
For example, COMP I indicates a GNC failure, CS2
indicates that area 2 of the CS has failed, INS 3 indi-
cates that the INS b;ttrery unit has failed, UK.
MODII-lnroml~;~ril~le mode; crew selection or failure
of it subsystem indicates an invalid mode state.
CHAN--Serial digital communications channel fail-
It!.
HRAI-INS or DCC werremperature.
DlSP-Control and display ser.
KADAR--DoI>pler or attack radar.
Note
1. lhe aircraft makes heading changes ex-

ceeding astrocompass mixximum yaw *at13
while the astrucompass is in the search
mode (i.e., turning during taxi maneuv-
W).
2. lhe aircraft makes attitude changes ex-

ceeding 24 degrees up, 16 degrees down
in pitch or 20 degrees in roll while the
astn,co,pass is in slew mode.
3. Star tracking is attempted with marginal
sky conditions.
4. The attitude reference is switched from
the IKU to the AFRS.
5. GHA of Aries is updated while rhc astro-
Except for ircm 4 the AC/DP CIIAN test

legend will clear by depressing the star ad-
YMIC~ and then the avionic caution lamp
pushburtons. Item 4 requires cycling of axro
,xnver imd then delxessing the pushbutton.
In each case the star altitude error and head-
ing difference displays will blank until the
fault is clc;lred.
1.0. IF-lll(B)A-l Section I
INS Align Indicator Lamp.
lhe INS align indicator lamp (,il. figure I-G), located

on the CCU is marked ALIGN. The laml~> will come on
when a signal is received from the INS, indicating that Primary Heading Caution Lmnp.
the platform is aligning and will flash when the plat-
f<rnm is fully maligned during ground alignmenr. or go
out during inflight ;~lignnrent.
INS Heat Indicator lamp.
lhe INS heat indicator lamp (-ii. figure I&). located

on the CCU is marked HEAT. Lhe lamp will light (2) the auxiliary reference is selected, or
when a signal is received from the INS, indicating that
(3) the primary heading is invalid.
the IRU components have not reached operating temp-
uracure. When situations (I) and (2) occur the source of tl-e
primary attitude and heading signals will be switched
Bomb Release Lamps. to the AFRS. In situation (3), primary attitude only is
provided tu rhe flight instruments. The terwrs PKI
Two bomb release tamps, one on the uppet warning HDG will be visible on rhe tamp when lighted.
and caution panel ifigure 1.29) and the other on the
NDU (4, figure l-4), are labeled BOMB RELEASE.
The bomb release lamp on the upper warning and cau-
tion panel will tight when a bomb release sign:al is re- pii-
ceived from the SMS. The bomb release tamp on the
NDU wilt light for 3 seconds when a bomb release sie-
. If primary reference is selected and primary
xttirude is valid during INS auwnumous op-
eration the primary beading caution lamp
will nm light nor will corwcf head:ng hc dis-
played on the pito~s flight instruments un-
less borh compu~!r (GNC and WDC) power
swirches are turned ofi.
. Auxiliary reference should be selected imme-
diately when DCC fault causes INS aucono-
mous operation. Auxiliary reference should be
mainta!ned until flight conditions permit vrri-
ficarion of bomb mtv system attitude and
heading information to the flight instruments.
Present Position Displays.
The present position displays (I, figure 148), located

on the NDU are labeled PRESENT POSITION. The
displays ;xrc marked and provide the following indica-
tions.
LATITUDE-Display consists of one alpha numec-
ic lamp followed by six numeric lamps. It displays
latitude in degrees and minutes. to the nearest 0.01
of a minute.
LON(;III!I)E-Display wnsists of one alpha-no-
merit lamp followed by seven numeric lamps. It
displays longirude in degrees and minutes. w the
nearest 0.01 of n minute.
AI.III1!l~~~-Display consists of four numerx
lamps with a zero (0) engraved after the last lamp.
It di+ays aircraft mean sea level pressure altitude
in feet to the nc:lrest IO feet. For altitudes below sea
level, the left counter displa:ys II mina (-) sign.
l-125
Section I T.O. lF-lll(B)A-1
All latitude and longitude readouts an he

in error hv 0.01 of a minute of arc: for exam-
Selected Sequence Point Displays.
lhe three selected sequence point displays

I--W, located on the NDU
SEQlJIrNCE
provide
POINT.
the following
are labeled
lhe displays
indications:
(2, figure
SELECTED
are marked and
f-z-l
1. I.AIIIUDE-l)ispl~ty consists of one alpha-nu-
meric lamp folltnved by six numeric lamps. It
displays latitude of the sequence point in use as
determined by the selected sequence point push-
buttons and the automatic route point sequence.
She display rc;xls in degwes and minutes, to the 4
neatest 0.01 of a minute. 13-
2. LONGITUDE-Display consists of one alpha-nu- -5

meric display lamp followed by seven numeric
lamps. It displays longitude of the sequence point
in use as determined by the selected sequence point
pushbuttons and the automatic route point se- -6
quence. The display wads in degrees and minutes,
to the neatest 0.01 uf a minute. -1
12-
3. ELEVATION-Display consists of four numeric
lamps, with a zero (0) engraved after the last lamp.
It displays mean sea level elevation of the sec~uence -6
point in use as selected hy the selected sequence
point pushbuttons and the automatic route point
sequence. It displays the elevation in feet to the
nearest 10 feet. For altitudes helow sea level, the
left display displays a minus (-1 sign. ii lb 9
Ground Track Display.
The ground track display (22, figure l-481, located on

the NDU is marked GROUND TRACK and displays
aircraft true ground track, in degrees to the nearest Storer Stofion Selector Switcher (IO).
0. I degree. Weapmr Bay Door Control Switch.
Weaponr Bay Door Auxiliary Switch.
Releore Enoble Switch.
True Heading Display. storer Present Tert Bdton.
Weoponr Mode Selector Knob.
The true heading display (21, figure l-48), located on Weapon R&ore BuMon.
lntervc,lometer Set Knob.
the NDU, is marked TRUE HDG, and displays aircraft Bomb Arming Selector Switch.
true heading, in degrees, to the nearest 0.1 degree. Morfer Power Switch.
RBS Tone Switch.
Delivery Mode Selector Knob.
Ground Speed Display. Weaponr Bay Door Porition Indicator.
The ground speed display (20, figure l-48), located on

the NDU is marked GROUND SPEED and displays
aircraft ground speed, in knots to the nearest knot.
Airspeed Display.
The airspeed display (5, figure l-48). located on the

NDU, is marked AIR SPEED, and displays aircraft
true air speed in knots to the nearest knot.
1-126
1.0. 1 F-l I 1 (BJA-1 Section I
Milerto-Destination/Time-to-Go Display. Star Altitude Error/Act&ml Time of Fall Display.
The miles-ro-destination/time-co-go display (6, figure The star altitude error/actual time of fall display (18,
l-481, located on the NDU is marked MI TO DEST/ figure I-481, located on the NDU is marked STAR
ALT ERROR and ATF. A lam~p is mounted adjacent
TIME TO GO. A lamp is mounted adjacent to each
ro each function and when lighted indicates that
function, and when lighted, indicates that parameter pznmxter is being displayed. In the NAV mode, the
is being displayed. In the NAV mode, the display display displays starf altitude error, in arc-minutes. The
displays distance ro destioation in nautical miles. In alpha-numeric lamp displays either an A (Away) or T
the RADAR BOMB modes, it displays time-to-go fo (toward). lo the RADAR or VISUAL BOMB modes,
weapon release in seconds. In VISUAL BOMB, the ir displays the acrual time of fall in seconds.
display will be blanked until either weapon release has
been depressed, at which time it will display the time Heading Difference/Trail Display.
remaining until actual weapoo release.
The heading difference/trail display (7, figure l-481,
located on the NDU is marked HDG DIFF and
Wind Displays. T-RAIL. An indicator lamp is mounted adjacent fo
each function, and when lighted indicates that param-
lhe two wind displays t 19, figure 1-48). located on the eter is heing displayed. In the NAV mode, ir displays
NDU, are labeled WIND FROM/KNOTS and con- rhe heading difference, in arc-minutes. The first alpha-
tinuously display rhe computed value of wind direcrion numeric lamp reads either a plus (+) or minus C-1.
and magnitude. The display marked FROM (displays In the RADAR or VlSUAL BOMB modes, it displays
rhe direction from which the wind is blowing, in de- trail IO the nenresf 10 feet.
grees. The display marked KNOTS displays the wind
speed in knots. Time-to-Destination Display.
The time-to-destination display (9, figure l-48), located

on the NDU is marked TIME TO DESTINATION.
The display consists of three numeric lamps ;nnd dis-
plays time to desrinarion, in hours and minutes.
SRAM Control Panel Selected Sequence Number Display.
lhe selected sequence number display (8, figure l--18),

locared on the NDU is marked SEL SEQ NO. The
display consists of rwo numeric lamps and displays the
sequence point in use as determined by the selected
sequence point pushbutton.
Data Storage Display.
The data srorage display (26, figure l-i8). located on

the CCU is marked DATA STORAGE. The display
cons&s of one alpha-numeric lamp and seven numeric
lamps co display data being entered into, or recalled
from. the DCC or the INS. Alpha characters (N, S. E,
VI, +, or -1 are displayed on rhe left lamp nod deci-
mal characrers 0 thru 0 appear on the other lamls
from right IO left, ch.recrcr-by-characrer.
Data Number Display.
lhe data number displ;ly (27, tigure l--is), located on

the CCU is marked DATA NO. The display consists
of 3 numeric I:rmps to display the dara number asso-
ciated with the data being entered inro or recalled
from the DCC or the INS. A single dnra number for
each set of coordinates (lat. long. ele~) is entered from
rhe keyboard switches prior to enrering the dam The
lamps are blanked when address selecror No. 1 knob
is rorared out of the LAT. LONG. or liLII\ posirioos
unless the data swiccb is in rhe DISl position.
l-127
Section I T.O. 1 F-l 1 l(B)A-1
Doppler Cutoff Lamp.
BOMB NAV SYSTEM OPERATION.
ARMAMENT SYSTEM.
Nuclear Weapons
1 I.
d-
3--
-
T.O. IF-lllIB)A-I Section I
WEAPONS BAY DOORS.

Bombing Ihe weq,os hay doors enclose the weapons hay area
Timer Iocarcd hetwee
doors are constructed
the nose and main landing gear. The
in left and right clam shell halves
2 3 4 which fold outward as they arc opened. Normal and
alwrnzxe systems are provided to operate the doors.
The ormal system urilizcs hydraulic power from the
utility hydraulic systeul to drive a hydraulic wmr.
The idfernilte s\stem uses I I5 volt ac , from the
right main ac INS to power an electric mtor. Either
rotor drives 2, gear reduction mechanism, which
through a srries of drive shafts interconnected to
hinges on the inside of the weapons hay, ro open and
close the doors. Normal rime to open or close is 2l.i
wwnds. The alfcrnace system takes approximately 30
suconds to open or close the doors. The weapons hay
doors ;are corlrrolled by the weapons hay door control
switch which allows selection of manual opening or
closing or automatic operation on signals from the
bomb nv system. Selection of the alternate system
I. Power Selector Knob. for operating the doors is provided by the weapos hay
2. Mirwk Comrland Counter, door auxiliary control switch. When the alternate sys-
3. Time out Lamp. tem is utilized, automatic operation of the doors should
4. Secondr Command Counter
5, r3art/Reret P~,$hbcm nor he used.
6. Timer~T0~G.a Clock.
7. Second. Command Knob.
iIlrI3
8. Minuler Command Knob.
CAUTION
I prevenr darnage co the door actuafor

Figure l-52.
motors during alternate operation there muc
he n IO-second interval between opening and
to 59.9 seconds in 0.1 second increments. The counter closing the doors and no snore than 3 com-
is ser to the value in xconds for desired countdown.
plete door opening and closing cycles within
Start/Reset Pushbutton. The starr/reset pushbutton, a 15 minute period.
located on the bomb timer (5, figure l-521, is lab&d
START RESET. When the pushbutton is depressed
the rime-to-go clock will drive fo the settings on the Weapons Bay Door Auxiliary Switch.
nninutr and seconds command counrers. When the
pushhurw is depressed a :second time rhe rimirlg cycle Tile weapons hay door auxiliary switch, located on
will begin. the stores control panel, is l&led BAY DOOR, The
switch has wo posirions marked AlJX and NORM.
Time Out Lamp. lhe time out lamp, located on the With rht switch in the NORM position the weapons
homh timer (3, figure I-52). is labeled TIME OUT. hay door ,LK3 on hydraulic pressure from the
lhe la~p will cole 011 In all cases when the time- utility hydraulic syswr. Placing the switch to AUX
rwgo display clock has drive IO zero. provides electrical power to operaw the weapos bay
door.
Time Out Indicator Lamp. The time out irldicator
lamp is krawd on the upper warning and caution
lamp paeI ( 15, ligure l-6:1. The lamp will light when Weapons Bay Door Control Switch.
rhc rime-rwgo clock has driven fo zero. Whc lighted
the lectern IlMli OUI are visible. lhe wrapos bay door rontrol switch, located on
the sores control pacI, has three positions marked
Time-To-Go Clock. Ihc rime-to-go cluck, located on OPEN, ALiLO and CLOSE. lhe OPEN and CLOSE
the homh tirnur (6, hgure I-52). is labeled LIME-TO- posirions of the switch provide lnanual control of door
(10. The ch,ck is :, graduated scale with a range of operation hy either normal hydraulic power or auxil-
0 co 60 in I digit icrcmcnts. The large poinrer will iary electrical power depending o the posirion of the
di*pl;ly >iuws and the small hand will display \r~eapons hay door auxiliary control switch. The AUTO
rcconds. Ihe clock is set and started hy the start/reset position furlctions in wnjunction with the wcaporcs
pI1Ihhllftll. hay door auxili;rry switch. With the weapons hay door
l-12,9
Section I 1.0. lF-111 (B)A-1
auxiliary switch in the NORM position, the doors will failure to be in alignment with the aircraft longitu-
automatically open approximately IO seconds from re- dinal and lateral axis by means of the antenna cage
lease or 10,000 feet actual range from target (which- pushbutton; however, the antenna will continue to
ever is sooner), remain open until approximately one sector in azimuth and tilt can be adjusted. For location
second after weapon release and then close. The doors of the antenna, see figure l-55. The MKT operates in
will automatically operate with the weapons bay door the J frequency band of I6 to 16.55 GHZ and has
auxiliary switch in the AUX position, however since the capability of automatic frequency control (AFC-I
the doors take 30 seconds to operate in this configura- and AFC-2) along with manual frequency control
tion, an automatic weapon release cannot be ohtained. (MFC). In the AFC-I position the receiver operates
in the automatic frequency control mode and the
transmitter sweeps through the frequency band with
random reversal. This provides a measure of immunity
to many types of jamming and improves stability
of the scope display. When operating in AFC-2 the
receiver operates in the automatic frequency control
If the position of the bay door control switch mode and the transmitter is manually tuned. In the
is not in agreement with the position of the event of a malfunction of AFC-1 or AFC-2 the MFC
weapons bay doors. the doors may actuate to position is wed. In this position the transmitter oper-
the commanded position when hydraulic and/ ates on mid-band fixed frequency and the receiver is
or electrical powx is applied to the aircraft. manually tunable by adjusting the knob over the MFC
range tracking. Ihe beacon mode of operation enables
Weapons Boy Door Position Indicator. the attack radar to interrogate and receive replies
from J-band transponders. This capability enables
The weapons bay door position indicator. located on long range detection and identification of aircraft for
the stores control panel, is a flip-flop type indicator, rendezvous and in-flight refueling. lhe scope panel
which displays a cross hatched indication for interme- contains the radar scope, recording carnera, and the
diate weapons bay door positions or electrical power necessary operating and tuning controls for the scope
interruptions, or OPEN or CLOSE for those positions. and camera. The recording camera is mounted behind
the radar scope. A small window in the side of the
cathode ray tube allows the camera to take exposures
ATTACK RADAR (AN/APQ-114). of the back of the radar scope. The image on the scope
is reversed by optics so that the film exposure will rep-
The attack radar provides all weather operation for aid resent the scope presentation as seen by the operator.
CO navigation, bombing and air refueling rendezvous A film exposure is taken automatically at weapon re-
capability. See figure 1-53 for attack radar system lease on a signal from the bomb nav system or men-
tie-ins with other weapon system avionic equipment. ually when desired. Automatic scope photography is
The set performs the following functions: provided to take scope pictures at rates of either I
exposure each 10 scans to I exposure each 4 scans de-
* Ground mapping. pending on the function select knob position. A lamp
* Navigation fixtaking. on the radar scope panel will blink each time an ex-
* Air-to-air search and tracking. posure is taken. A film magazine in the face of the
* Air-to-air rendezvous. radar scope panel provides a minimum of 1200 ex-
posurcs of .35 millimeter film. A rcadour window on
The system may be operated in three ground modes, the magazine shows percentage of film remaining.
an air mode and a beacon mode. The beacon mode can The magazine is installed or removed by means of a
be selected in either the air or ground modes, Basic handle recessed in the front of the magazine. Simul-
components of the system consist of an antenna, an timcous film exposure of a clock, data slate and 12 code
antenna roll unit and antenna control, located in the lamps is made with each scope exposure to identify
radome and a modulator-receiver-transmitter (MRT) each frame of the film 11s shown in figure I-i-i. Ihe
and synchronizer, located in the forward electronic clock and slate provide time of exposure and openaxs
bay. Ihe radar scope and the controls, including the name, dare, mission, etc. lhe tracking control handle is
tracking control handle, are located at the right crew used in conjunction with the bomb nilv system to poxi-
station. A recording camera is provided to take radar tion the ximuth and range cursors for fix taking,
scope photographs. The antenna is automatically sta- bombing and iantenna tilt control in the air mode. Self
bilized in pitch and roll by signals from the bomb nav test features incorporated into the system are used for
system. In the event of a homb nav system failure, the preHight amI maintenance malfunction analysis and
antenna is stabilized in roll only by signals from the rrouhleshooting. The system operates on I I5 volt ac
auxiliary flight reference system (AFRS). The antenna pmver from the left main ac bus and 2X volt dc power
can he caged in the event of pitch or roll stahilitation from the main dc bus.
l-130
Section I
1.0. 1 F-l 11 @)A-1
Attack Radar Subsystem Tie-Ins
ROLL GO00 AN0 SYNC PULSE
TFR ON AND WOE0 SIGNAL

I
AUXILIARY ROLL
AUXILIARY MAGNETIC HEAOING
PITCH PLUS TILT
MAGNETIC TARGET BEARING
RANGE AN0 RANGE RATE

I
SLANT RANGE A HEIGHT ABOVETERRAIN
PRESENT POSITION CORRECTION A NORTH ORIENTED DISPLAY
DEPREWI IN ANGLE A DRlFT ANGLE OR TRUE HEADING
A/C RANGE A HlGH ALTITUOE CALIBRATION I
A PlTCH ANG ROLL
CROSSHAlR KILL RELEASES BOMB WOE

1
RANGE LOCK
OFFSET MOOE. AIMPOINT AND RELATIVE BEARING
ENABLE A CROSSHAIR CORRECTION SIGNALS
Figure I-53.
slant-r;lnge-to-r~rg~r signal suppbed by the bomb ruv

Photo Qata system. Fore or aft movement
when the cracking
of the tracking
handle enable switch
handle,
is :dso de-
Recordin pressed, will cause correction signals to be sent to the
bomb ni,v system to adjust the computed along-track
target position; these signals will represent north-
south corrections for the north-oriented display. Sim-
ilarly, when the enable switch is depressed a left or
right motion of the tracking handle will cause cor-
rection signals to be sent to the bomb nav system to
correct the compuwd cross-crack target position; these
sigmds represent east-west corrections for north-ori-
cntcld display. lhe present position correction swircb
is used in conjunction with the bomb nav system to
I. Weapon Releore.
2. OH~~I. permit prcscnc pairion correction. Present position is
3. Ground Velocity Mode. I corrected when the bomb nav system is in the naviga-
4. Ground Auto hiode tion mode by placing the present position correction
5. Ground Manual Mode. 1 switch to IN and moving the tracking handle so that
6. Air Mode.
I the intersection of the radar cross-hairs coincides with
Bo,tom Row the titrget. If the present position correction switch is
7. Enable. placed to OI~IT, when operating in the navigation
I. 200/204 Mile Range. mode no movement of the radar cursors is possible by
l/160 Mile Range.
l/SO Mile Range. use of tracking handle movement signals. When the
l/30 Mile Range. bomh nav system is in rhc bomb mode, the cursors are
I5 Mile Range. auromatic;~lly placed on targec. In this mode, if the
present position correction switch is set to the OUT
position corrections are made by the tracking handle
to the aircraft-target relationship and no correction to
present position is made. If the present position cor-
rection switch is l>laced to IN while in bomb mode,
movement of the tracking handle results in corrections
to both the aircraft target relationship and the corn-
puted value of present position. In the ground vclocit)
mode the range and azimuth cursors will appear in
ATTACK RADAR GROUND MODES. the center of the display. Ihe slant range and relative
hearing to the target destination or offset are supplied
Three ground modes of operation are provided for by the bomb nav system and are used to drive the dis-
ground mapping, l&taking, and weapon delivery. The play so that the target ur destination point will remain
ground modes are: ground manual (GND MAN), centered under the crosshairs in the center of the scope
proud auto (GND AUTO) and ground velocity display. In the ground manual mode the display is a
(GND VEL). In all ground modes the antenna scans ground-track stabilized, one radius-off-set PI1 display
with a fan beam il.45 degrees centered about the lon- zmd can operate independent of the bomb nav system.
gitudinal axis. In the ground auto mode rhe display is In the ground manual mode with the antenna caged.
a ground-track stabilized, or north oriented stabilized the scope display is nof ground track stabilized. In this
one-radius-offset PPI display. She bomb nav system situation. zero degrees on the radar scope represents
supplies the radar with continuously computed signals the airrrafr hcading. She range and azimuth cursors
which represent slant range and relative bcnring of a are ~nx~nually positioned by use of rhe tracking handle.
point which may be a target, aiming point, or fixpoint, The range of the curs<,r can be read on tbr radar scope
depending upon the mode of operation of the bomb p:mel range counter.
nav system. These signals enable the radar to generate
synchronous range and azimuth cursors (cross-hairs) ATTACK RADAR AIR MODE.
which, for an errorless input, will appear exactly on
the n&r image of the desired point and will maintain The air mode is provided for long range contact, iden-
track with the point as it moves relative to the air- tilication and tracking of nircrafr for rendezvous and
craft. The azimuth cursor is positioned within 345 air refueling. However, this mode could be utilized for
degrees in azimuth by the relative bearing signals air-to-air :~track should the aircraft be cquiplxd with
supplied from the bomb nav system. The range cursor purrs and missiles. In the ixir mode an overlapping tww
is positioned from approximately zero nautical miles b;tr boa scan is provided. In wide scan the antenna
to 124 nautical miles in response to the computed sc;ms an area ~1 .ii degrees ahout the longitudinal axis
l-132
Antenna Locations I.2.

Glide Slope.
5 3. Radio Beacon Set

UHF No. 2 and IFF.
TACAN sand UHF No. I.
HF
I-Band Radar Timponder.
UHF No. 2 and IFF.
TACAN #and UHF No. I.
Locolizer (2).
HI and H2 Radar Homing (41.
H3 Radar Homing 14j.
High Frequency Radoi Homing (4)
TFR (2).
Attack Rudar.
AN:AlQ-94 (6).
Rodar Altimeter (2).
ANjALR~41.
AN/A094 (12,.
AN,ALR-4, (4).
Aff Rodor Warning (6).
AN/ALQ-94 lb).
AN/AK41 [I).
Marker Iieocon.
Doppler Rodor.
Figure l-55.
of the aircraft and can be positioned :i: 30 degrees in identify the rarpet by reading the reply code. As a
elevation. In narrow scan the antenna scans a.n area transponder target closes range, the transponder reply
10 degrees about the azi.muth cursor. Wide scan is may be used for lock on and uacking by switching
utilized for search and initial tanker position dew&on. to air mode of operation and employing the target
Once the tanker is located, narrow scan can he selected mck procedures.
to automatically track the tanker and provide the pilot
with steering commands for the rendezvous. In order
to track a target, the azimuh cursor must be positioned CONTROLS AND INDICATORS.
to within IO degrees of the target. Actuation of the
scxtor switch on the tracking handle provides the Radar Function Knob.
narrow SCan and automatically activates the aummatic
range search and target ;Icquisition circuitry. In the air The radar function knob (3, figure l-56), located on
mtdc, the IF gain is a f~ve~d value unless the attack ra- the attack radar control panel, has five positions
dnr is in the beacon mode. marked OFF, STBY, ON, XMI,T, and TEST. In the
OFF position the entire system is de-energized. Placing
the knob to STBY supplies power to all system
BEACON MODE. filaments for warm-up and energizes a 40 second
warmup delay and a 5 minute transmitter warmup
The hexon mode of operation enables the attack radar delay. Also the antenna is caged in pitch and stowed
to interrogate and receive replies from J-hand trans- full up in tilt and full left in azimuth. Placing the
ponders. lhe beacon mode of operation can he wlected knob to ON energizes rhe entire system, except for
in both the air-to-ground and air-to-air mode:;. Once the transmirter, after the 40 second warmup delay has
the heacon mode is srlect~ed, all norm;tl targets and expired. The knob must remain in the ON position for
ground clutter will disappear from the radar scope, the 5 minute mandatory warmup period after which
since the transmitter and Ireceiver are tuned to differ- it may he placed to XMIT to place the entire system
ent trequcncics. ?argets, if present will be transponder in operation. The TEST position allows self test of
replies to the radar pulw interrogation. Once a trans- the system for malfunction troubleshooting and ground
ponder reply is noted on the scope, the operator can mainwnantx.
I-133
Section I 1.0. 1 F-l 1 I (WA-1
NOW
After the radar function knob is turned from

Attack Radar
STBY to either ON, XMIT, or TEST,
mode selector knob should be placed briefly
the Control Panel
in the GND AUTO or GND VEL position.
This action provides a master reset. Master
reset is an internally generated signal that
places the attack radar computer circuitry in
a known state of valid operation. Necessity
for reset may be indicated by an abnormal
radar display such as distorted display, cursor
hangup, or erratic range readout.
Attack Radar Mode Selector Knob.
The attack radar mode selector knob (I, figure l-56),

located on the attack radar control panel, has four po-
sitions marked GND MAN (ground manual), GND
AUTO (ground auto), GND VEL (ground velocity)
I. Mode Selector Knob.
and AIR. In the GND MAN position, the range and 2. Frequency Control Knob.
azimuth cursors are positioned with the tracking con- 3. Rodor Function Knob.
trol handle and antenna tilt is positioned with the 4. Far, Time Conrtont/Beacon Switch.
antenna tilt control knob independently of the navi- 5. Side Lobe Cancellation Switch.
6. Antenna Cage Purhbuwan Indicator Lo,,+,
gation computer. In the GND AUTO position, the 7. Antenna Polorilofio Switch.
cursors are automatically positioned and the antenna 8. Pre.enf Po.i,ion Correction Switch.
tilt normally is automatically positioned by signals
from the bomb nav system. The tracking control
handle is used to correct the bomb nav system present
position and the tilt control knob is used to refine the
scope display. Operation in the GND VEL position
is the same as in the GND AUTO position except the
scope display is a ground velocity stabilized magnified
picture and the intersection of the cursors remains in sweeps through the frequency band with random
the center of the scope display. In the AIR position, reversal. The changing frequency and rapid scanning
the antenna is programmed for a box scan which can rate provided in this position provides immunity to
be raised or lowered in elevation with the tracking many types of jamming and improves stability of the
control handle during search, detection, and acquisi- PPI display. In the AFC 2 position the receiver oper-
tion of an air target. Once a target has been acquired ates in the automatic frequency control mode and the
by the radar, tracking is automatic in range, azimuth, transmitter frequency is manually changed using the
and elevation. transmitter tuning control knob. The MFC position
of the knob is variable over a range between the 12
and 8 oclock position. In this position the trans-
Note
mitter operates in a mid-hand fixed frequency and the
When rotating the attack radar mode selector receiver is manually tunable by adjusting the knob
knob allow one second for each mode. Rapid over the MFC range.
cycling of the mode selector knob throogh
two or more modes may produce conditions Attack Radar Fast Time Constant/Beacon Switch.
requiring an additional master reset action.
The fast time constant beacon switch (4, figure l-56),
located on the attack radar control panel, has three
Attack Radar Frequency Control Knob. positions marked FTC (fast time constam), OFF, and
BLN (beacon). Placing the switch in the FTC position
The frequency control knob (2, figure l-56), located
provides leading edge discrimination of all returns.
on the attack radar control panel, has three positions
lhis discrimination highlights the leading edge of tar-
marked AK I (automatic frequency control), AFC 2,
and MF(: (manual frequency control). In the AFC 1 gets, blanks out the trailing edge, and provides a much
positior~ the receiwr opcr~tes in the automatic fre- clearer assessment of the relative position or pattern of
qwncy control mode and the tr;msmitwr operates in the complex. The FTC position is used to minimize
a frequency agility mode in which the transmitter the effects of jamming in any mode of operation.
1-134
NOi=
The FTC position should be used in air mode

Attack Radar
of operation only when obvious jamming
signals are presenr on the attack radar scope
Tracking Control
display. Handle
The BCN position places the system in beacon mode of
operation and can be selected in horh air and ground
modes. This mode enables the attack radar ro inter-
rogate and receive replies from J-band transponders.
Once the beacon mode is selected, all targets except
the transponder replies will disappear from the scope
display.
Attack Radar Side Lobe Cancellation Switch.
The side lobe cancellation (SLC) switch (5, figure l-

56), located on the attack radar control panel, is a fwo
position switch marked SLC and OFF. Placing the
switch to the SLC position will cancel the energy
received from the side lobes of the radar beam to
reduce ground clutter. The SLC position may be
selected in any mode of operation; however, it is
most effecrive when operating in the air mode :af low
altitudes.
Antenna Polarization Switch.
The antenna polarization switch (7, figure l-56), lo-

cated on the artack radar control panel, is a two
position switch marked CIK (circular) and NORM.
With the switch in the NORM position antenna polar-
ization is horizontal when operating in the ground cursor out or in respectively. When operating in the
mode and vertical when operating in the air mode. normal ground auto or ground velocity mode, fore or
Placing the switch to CIR changes antenna polariza- aft displacement will slew the cursor intersection in a
tion IO circular when operating in either ground or air direction parallel to aircraft ground track. For north.
modes. The CIR position may be used to reduce rain oriented display operation, this will move the cursor
clutter interference on the scope. The polarization is intersection point north or south. Moving the handle
always horizontal for beacon mode of operation. to a fore or aft position in the air mode without de-
pressing the range search button will adjust antenna
elevation down and up respectively. When operating
Present Position Correction Switch.
in the air or ground manual mode, left or right dis-
The present position correction switch (8, figure l-56). placement of the handle will slew the azimuth cursor
located on the attack radar control panel, is a wo left or right. When operating in the normal ground
position switch marked IN and OUT. The switch is auto or ground velocity mode, left or right displace-
used in the ground auto and ground veloc&y modes ment will slew the cursor intersection in a direction
of operation when correcting the bomb nav system perpendicular to aircraft ground track and will move
presenr position counters, with rhe tracking handle. the cursor intersection point west oc east for north-
oriented display operation. Slewing speed is pcopor-
tionel to the amount of handle deflection.
Attack Radar Tracking Control Handle.
The tracking control handle (figure l-57) is mounted Attack Radar Range Search (R,) Button.
on a pivot pedestal on the right side of the right
crew station. An enable switch located on the hand!e The red raoge search button (2, ligure l-57), lwned
must be depressed and held to activate the handle. on the top of the cracking control handle is labeled
When operating in the air mode with the range search R* AIR. The butron is used in the air mode of oper-
button depressed, or the ground manual mode, fore or atioo and when depressed causes the radar set IO break
aft displacement of the handle will slew the range lock. With the sector switch (I, t$qtre l-57) in the aft
1-13s
Section I T.O. lF-11 l(B)A-1
position iklc mwnna scan), depressing the range Antenna Tilt Control Knob.
sxrch button permits the range cursor to be slewed
rapidly to any desired position on the sweep (to a The antenna tilt control knob (10, figure I-58), located
maximum range of 124 nautical miles) by moving the on the attack radar scope panel, provides a mean$ of
tracking handle fore or aft. When the hutton is re- manually adjusting antenna tilt position when operat-
Icased, the range cwsor will remain stationary after ing in the ground modes. The knob is labeled AN1
slewing. With the sector switch in the forward position TILI. In the ground manual mode the knob is the
narrow scan), depressing the range search buttoll over- only means of adjusting antenna tilt. In the ground
rides range lock (if estnhlished) and permits the range auto and ground velocity modes antenna tilt is auto-
cursor to he slewed rapidly to any desired position on matically positioned by signals from the bomb nav
the sweep (to ~1 maximum range of I ?i nautical miles) system and the knob is used to refine this position.
by moving the tracking handle fore and aft. When the The knob has a detent corresponding to zero antenna
hutton is rclcased, range searching will resume from tilt position for reference when the radar is operating
the point xc which the range cursor was positioned by in ground menual mode, or operating in ground auto
slewing. or ground velocity mode with the beta switch in the
MAN position. The detent indicates zero tilt correction
when the radar is operating in ground auto ot ground
Attack Radar Sector Switch.
velocity mode with the beta switch in the NORM
The sector switch (I, figure I-571, located on the left position. Rotating rbe knob fully counterclockwise
cop of the tracking. control handle. is labeled SI<CTOR tilts the antenna up to +3ll degrees and rotating the
and is :I two lxrsltlon. thumb actuated, toggle switch. knob fully clockwise tilts the antenna down to -30
lhe switch is used in tither the ground or air modes degrees. However, with the terrain following radar
of operation to change the sector of ;tntenn;~ sweep. (TFR) olxwting, the antcmu can only he physicall)
In the aft position (wide scan) antenna swerp is I .(i adjusted to -~8 degrcus (pitch plus tilt) to prevent
degrees about the longitudin;rl axis ,rf the aircraft. irrwrferencu with the TFK. Antenna position is indi-
In the forward position (n;r~-row scan) antenna sweep cated on the antennil tilt indicator (20, ligutc l-581,
is IO degrees about the :uimuth cursor. In addition, I~x~tcd on rhe ;tttack radar scope panel. Lhc indicator
the forwzlrd pwition caoscs the initiiltioc of itutomatic is grxlw~ted in 5 dcgrw increments from zero to ~1 30
xyuiririon 2nd trxking in rhc air mode. dehws. lhc knob IlilS no control over ilnter,na tilt
~11~~1 operating in the air mode.
Photo Mode Selector Switch.
Attack Radar Scope Intensity Control Knob.
The plroto mode sclectur nvirch (7, tigure 1-5X), lo-
cated on the attack n&r scope panel. is a three posi- The attack radar scope intensity control knob (15, tig
tion switch marked AUTO, MAN (manual) and OFF. ure I-58), located on the ;xtack radar scopu panel, is
The switch is spring loaded from MAN to OFF. A Iabekd CRT IN?. The knob provides an adjustment
film exposure is taken when the switch is held to the of scope baseline intensity from zero to full brightness.
MAN position. With the switch in AUTO, film ex- Io set the CRI intensity properly, operate the radar
posures will he taken :tutornatically at a rate of one with the function selector in the ON losition with the
~>hoto per each 40 :,ntcnn:, scans or one photo lxr II: GAIN and VIDEO controls fully CCW. Advance
cxh four zmtcnna scans when radx bomb mode is the knob clockwise (incrwsing brightness) to a point
selected on the bomb ni,\i control lxmcl. Regardless of where the sxvecp is on the ragged edge hetwcen being
switch position, a film csposurc is taken automntically visihlc imd invisible.
at wmpon release on signal from the homh nav system.
Bezel/Range Marks Intensity Control Knobs.
Intermediate Frequency Gain Knob.
Two coaxial knuhs (1, figure l-58). located on the
The intermediate frequency gain kmrb (21. figure I- attack radar scope panel, provide an adjustment of
%), located on the ;tttack radar scope panel, is labeled hezcl and range marks intensity. Tlw knobs arc labeled
IF GAIN and permits ildjnstment of receiver gain INT. lhc outer knob is marked BEZEL, xnd the inner
when operating in the ground modes. Ihis control de- knob is marked RANGE MK. Turning either k;noh
termines maximum usabl e sensitivity of the recuiver rlockwise increnscs intensity from zero to full bright-
circuits and functions primarily as a hrigbtness (ontrc>l. ncss. The rzngc mark intensity should normally bc
It can best he set without the amsmitter firing (func- xljustcd at :I slightly different level from the r;lnge
tion selector in the ON position), but in order to set c~~rsor intensity co prevent confusion.
IF gain the video gain control must bc ndvanced to
i* position to allow noise video to be painted on the Range and Azimuth Cursor Intensity
scope even though the optimum setting of the video Control Knobs.
gain control must be made with the function selector
knob in XMIT. This control is also operative in air
mode if BCN is selected.
I-136
T.O. IF-I 1 l(8)A-l 5ection I
Attack Radar Scope Panel I.

2.
3.
Syrtem Mollunction
Azimuth Bezel.
Rador Scope.
Lamp.
4. Ground Adturtment Plccerr Door.

5. Film hgozine Removal Handle.
6. Unwed Film indicator.
7. Photo Mode Selector Switch.
8. Pho,o Malfunction Indica,or Lamp.
9. Traormitter Tuning Confrol Knob.
(Intermediate Frequency Goin Control Knob,
10. Antenna Tilt Control Knob.
I I urror Range counter.
12. Test Switch.
* (Senritivily Time Control Knobr]
13. Ekel/Ronge Morkr lntenrity Control Knobs.
1 (Video Adiullmen! Knob)
* (Tranrmitter Tuning Control Knob.)
24. 14. Range Selector Knob.
1s. Scope lnfenrity Con,rot Knob.
16. Semitivity Time Control Knobs.
23. * ,Bezel Range Marks Infen+ Control Knobri
22 17. Azimuth Currar lnrenrity Control Knob.
18. Norfh Orientation Selector Switch.
21~ , IP. Range Cursor Inlennify Control Knob.
20. Antenna ii,! indiratot.
21. lntermediafe Freq,,ency Gain Control Knob.
22. Video Adiustment Knob.
. [Test Switch)
Sweep Control Switch.
Beto Switch.
Range Lock Indirator Lamp.
Figure I-58.
adjustment or range and azimuth cursor intensity. panel. The CKl position is used co make maintenance
The knobs are labeled ind,ividually as RANGE IN? ground confidence checks to the system,
and AZIMUTH INT. Turning either knob clockwise
increeses intensity of the respective cursor from zero Attack Radar Sweep Control Switch.
IO full brightness. Adjustment of the range and azi-
muth cursor intensiry ro the lowest usable value will lhe sweep control switch (23, figure t-581, located oo
allow more precise placemenr of the cursors over the the attack radar scope panel, is a two position switch
rargec. marked SLAN? and NORM. The switch is used in
the ground modes of operation fo provide a map-like
presentation in t,he NORM posit:ion and a linear Pres-
North Orientation Selector Switch. entation in rhe SLANI position. The switch is inop-
erative in the air mode.
The north orientation selector switch (LX, li~urr I-58,
located on the attack radar scope panel, is a two posi-
Attack Radar Beta Switch.
tion switch marked NORTH and NORM. When the
switch is placed IO NORTH position, rot of the radar
lhe beta switch (24, figure t-581, located on the attack
scope is true north oriented. The north scahilized
radar scope panel, is a rwo position switch marked
display is employed only in the ground nuio and
IMAN (manual) ;tnd NORM The switch functions in
ground vctocity modes of operation. Placing the switch
the ground now nod ground velocity modes fo select
10 NORM permits normal scope display presenration.
;lucornetic sighting angle in the NORM position and
manual sighting angle in the MAN position. In rhe
Attack Radar Test Switch. normal position, sighting angle is automatically posi-
tioned hy signals from the bomb nav system and the
Ihe rhree position fesf switch (12, figure 1-5X), located nncenm tilt cot~rrol knob can he used ro refine this
on rtre attack radar scope ,~x,et, is laheted TEST. The pmicion. In the MAN position sighting angle is
switch is marked LAMP, CKT and OFI:. lhe switch a~ljusred with rhe anmona tilt knob. The witch ins
ib spring loaded to OIZF position. The LAMP position inopetcarive in rhe ground manual and air modes of
is used w check all rhe indicator lamps on the scope operation.
l-137
Section I T.O. If-1 I1 (B)A-1
Sensitivity Time Control Knobs. Attack Radar Range Selector Knob.
Two coaxial rotary sensitivity time control (STC) The range selector knob (14, figure l-58), located on
knobs (16, figure l-58). located on the attack radar the attack radar scope panel, allows selection of various
scope panel, provide a means of equalizing radar scope display ranges. The knob is marked RANGE
intensity over the entire scope display when operating with 15, 30, 90, IM, and 200 mile positions on an
in the ground modes at low altitude. The outer knob outer sale and miles/diameter with 5, 10, 30, 80, and
labeled AMPL/OFF, has an OFF position at nine 200 mile positions on an inner scale. The inner scale
oclock, and is used to obtain an initial adjustment of is used in the GND MAN, GND AUTO and AIR
display intensity or to turn the STC function OFF in modes to select desired scope range. The inner and
the event of a malfunction in the STC circuit. The STC outer scales are used in conjunction with each other
function is fixed in air mode but must be turned on in the GND VEL mode. The outer scale then deter-
with the outer knob. The inner knob, labeled SLOPE, mines maximum display range and the inner scale
is used to balance the display intensity throughout the determines the diameter of the scope range being
sweep. The STC slope function is inoperative in the displayed about the cursors.
air mode. The STC function is inhibited in beacon
mode. With STC on, an altitude compensation signal
Attack Radar Scope.
is provided to maintain even ground paint as long as
the roe of the antenna beam remains at 80 nautical
The radar scope (3, figure l-58) provides a sector scan
miles. With the toe of the beam at shorter distances,
plan position indicator (PPI) display with a fixed one
the slope and amplitude controls must be adjusted for radius offset sweep in all modes of operation except in
compensation. The amplitude control sets the receiver ground velocity mode. In ground velocity mode the
sensitivity level at zero range and the slope control
sweep is a variable offset with a maximum displace-
adjusts the time required after zero range for the ment of six radii. In normal stabilization the aircraft
receiver to regain full sensitivity. This time would be position on the scope is at the bottom in vertical align-
less if the toe of the beam was on a point 10 miles ment with the center of the scope. In north orientated
ahead of the aircraft than for a condition with the stabilization the top of the scope display will be to-
roe 80 miles ahead. wards true north. The scope is 6 inches in diameter.
The sector displayed is a 90 degree area ahead of the
Video Adjustment Knob. aircraft when in wide scan and a 20 degree area cen-
tered on the azimuth cursor when in narrow scan. An
The video adjustment control knob (22, figure I-58), azimuth bezel (2, figure l-58). around the top of the
located on the attack radar scope panel, provides a scope is graduated in one degree increments with each
means of adjusting the video signal. The knob, labeled 10 degrees marked to show azimuth displacements up
VIDEO, is used to increase the amplitude of the video to 50 degrees either side of the aircraft heading ot
signal supplied to the attack radar scope when it is ground track. When operating in the air mode ot
turned clockwise. The video control determines the when the antenna is caged in ground manual mode,
brightness of target returns as opposed to the CRT zero degrees on the scale represents aircraft heading.
intensity control setting the overall baseline brightness In any of the ground modes the scan is displaced in
of the scope. To set the video control properly, ad- azimuth to compensate for drift, and zero degrees
once the function knob to XMIT and adjust antenna represents ground track. North is vertical on the scope
tilt to see the most retnrns on the scope. Adjust the when north-orientation is selected. In the air to air
video control until the target returns are sharp and tracking mode of operation two arrows in the bottom
bright against the picture background and give an of the bezel indicate target vertical position relative
overall optimum contrast to the picture. Video gain to antenna scan. When both arrows are lighted the
may need to be decreased slightly to prevent blooming target is in the center of the scan. Range and azimuth
of the target on a bomb run as the range decreases and cursors arc displayed on the scope for fixtaking and
the return grows stronger. target tracking. The cursors are positioned with the
tracking control handle. Fixed range markers are pro-
Transmitter Tuning Control Knob. vided for various ranges of operations. For 5, 10, 10,
80, and 200 ranges each range mark represents I,
The transmitter tuning control knob (9, figure 1-5X), 2, 5, 20, and 40 mile range incremeuts respectively,
located on the radar scope panel allows continuous except there are no range marks displayed in ground
tuning of the transmitter over its entire frequency auto or ground velocity modes when in 5 and 10 or
range. The knob, labeled XMTR TUNE may bc used l5/5 and %)/IO range scales, respectively. Scope bril-
when the frequency control knob is in the AK 2 posi- liancy and intensity of the bezel, cursors and range
tion. marks are controlled by knobs on the scope panel.
l-138
1.0. lP-I I I(B1 Section I
If the system is not usable the function selector knob

should be placed to STBY to stow the antenna.
During the air-to-ground ranging, the attack
radar provides the TFR system with its com- Attack Radar Range Lock Indicator Lamp.
puter function to compute the slant range to
a ground point for use in the DCC. For the A green range lock indicator lamp (25, figure l-581,
attack radar computer to accurately compote located on the attack radar scope panel, is labeled
the air-to-ground range, it is necessary that LOCK and will light when a range lock is acquired
rhe attack radar computer be synchronized on a target when operating in the air mode.
with the TFR transmitter. The TFR, there-
fore, supplies the attack radar computer with Photo Malfunction Indicator lamp.
a pulse indicating the fixing time of the TFR
lhe amber photo malfunction indicator lamp (8, fig-
transmitter and a sample of the video m
ore l-58), located on the attack radar scope panel, is
which the range is desired. The pulse from
labeled PHOTO MAL and provides an indication ot
the TFK, indicating fixing time will deter-
camera operation or malfunctions. The lamp will blink
mine when the sweep on the attack radar
each rime a film exposure is made. The lack of a
begins. However, the video dispay on the
light indicates a camera shutter malfunction. A steady
attack radar scope is provided by the attac:k
light indicates him breakage or failure of the film
radar receiver. Since the video and the sweep
feed mechanism. If a photo malfunction occurs. the
on the attack radar scope are not syn<hroniz-
malfunction circuitry can he reset by cycling the radar
ed, a range error exists for any whit&y re-
through standby.
turns displayed making the video presentation
unsuitable for data extraction. The range Note
readout on the attack radar will indicate the
slant range to the video pulse supplied hy In case of film stoppage, the malfunction
the TFR. The tracking handle for the attack can usually he cleared by removing the film
radar is rendered inoperative and the plan magazine and manually turning the drive
position indicator presentation on the TFR shaft two or three urns.
is blanked during air-to-grcxmd ranging.
Unused Film Indicator.

Attack Radar Cursor Range Counter.
The unused film indicator (6, figure l-58), located on
The corsor range counter (11. figure l-58), located on the attack radar scope panel, is a digital readout indi-
the attack radar scope panel, automatically indicates cator that displays the percent of film remaining in
slam range in all modes of operation. The counter has the maguine. When the indicator reads 100 percent
four digital readout windows capable of indicating a maximum of 1300 frames of film is present.
distances up to 799,900 feet in increments of 100 feet.
Antenna Cage Pushbutton Indicator Lamp.
Attack Radar System Malfunction lamp.
The antenna cage pushbutton indicator lamp (6, figure
An amber system malfunction lamp (I, figure l-58), l-56). located on the attack radar control panel, is
located on the attack radar scope panel, provides the labeled ANT CAGE. The pushbutton provides a means
operator with an indicatioo of a failure in the system. of caging the antenna and the lamp provides an in-
The lamp is labeled SYS MAL and will not light when dication that the antenna is caged, either due to
the function selector knob is in the STBY position. manually pushing the button or due to failure of the
The lamp will light indicating any of the following: automatic pitch and roll stabilization circuitry. De-
(IH failure in the anterma system, or input to the pressing the button will cage the antenna pitch and
nn~enna system; (2) failure in the transmitter system; roll axes and align the antenna with the longitudinal
(3) exceeding the roll limit of the antenna; (4) any and lateral axes of the aircraft; however, the antenna
time the combined antenn~a pitch plus tilt angle ex- will continue w sector in azimuth, and tilt can he
ceeds the vertical limits (vertical limits with TFR are adjusted. When operating in the ground manual mode
-X to +30 degrees); and (5) anytime the frequency with the antenna caged the radar scope will display
control knob is moved to the MFC position, except aircraft heading at zero degrees azimuth and range
during beacon mode operation, the lamp becoming a sweep will he slant range instead of ground range.
course tuning indicator. When the antenna is caged a lamp in the hotton will
light displaying the word CAGE. Depressing the hul-
ton again after the antenna has been caged will uncage
the antemu and the lamp will go out. Should the
It will he normal for the attack radar system bomb nav system stabilization plarform fail, the lamp
malfunction lamp to light intermittently dur- wiIl light and remain on until the system is switched
ing TFR operation. fo AUX reference.
l-139
NOh2 system autornarically move the position of the aircraft

in the cenwr of rhe screen along the chart co update
present position; however, the operator can manually
move the chart around on rhe screen if he desires to
look af other areas of rhe map. The chart presentation
cm he operated in either heading up or a north up
Waveguide Low Pressure Pushbutton/Indicator
hlllp. orientation. Symbols displayed on the screen during
chart operation arc depicted on figure I-59. Symbols
displayed during both aummatic or manual chart
prcsenfation are 3s tallows:
* Aircraft present position-Indicated by an aircraft
symbol projected in the center of the chart.
* Aircraft ground crack-Represented by a line passing
rhrough the aircraft symbol. When in the north-up
display the ground track cursor indicates aircraft
CrSC.
. Compass ruse--Displayed around the periphery of the
\,iewing screen oriented in degrees and with cardinal
compw points noted.
. Display index-A fixed diamond symbol shown at the
top of the display. Indicates true aircraft heading
when in the heading-up display mode.
The following video symbols may appear on the chart
present;~tion during automatic operation. During man-
ual operation these symbols will nof he displayed.
* Chart drive fail-lh e map fail symbol is displayed
when the system self rest logic indicates II malfunc-
tion in thu map driw mectxmism
- Designation curso-l-be cursor coordinates are rhe
s:m~e as the cross-hair coordinates of the attack radar,
and arc displayed whenever rhe coordinate point is
within the HSD field of view.
CAUTION
iIIzl . Destinati~,n/;limpoint-When in a bomb nay system
navigation mode three destination/aimpoints may be
Transmitting with rhe attack radar with less displayal. When in 21 homh nav system weapon de-
than normal waveguide pressure will reduce livery mode, two ~lestinarion/aimpoints may bc dis-
the life expectancy of the radar system. played and represent rhe offsets associarud with the
target in use.
* Radar threat-The radar threat symbol is displayed
HORIZONTAL SITUATION DISPLAY when the RHAWS ser is in the homing mode and is
SYSTEM. locked on i, radar rarget or :I RHAW l&taking mode
is selected. A flashing symbol indicates the RHAW
Aircraft @l + are equipped with a horizontal situation lock on of cbe targer has been broken.
display (HSD). The HSD functions in conjunction
with the homh nav systan, CMRS and RHAWS EI)
serve as an aid in navigation and weapon deliwry. The
system has the capability of displaying either :~eron;~o-
ticd charts (maps) or data frames on a circular screen
along with various symbols which provide pertinent
information of mission status. lJp ~1 50 charts or 100
data frames can he stored on film.
CHART PRESENTATIONS.
l-140
1.0. lF-11 l(6)A-l Section I
Horizontal Situation Display( Typical)
I. Char, Number Readout Window.

2. NO Chart Indicator.
-8 3. Heading/North Up Switch.
4~ HSD Dirploy Screen.
Dirploy Index.
Ground Track.
22- Chott/Dota Selector Switch.
-9 Dota Frame Number Readout Window.
21- Dab Frame Switch.
Chart Drive Foilwe.
-10 Aircraff Symbol.
20- -11
dex Purhbuwon.
19- IR Threat.
,Manual Indicator Lamp.
-12 Secondq Lamp lndicalor.
Slew Switch.
Derignotion Cursor.
Novigotion Dertinotion/Offret*
Rador Threat.
-13 Chart F,~ame Switch.
Figure I-59.
bearing to the destination, target or designation The knob has a marked OFF position. Rotating the
point. In the north-up mode the line represents air- knob clockwise cut of the OFF position provides
craft heading. power to the system and varies rhe intensity of the
display. Clockwise roration increases the intensity and
vice versa.
DATA FRAME PRESENTATION.
Data frame presentations are independent of chart fxes- Index Pushbutton.

entation. Dara frame presentations are film strips of
any type of data that can he photographically repro- lhe index pushbutton (14, figure l-59), located on the
duced on to film. Data provided on data frames nor- HSD panel is marked INDEX. The pushbutton is used
mally would he check lisrs. handhook information, for selecting emergency data frame number 50. De-
briefing matwial. mission profiles, etc. Data frames are pressing rhe pushbutton will slew frame number 50
numherecl from I thru 100 :rnd can he rapidly slewed into view regardless of selected mode. When the push-
to select the desired frame. Data frame number 50 button is depressed a lamp will light displaying the
always conrains emergcn<:y information, aml can he letters INDEX. Depressing the pushbutton a second
immediately selected by depressing an index pushhut- time will return system to last selected mode.
ton. There are no symbols displayed with the data
frames. While using data ,framc presentations the HSD
will automatically keep the chart presentations ~urrenf Heading/North Up Switch.
with respecf to ;aircrefr position.
The heading/north-up switch (3, figure l-59), located
on the HSD panel has two positions marked HDG and
CONTROLS AND INDICATORS. NORTH. When the switch is positioned to HDG the
heading displayed on rhe compass rose opposite the
Power/Intensity ControY Knob.
fixed referonce index is true heading. When the switch
lhc powcriintensity control knob (Ii, figure l-591, is in NORTH position the compass rose displays true
i~,catwl on the IISD panel is labeled INTI~NSIIY. north.
1-141
Section I 1.0. IF-I 1 l(6)A-l
Chart/Data Selector Switch. Manual Indicator Lamp.
The chart/data selector switch (7, figure l-59). located A green manual indicator lamp (16. figure l-59), lo-
on the HSD panel has two positions marked CHART cated on the HSD panel, is provided to indicate that
and DATA. When the switch is positioned to CHART the chart presentation can be positioned manually. The
chart presentations are displayed. When the switch is lamp is labeled MAN, and will light when the slew
positioned to DATA, data frames ate displayed. switch is pulled out.
Chart Frame Switch. Secondary Lamp Indicator.
The chart frame switch (22, figure l-59), located on A secondary lamp indicator located on the HSD panel
the HSD panel has three positions marked FWD (for- (17, figure l-59), will light when the second chart
ward), REV (reverse) with an unmarked center off projection lamp is being utilized. When lighted LT 2
position. The switch is spring-loaded to off. Holding is visible in the indicator.
the switch to FWD or REV will drive the chart in the
desired direction. The speed at which the chart is No Chart Indicator Lamp.
driven is controlled by the amount of pressure applied
to the switch. A no chart indicator lamp (2, hgure l-59). located on
the HSD panel is provided to indicate the aircrafts
Doto Frame Switch. present position is not on the chart being displayed.
When lighted the word NO is displayed.
Data frame switch (9, figure l-57), located on the HSD
panel has three positions marked FWD (forward),
REV (reverse) with an unmarked center off position. RADAR ALTIMETER SYSTEM
The switch is spring-loaded to off. Holding the switch (AN/APN-167).
to FWD or REV will drive the data frames in the
desired direction. The speed at which the frames are The radar altimeter system is a dual channel low al-
driven is controlled by the amount of pressure applied titude radar system which provides precise absolute
to the switch. altitude, rate of altitude change and preselected mini-
mum altitude warnings. Absolute altitude from 0 to
Slew Switch. 5000 feet is read on the radar altimeter indicator. Rate
of altitude change from 0 to 500 feet pet second is
The slew switch (18, figure l-591, located on the HSD furnished to the terrain following radar. Minimum
panel is labeled SLEW. The switch has five positions altitude fly-up signals are provided to the integrated
marked N (north), E (east), S (south), W (west), and flight instruments in the ILS and AILA mode of
an unmarked center position. The switch is a push-pull instrum&t system coupler operation. The system is
type switch and must be pulled out to manually posi- composed of two receiver-transmitter (RT) units; two
tion the chart in the desired direction. The switch is antennas, one for transmitting and one for receiving;
spring-loaded to the neutral position in manual,. Dur- a distribution box; a radar altimeter indicator and the
ing manual operation the manual indicator lamp (16, necessary controls. The RT units are located in the
figure l-59), will light displaying the letters MAN. forward electronic equipment bay. When the system
Depressing the switch returns the chart presentation is placed in operation, one RT unit is activated and
to automatic operation. Selecting manual will cause the other is in standby for use in the event the oper-
the display to assume a north-up presentation regard- ating unit malfunctions. In the event of a malfunction
less of the position of the heading/north-up switch. the standby RT unit must be manually selected. The
RT unit in operation is connected to the antennas and
Data Frame Number Readout Window. its outputs are distributed to other aircraft systems
by circuits in the distribution box. The radar altimeter
The data frame number readout window (8, figure will break lock if the bank angle exceeds 45 degrees
l-59), located on the HSD panel is labeled DATA. The or if pitch angle exceeds 1~20 degrees. The system
window will indicate the frame number in use. The incorporates a self-test feature for checking reliability.
numbers range from 00 to 99. The system operates on 115 volt ac power from the
left main IIC bus and 2X volt dc power from the main
Chart Number Readout Window. dc bus. Refer to figure 1-55 for antenna location.
The chart number readout window (1, figure l-59), RADAR ALTIMETER CHANNEL SELECTOR SWITCH.
located on the HSD panel is labeled CHART. The
window indicates the chart number in use. The num- The radar altimeter channel selector switch (5, hgure
hers range from 00 to 50. l-60), located on the miscellaneous switch panel, is
1-142
1.0. 1 F-l 11 @)A-1 Section I
Miscellaneous
Switch Panel
RADAR ALTIMETER BYPASS SWITCH.
lhr rad;tr altimeter bypass switch Cf. figure I-601,

hated on the miscellaoeous switch panel, is a two
,,,ni, io,, switch marked NORMAL and BYPAS:;. Plac-
ing t,he switch to BYPASS when above 5000 feet over
the terrain pwvides a signal to the TFR to permit
blind letdowns. The switch will gu to NORMAL as
5000 feet is p;lssed during ~descent. When the switch is
in the NOR~MAL position, blind letdowns from below
5000 feet above terrain may lx accomplished. After
l.O IF-I I l-996. positioning the switch to BYPASS
when performing 1F operations below 5000 feet AGL
will cause n 1F fail and a By-up maneuver. Tllis will
also cause the radar :altirude low warning lamp w light
unless actual AGL is within 1 IO percent of rhe 1875
foot pseudu radar altitude from the bypass switch.
RADAR ALTIMETER.
The radar altimeter (20, figure I-61, located nn the

left tnain instrument panel, provides absolute altitude
indications from 0 to 5000 feet. Indications are pro-
b~idrd by n pointer on a dial graduated in increments
of IO feet from 0 to 500, 50 feet from 500 to 1000, and
ilH) feet from 10011 to 5040. An OFF warning flag in a
window on the right side of the dial will appear when The radar altimeter control knob on the lower right
power is removed from the system. when the system of the altimeter serves three functions; as an on-off
mnlfunctions or mben roll or pitch limits arc exceeded. control, to set a minimum altitude index pointer on
the dial and as a test button to check the system. Ini-
tially turning the knob clockwise applies power to the
If power
I
is lost on the system, the OFF
system; further
pointer
setting. Depressing
rotation of the knob rotates the index
from zero to any desired minimum
and holding
altitude
the knob activates
the self-test feature of the system and, if the RT unit is
warning flag will appear on the dial and rhe operating properly, provides an indication of 95 (2: I?)
pointer will remain ,at the last powered in- feet before T.O. IF-111.99G; 300 (~?15) feet after T.O.
lF-111-996. I
Change 1 l-142A/l-1428
1.0. IF-1 1 lIB)A-1 Section I
LOW ALTITUDE MONITOR.
If the radar alritude low wal-ning tamp lights

hecnuse of :I failure sensed hy the low alfi-
rnde mlanitor, the lamp will not go out when
rhe autopilor release lever (before T.O. IF-
I I I(H593) or autopilot release/pitch con-
rrol stick steering lever (after T.O. IF-
I I I (H591) is depressed.
TERRAIN FOLLOWING RADAR

(AN/APQ-134).
~lhe wrmin folkwing radar (TFR) provides tow alti-
tule tt:rr;Cn following, obstacle avoidance and blind
tcrdown u~pnl~itiry. The TFR consists of left and righl:
imrennit receivers, synchronizer transmitters, power
stIpplit.s and um~pu~rs in a dual channel configura-
ri ,,,I; a radar scope panel and it control panel. Each
ctunnel may he qxrated independently of the other
in zanv one of three modes; terrain following (IF).
sit~ntion display (SI1), or ground mapping (GM).
During Auur or Manual TF turning flight maneuvers.
the IFR antenna is positioned to look al~rng the antic-
ipacrd flight path ~2nd the climb/dive c~m~mands arc
compensated for the aircraft being in a roll altitude
11~ TFR receives inputs from the radar altimeter, at-.
tack radar, ~onvcrter set, flight controls system, doppter
rd;u, central air data cornpurer. Refer fo figure t-62
f<w I~FR sysrem tie-ins with other weapon system avi.,
onic equipment. The TFR operates on I I5 volt ac
powrr from the main ac hus and 2X volt dc powet
from rhe main dc bus.
Change 1 1-143
:
Auto TF Flight Control NOTE:
ATF
MODESHOWN WHEN!yf
ENGAGED.
ii FLYUP
OCCURS,
FROM
THE
iFRCLiMB,DlVE
SET
ARE COMMANDS
IGNORED
&SEP&o-
c-4 Schematic FLiGHT
CONTROL
RATE, SWITCHES
INTERNALLYTO
A
GENERATED
FLY
UP ,
z
i AUTOPILOT
'CONTROL
RELEASE/PITCH
STICK 5TEERING LEVER
- --
Terrain Following Radar Subsystem Tie-Ins
ALT dl
ROLL GO00 8 SYNC PULSE
P
NO TRACK
ORlFT ANGLE PLUS LEAO-INTO-TURN

INERTIAL GROUNOSPEEO
FLlGHTVECTOR & FLIGHTVECTOR GO00
A/G-R COMMAND I
AUTO TF C,O COMMANO
PITCH & ROLL
TURN RATE
RCYR BLANK
XMTR BLANK
MANUAL CjO COMMAND
TF TRANSMIT
OWLAY DEPRESSION ANGLE

kction I T.O. lF-I 1 l(6)A-l
SITUATION (SIT) MODE.
GROUND MAPPING (GM) MODE.
TFR CONTROL AND INDICATORS.
TFR Channel Mode Selector Knobs.

T.O. lF-lll(6)A-l
TFR Control
Panel
iTypical)
Section I T.O. lF-Ill(g)&l
T.O. IF-lll(B)A-1 Section I
TFR Scope Panel and Presentations
I. Rodor Scope.
2. Polaroid Filter Control [Zj.
3. Scope Removal Handle (2).
4. Radar Scope Tuning Control Knobs (4).
5. Range Selector Knob.
6. Scope Overlay.
7. TF Mode Terrain Following E Dirploy.
8. Sit Mode toteral Terrain Search PPI Dirploy
9. GM Mode Ground Mapping PFI Dirplay.
10. Tea, Pulse.
Patterns -\
A 8
Figure I-64.
Section I t.0. IF-lIl(6)A-l
DC a sector PPl (azimuth scan) display when operating TF Drift Caution Lamp.
in SIT or GM modes. The scope overlays provide a
The TF drift caution lamp located on the main caution
rectangular grid with a 0 co 10 nautical mile scale at
lamp panel (figure l-29) provides an indication chat
the bottom of the scope for TF mode and a 7 shaped
grid for sector PPI presentations in SIT or GM modes. the primary and secondary drift plus lead into turn
A self-test pulse { 10, figure l-64) is located at approxi- signals do not compete within 4 degrees. When this
mately 1.5 miles range at the top of the E scope presen- occurs the TFR antennas are locked iit zero degrees
tation when the system is in TF mode of operation. Ab- azimuth and therefore can no longer lead the aircraft
sence of this pulse, in TF mode, indicates improper into turns. When the lamp is lighted the letters TF
system operation. The polaroid filter controls around DRIFT nre visible. IJnder IFR conditions TF flight
the face of the scope can be rotated co adjust polariza- should not be performed unless drift and turn rate are
tion of light for the best display under various degrees zero when the lamp is lighted, Under VFR conditions
of light. A red scope presentation for night vision fly TF in slow turns or with small drift angles only
adaptation can be obtained with the filter controls. The if the terrain clearance can be verified.
ear type handles on each side of the scope ate provided
co facilitate removal or installation of the unit.
When the drift caution lamp is lighted, TF

When in visual bomb with DIV selected, the flight should not be performed with drift an-
attack radar and TFR, when in GM or SIT gles in excess of 3 degrees, and bank angles
modes, are used for air-to-ground ranging. should be limited to IO degrees unless terrain
Under this condition the attack radar and cleamncc can be assured under VFR condi-
TFR ground mapping or situation scope ptes- tions.
entation will be unusable and should be
ignored. If one channel is in TF mode, the Ii
scope presentation will be normal. Reference Not Engaged Caution Lamp.
The reference not engaged caution lamp is located on

the left main instrument panel (hgure l-29). The fol-
TFR Channel Fail Caution Lamps.
lowing conditions most be satisIied to put the refer-
ence not engaged caution lamp ooc during TFR opera-
Two amber channel failure caution lamps (1, figure l-
63), located on the TFR control panel, are individually ti0tl:
marked FAIL and are labeled L and R for the tespec- 1. Either TFR channel selector knob in the TF po-
tive left and right channels. When the channel mode sition
selector knob is placed from OFF co STBY the fail 2. The auto TF switch in the auto TF position and
lamp will light to indicate that channel is not yet ready
3. G command controlling the aircraft with the
to operate. The lamp will go out after approximately
TFK checking safe.
3 minutes indicating the channel is ready. After the
channel is ready, a fail light with the mode selector While operating in auto TF the lamp can come on due
switch in TF, SIT or GM position, indicates a malfunc- to conditions not associated with TFR operations. For
tion in that channel. The lamps will also light when example, if operating in auto TF with either constant
the aircraft is above 5000 feet absolute altitude and track or headin? navigate autopilot, lateral control
the radar altimeter bypass switch is in the NORMAL stick steering ~111 disengage the autopilot heading
position. A press-co-test feature allows each lamp to sub-mode and cause the lamp to light. With the lamp
be checked. lighted under this situation, a sobsequent failure in the
g command logic will go undetected and could re-
sult in the aircraft flying into the ground. For detailed
Note description of the lamp and its function with ocher
systems, refer co Autopilot System, this section.
. The lamps will momentarily blink when
changing the TFR terrain clearance knob
from low to higher clearance settings or
switching into or out of the 5OO(WX) setting.
This is a normal indication.
. The lamps will also blink rapidly when more When the reference not engaged caution lamp
than 0.5 gs are commanded if the instru- lights while in auto 1F immedinte action
ment system coupler pitch steering mode must be taken to pot the lamp out ot termi-
switch is not in the TF position when operat- nate auto TF flight to prevent possible terrain
ing in the manual TF mode. impact.
l-150
1.0. IF-lll(B)A-1 Section I
Flight Vector Caution Lamp. lamp when it is lighted, Terrain following flight shall
be restricted to I velocity range of 0.7 math to 0.9
The flight vector caution lamp located on the main ouch when the lamp is lighted. Should the compari-
caution lamp panel (figure l-29) provides an indica- son returt~ to its mvnlal level the lamp will go out and
tion that the TFR is no longer making a comparison operation will hc normal.
check of the aircraft flight vector and that the TFR
may be computing using the backup flight vector. The
lamp will light when either the inertial flight vectot
data good signal ot the CADC data good signal is lost
to the TFR. If the CADC data good signal is not re.
teived at the TFR, the lamp will light and the primary
flight vectot will he used in the TFR compnt;ttion. Airspeed should lx held between math 0.7
If the inertial flight vectot data goal signal is not sod 0.) what the velocity caution lamp is on.
received at the TFR, the lamp will light and backup If these speeds are exceeded the TFR will not
flight vector (aircraft pitch iangle minus aircraft ,angle- properly anticipate terrain clearance cont.
of-attack) will he used in t,he TFK computation. The mands and the aircr;~tt may fly iota the
letters FL? VECTOR are vilsihle on the lamp w!hen it g~lllld.
is lighted. Note
Turn Rate/G-limit Caution lamp. After T.O. IF-I I I(H651, Ithe velocity cat,.
tion lamp will light during YFR ground
The turo rate g-limit caution lamp located or) the checks.
main caution lamp panel (figure 1.~29) provides :a~ in-
dication when lighted that any o! all of the follow- TF Fly-up Off Caution Lamp.
ing conditions exist:
Ihe Ik~ fly-up olt autioo lamp, located oo the main
1. The aircraft is executing a turn in which the head- caution lamp panel (hgute l-29) provides ao indication
ing rate excee& the maximum safe value (2.0 that fly-,up protection is not available. The letters TF
degrees per second) for which the II% antenna lI.Y-IJP OFF ~trc visible oo the face of the lamp when
lead-into-turn stabilization is reliable. it is t~ghtrd. llre ity-up u~~~x~vcr is inhibited uotil the
fly-up circuit is .~rmed. Lbe fly-up off lamp wilt be
lightal during If: mode srltction until the fly-up cir-
cuit is armed. Arming of the fly-up circuit will result
If excessive roll rues or rapid reversal of in the TF tly~up off lamp going out. The fly-up circuit
bank are accomplished the tutn rare/g limit ran bc ar~rd by t,nr of IWO ways ial lhe lF set ,t,ust
caution lamp may not light immediately due initially check safe (1-F fail warning lamp gocs out) or
to the lag in the torn rate caution circuitry. (1,) Prior to T.O. II-.1 I I (B593, the autopilot release
lever mcrmcnrarily depressed; after T.O. IF-II I (B)A-
593, the autopilot release/pitch control stick steering
2. The aircraft is in a roll ;attitude and the computed
lrwr momenrarily depressed to the first detent. After
roll compensated climb command exceeds 2.47 gs.
the fly-up circuit is armed, a subsequent TF fait sig-
3. The caution lamp will light whenever the aircraft oal (TF fail warning lamp cotncs oni will result in
is at a zero toll and close enough to an obstacle a fly-up maoetrver~. The fly-up circuitry is interlocked
that the TFR is generating its maximum 2.41 g with the flight cot~ttol s)stem switch .md slat extensicm
the
command. mechanism to pr~wnt inadvertent fly-ups during rekc-
NOW off and larrdirrg <aperations. Wheo airborne amI wirh
I. or R TPR tilarmel modu selector knob in the IF
The TFR is limited to commanding a maxi- position, the lam/) will light when the flight control
mum of 2.17 6 tnatteuvers. system switch is: 1) in the L.O. (1: LAND position, or
(2) in the NORM lxaition nod the slats arc extcndcd.
lhe lamp should he monitored in turns. When the Curdin power failures within the IFR system will also
lamp lights the bank angle should be reduced to put cause the tamp tt) light. Ihe lamp will also light if the
the lamp out. When lighted. the letters TURN/G autt) 11: witi 11 is placul to the ALTO IF lwsitiorr and
LIMII are visible on the lamp. neither TFK t~har~oet is in ,I 1.1: mods, however this is
an abnormal swircbing conltguration sod should be
Velocity Caution lamp. ;rwided. lerrein following Hi& should oat he at-
tempted when t~hv lamp is lighted.
The velocity caution lamp located on the main caution
lamp panel (figure l-29) indicates the TFR is comput-
TF Failure Warning Lamp.
ing with a math 0.8 airspeed. The lamp will tight
when the true airspeed and DCC ground speed ,differ A TF failure warning tamp (15, figure t-6), located
by 130 knots lhe letters VELOCITY are visible on the oo the left main iostrtmrent panel, provides a mote
lChange 1 1-151
Section I T.O. lF-11 I (B1
l Both crew members must monitor aircraft

terrain clearance during TF Right. During per-
iods when forward video is lost (due to wa-
fer or low surface reflectivity) aircraft alti-
tude will be monitored by using outside vis-
ual reference (if possible), AVVI interprera-
rion, and close observation of IF system op-
era&n. TIE crew should he especially watch-
id for ~lnexpl;iined desrents while over wafer
or level terr.lin.
Changing Terrain Clearance Settings.
When changing selected clearances on the IFR CO a

higher setting. rhe ccrrain clearance control knob
should be progressively rotated through each inter-
medinre setting and the aircraft allowed m stabilize
at the intermedi:lre cle;~anccs until rhe desired clew
;mcc is reached. Inst;mt;meous switching beyond more
than one incrumenml cle;wance may cause the air-
craft LO assunw ~1 climb angle grcarcr [hxn 20 degrees,
thus possibly causing the radar alrimeter fo lose range
track. In this event, the aircraft will not level ouc at
thr desired clearance sating and the fly-up musf be
werridden hy mu~nnl connol.
Blind Let-Down.
When initiating a blind let-down in the lF mode

from abow 5000 feet absolute, the radar altimeter will
mn be locked and will drop auf its data good signal
$0 the TFR. To prevent this signal from generating a
fly-up, the alrimerw by-pass swircb musf be positioned
tu BY-PASS CO give the IL:R a ps~~~lo alrin~dc ~md
d;~t;~ good signal. Upon passing through 5000 feet the
altimeter should lock and the by-pass switch will drop
out and normal altitude and data good signals wilt be
supplied m the ll:R. If the terrain is mountainous, the
clunranre may suddenly increase beyond 5000 feer and
a fail signal will result. Should this occur immediately
reposition the by-pass switch m BY-PASS and resume
the Icr-down. If rhe let-dow,n is being made CO 1000
feet XI clear;~ncc. rbe dive angle will he limited to IO
degrees until the radar altimeter locks. At this time
rhe dive angle may increase to 12 degrees. At other
set clearances rhc dive limits are I2 degrees above and
below 5000 fwr. It is rccomtwnded that an initial ser
clwr;,nce of IO00 feet he used for all blind lerdowns.
At this clear;mce setting. a climb command should he
indicated on the ADI/ODS command bars at approxi-
marely 2000 feet AGL and aircraft rotation toward
level Right should begin no later than lG)O feet AGL.
When a ler-down i, made from high altitude in the
vicinity nf mountainous or rugged terrain the follow-
ing is recommended m minimize the annuying radar
altimeter break-lock when passing through the lock-on
altitude and ialso TV rcd~e the ram of descent af r,he set
clczrance level-off. Manual descent CO MEA is recom-
l-153
Section I 1.0. IF-llI(g)A-1
mended with the autopilot release lever depressed, release lever, the pilot should check that the channel
while the aircrew monitors the pitch steering bar and failure caution lamp on the TFR control panel for the
E scope display. After the aircraft is established at channel in the TF mode is not lighted and. after l.O.
MEA and the attack radar and E scope reveal no ab- IF-ill-96, that the radar altitude low warning lamp
rupt ridges along the aircraft flight path, an auto TF is not lighted. If the channel failure caution lamp is
descent should then be initiated. Aircrew should be still on, releasing the autopilot release lever will al-
aware that while flying at MEA, the 5000 foot limit low the fly-up maneuver to be resumed. Should the
of the radar altimeter may be exceeded resulting in a fly-up maneuver not be terminated by depressing the
TF fail-safe fly-up. autopilot release lever (autopilot release/pitch con-
trol stick steering lever to the lirst decent after T.0
IF-Ill(B503), the TFR should immediately be
l,,.,.tI switched out of the 1F mode, the m~to TF switch
turned to OFF, and the fly-up overridden by stick force
if necessary. The pitch trim function of the stick trim
. When a blind let-down is made, the radar Ihutton is disabled and the control stick is centered dur-
altimeter must be monitored to assure that it ing TFK fly-up maneuvers.
locks on after passing through 5000 ft ahso-
lute. If the let-down is made over water or Aircraft Pitch Attitude.
areas of low radar energy return, the radar al-
timeter is the only source of a signal to com- If the pitch nttirude of the aircraft exceeds 20 degrees
pute a level-off at the set clearance. of pitch during a fly-up wmmand, the radar ;lltimeter
may break track. If rhis occurs, the Hy-np must he
. Letdowns started below 5000 feet absolute do manually overridden until the radar altimeter can r<!-
not verify pwper radar altimeter operation. gain track and allow the TFK to check sale.
Low Altitude Fly-Up Recovery. Turning During TF Flight.
The fly-up command gener;m!d by descending below IF Ilight can be performed up to 45 degrees of roll
83 percent of the set clearance will bc rcrminared when angle or 2 degrees per second of turn rate. If the roll
the aircraft climbs to the 83 percent point. When limit is exceeded, the TFH will declare a fail and
an X3 percent fly-up occurs. the autopilot release lever Hy-up command I)uring turns in AI IT0 IF operw
should Ix depressed (autopilot release/pitch control lion. the pitch steering bar u-ill indiaw a slight
stick wzering lever to the first detent after T.O. lF- climb c~~n~rnand. If the urn rate limit is ercecded the
1 I I (B)A-5931, the auto TF switch should bc positioned turn/g-limit caution lamp will ~orw cm The TFK
to OFF and the aircraft manually flown until it is de. ant~~mas lad the aircraft in a turn hut cannot scan
Iurmincd that it is s;lfr to rrwme LFK operation. terrain which might he in the aircraft pzath in urns
grate,- than ? degrees per second In a turu, the turn
g-limit ciiuriun lamp should he closclg rnonirore,l. If
this caution lamp comes on, reduce the rum rate or
roll ;xngle until it gocs UC. In the ZYC, of il 11 tail
in il rc,lI. go to x10 roll when tcrrxin permits.
If the condition that caused the aircraft to

initially descend below 81 lxrcen~ is still
present and the IFK is allowed to wntrol the
aircraft, a pushover can result which will dive
the aircraft hack through the Xi ~wrwnt point
at au angle front which a fly-ul> command
ri,nnot recer.
Overriding Fly-Up Maneuvers.
Should a IF fail or, after T.O. If-l I l-996, a low alti- Stick Pitch Inputs During Auto TF.
I tnde moniror fail occur and a fzil-safe fly-up nxmeuwr
he initiated, the maneuver should he overridden by
depressing the autopilot release lever (autopilot re-
lease/pitch control stick steering lever to the first de.
tent after T.O. IF-1 ll(B)A-593) on the control stick.
The Tl? failure warning lamp will remain on when
the lrvw is depressrd. Before releasing the autopilot
l-154 Change 1
1.0. 1 F-l 11 (EVA-1 Section I
climb command occurs, the pilot should not allow the
I
release lever (autopilot release/pitch control stick steer-
ing lever to the first detent after T.O. lF-lll(B)A-593) auto TF to exceed the angle-of-attack limits or exceed
and using stick force until a decision is reached regard- a 20 degree climb attitude and should add power CO
ing continued TF operarion. Angle-of-attack should maintain airspeed. If either of these angle limits are
not be allowed LO exceed operating limits included in encountered, depress the autopilot release lever, main-
Section V. Maintain safe f:errain clearance during this tain the climb, and level off at L safe attitude (not less
period. than MEA). When the video from weather disappears
from the E scope and normal ground refurn is present,
Aircrafi Trim. 1FR operation can be resumed.
When the auto 1-F switch is placed to the AUIO

IF position, and the autopilot release lever is not held,
the control stick will be ccn~ered. When the auto TF p-G-1
mode is controlling the aircraft rhz pitch trim func-
tion of the stick trim button is inoperative.
. Cerrain weather conditions can cause btank-
ing (no video presentation) of the E scope
and/or attack radar with no associated fly-
up. This blanking eliminates radar returns
from terrain and precipitation. The TFR sys-
tem interprets the blanking as the ground
return from a Hat, low radar energy return
surface such as a body of warer and reverts fo
radar altimeter override made. In this mode,
the TFR will not provide safe flight over oth-
er than known lwel tcrrnin.
. If E scope blanking due to weather conditions
Auxiliary pitch trim should not be used during auto is obserwd or suspected, an immediate climb
IF operation. If nose up trim is used the series trim must he iniriated CO MEA.
actuator will drive nose down until rhe trim effect is
neutralized. This reduces the amwnt of remaining
down elevator awila~le through the series trim acfu- The improved weather penetrarion capabilities of the
ator. When a down command is subsequently received planar array antennas were achieved as a rrade-off
from the TFR, there will be insufficicnr elevator re- against degraded detection capabilities of smooth. reg-
maining to keep the aircraft on the set clearance and ular objects (ix., towers, water ranks, etc.). Flights
ballooning on the back side of hills will occur. should be planned to exclude these targets from the
flight path.
Tower Detection Capabilities.
Flight Over Wooded Terrain.
Towers and power tines may not reflect sufficient re-
turns fn came the TFR fu fly rhe aircraft over the CL- During flight over sprsety wooded terrain, dead ot
stacks. Flights should he Planned to avoid these areas. defoliated trees, the TFR may not command sufficientt)
on the back scatter from the frees to maintain the
Effect of Precipitation. setecred clearance over the tops of rhe trees thus the
tops of isolated trees may projerr above the 83 percunr
Preflight planning musr include consideration of en- fly-up rhreshotd at the lowest clearance. To avoid UI-
roufe weather. If heavy rain or thunderstorm activity safe Right conditions a minimum clearar~ce of 200 feet
is forecast, TFR operation may not be possible. Use of g:eater than the tops of the trees shwld he used during
attack radar CO vector around weather cells i!; recom- TF flight over areas of dead frees or extrcmety tatt
mended and rhe 5OO(WX) set clearance will provide trees. Over densely wooded areas, the radon atrimeter
more capability in dense clouds or rainfall. The E wilt tend fo measure aircraft clearance atternafetv lx-
scope should be monitored for video returns from tween the gro,md and the tops of the trees. thus the
weather during IFR flight. lhe back scatter from indicated radar attiwde may become very erratic and
moderate to heavy precipitation will often he visible may gener~tte ;I numhcr of short duration fly-ups.
on the E scope. If the operator cannot determine where
the terrain ends and the precipitation begins on the Flight Over Sloping Terrain.
11 scope, the automatic signal detection circui.try will
also he incapable of discrimination and a climb com-
mand will result. As video returns from rain approach
the zero command tine from the right side of the E
scope, a climb command can be expected. When a
l-155
Section I T-0. IF-Ill(B)A-l
T.O. 1 F-l 11 IBIA-1 Section I
when in the 300 second scale, or 10 seconds when in

Aiming Reticle & the 30 second scale. The three movable
the reticle display are the roll tabs. The roll tabs
indices of
Steering Bar provide an indication of the roll attitude

craft. Roll tab reference indices are located at 9, 12, and
of the air-
Presentations (Typj 3 oclock positions

tion indicators
on the 30 milliradian
to the left and right
circle. Dcvia-
of the reticle
rings provide indications of aircraft attitude and speed
deviations from preset conditions. lhe left deviation
indicator provides pitch or glide slope deviation indi-
cations, depending on the mode selected with the in-
strument systems coupler mode select knob. When
operating in the ILS or AILA mode, the left deviation
indicator presents deviation from the glide slope. Full
scale represents a glide slope deviation of 0.7 degrees.
When operating in any mode other than ILS or AILA,
the left deviation indicator presents the pitch deviation
from the pitch preset value set into the ODS. Full scale
represents a pitth deviation of 10 degrees. The right
deviation indicator provides airspeed deviation indica-
tions from a preset indicated airspeed value. Exh
graduation mark represents IO k,nots, and a full scale
deviation is 30 knots. When the bomh/nav system is
operating in the autonomous mode, the airspeed devia-
tion indications are not reliable. The command steering
bars consist of a pitch steering bar and a bank steering
bar superimposed over the aiming reticle. The center
pipper of the aiming reticle is I:he zero reference for
the steering hars. When the hars are centered, part of
the bars are blanked out to provide z window around
the pipper, The steering bars function independently
of the ODS mode select knob, and provide duplicate in-
dications of the AD1 steering hats. Large right azi-
moth deviations without a corresponding right roll
maneuver may cause the hank commend har to drive
OPTICAL DISPLAY SIGHT out ~,f view to the right. Large down pitch steering
(ANIASG-25) (ODS). deviations without a down pitch rate may cause the
pitch command bar to drive out of view at the bottom
The optical display sight (ODS) is integrated with of the sight reticle. Mechanical stops prevent the bars
other systems in the aircraft to deliver bombs and
from driving out of view to the left or to the top of
missiles, and provide homing, navigation and landing
information. The system consists of the optical display the sight reticle. For detailed explanation of the ODS
sight and control panel, Ioa~ted at the left crew station, command steering bar indications, refer to Instru-
and an amplifier located in the forward electronics bay. ments this section. The ODS functions in six primary
Ihe optical display sight provides indications in the modes of operation. The system utilizes 28 volt dc
form of two presentations: an aiming reticle, lighted power from the main dc bus, and I I5 volt, three phase
in red, and a set of command steering bars, lighted in -100 cycle ac power from the left main ac bus.
green. Refer to figure I-65 for aiming reticle sod
commrlnd steering bar prer;entations. The aiming ret- ODS MODE SELECT KNOB.
icle consists of B 2 milliradian center pipper. a 30
milliradian circle, r<>ll reference tabs, a 50 milliradian The ODS Imode select knoh (8, figure l-66) has 7
circle, ;rnalog bar reference tabs which serve as it time- positions marked OFF, MAN (manual). CMD (com-
tc,~go scale, an analog har presentation, and two devia- mand), DIV (dive), LADD (low angle drogue deliv-
tion indicxtrrr,. All elements of the aiming reticle are cry), HOM (homing), and GUN/RKT (gun/rockets).
fixed with respect to one another a the aiming reticle In the OFF position all functions of the ODS are inop-
display moves ;ahout on the u,rnbining glass. The ana-
erative. Kefer to figure l-67 for ODS indications in
k,g hxr rcprewn~s time-to-go prior to weapon rcl~ase or
the various knoh positions. Each knob position pro-
pull-up and appea.rs as a har of light on the Iow~.r half
<af the 50 milliradian circle. The 50 milliradian circle vides the following indications and functions:
h;!, fixed indices located al: the 3, 4, 5, 6, 7, 8 ;and 9 * The MAN (m;mual) position is used when the pilot
,,clork lwsiti~ms, each index denoting 100 seconds desires manual control of the reticle.
l-157
Section I 1.0. 1 F-l 11 WA-1
Optical Display Sight

Control Panel
12
11
Optical Sight.
Preset lndicaled Airspeed Indicator.
lndicoted Airspeed Set Knob.
4. Reficle Deprerrion Indicator. 10
5. Reticle Deprerrion Set Knob.
Aiming Reticle Cage Lever.
Command Bar Brighlners Knob.
Mode Selec, Knob.
Aiming Reticle Brightness Knob.
Test Swifrh.
Pitch Degree Set Knob.
Pitch Degree Indicator.
F141
Figure l-66.
* The CMD (command) position is urilized in rhe ILS run on a firpoinr similar to making a bomb run ex-
or AILA modes and with other systems in four sub cept when the fixpoint is under the pipper the enter
modes m provide indications used for radar or visual visual fix (EVF) button is depressed to enter the up-
bombingorcombin;ltions~,f both, updating the bomh- dated information in the bomb nav sysrem. For air
nav system digital compoter complex (DCC), and refueling rendezvous rhe ODS is used in conjunction
air refueling tanker rendervous. For bombing, the with the attack radar in the air mode and the instru-
ODS is utilized with the attack radar in UIIU of the menf system coupler in the tanker rendezvous (TKR
ground modes, the homh nav sysrem in either radar RV) mode fo provide steering bar indications on the
bomb or visual bomb mode and with rhe insfrumcnt ODS ro steer the aircraft to rbe tanker.
system coupler in bomb nav mode. Indicated airspeed
and pitch angle are preselected and set on the ODS
Note
control panel. The nrrack radar can be utilized fo Iw
cate the target and provide steering bar indications In this configuration the hank steering bars
on the ODS co steer the aircraft toward the mrgct. If on the ODS and ADI will oscillate after the
visual conditions exist, the ODS pipper can also be attack radar locks-on the target. This is nor-
used to line up on the target. If a radar run is nude
mal and is due w the auromatic angle track-
the ODS an;xlog bar will provide rime-to-go indic;i-
ing of the radar. lhe amplirude of the oscillx-
Cons to homhs away and the weapon will he released
automatically on a release signal generated by the rim will increase as the range is decre;~cd,
bomb nav system on inputs from the attack radar. If however the frequency of the oscillation will
a visual run is made the pilot will fly the ;Grcraft so remain constant.
that the target will drive down rhc reticle tcrwanl the
pipper. When the target is superimposed under the * The DIV (dive) position is used in conjunction with
pipper a manual release can he made utilizing either the bomb nav system in the visuxl bomb m,ale co
weapon release hutron. When used ro up&xc rhc deliver bombs in diving attacks. Preselected valncs
bomb nav sysrem rhe ODS is utilized ro make a visual of airspeed and pitch angle are set on the ODS con-
l-158
ODS Mode Select Knob Positions Versus Indications
l?lrtrument
Bomb Nau S;stH?Z Ai?kg
Functio?2 Fix Afode Coupler R&i&
Mode Select S&Ct S&CtOr ,Vode Sel. h&R Roll
Knob Positions Knob Knob Knob AZ. EL. Bar Tabs Aimpeed
OFF
MAN. Any A! Any Cage Man. Stow ~Available / Indicated
(Manual Mode) Dep. in airspeed
all I deviation
Radar Bombing Bomb Oprional Bomb CCIP Fixed Tg modes from
_ (Sub-mode) Radar Nav Angle Rel I 1 manual
I
26 Visual Bombing / Visual 1 Optional Optional Positioned stow I
s (Sub-mode) Bomb to CCIP
0 solution
2
E Updating the Not Visuai A) Posirioned Srow IS presenr
5 Dee Bomb Allto 3 tn the
2 (Sub-mode) Drift Fix glide
Angle Angle SlOPC
Ic
Not Not Tanker Cage Man. Stow I deviation
3 Air Refueling
(Sub-mode) Bomb Visual RedeZlOUS Dep.
Auto
Visual Oprional Optional Positioned =g
Bomh f0 a CCIP Pullup
solution
Radar CCIP Fixed
Bomb Angle
Any Any StCW
NOI Cage Man.
Bomb Dwx
I / I I / / 1 I
NO1 Tg Pullup Rel Un-
Radar Drift I then / safe
LADD
Bomb Ma. 1-g Rel. (NW)
(Low Angle Any
Drogue Delivery) Dep.
Bomb Cage
stow
Radar
HOM
Any Any
(Homing Mode) I I
GUNIRKT Not Used
Section I T.O. 1 F-l 1 I @)A-1
trol panel and rhe aircraft is maneuvered into rhc set in a desired indicated airspeed. A preset indicated
dive to the target. The bomb nav system provides airspeed indicator (2, figure I-66), locared directI>
continuously computed impact point information fo above the ser knob, indicates rhc indicntcd airspeed in
the ODS during the dive. Anytime rhe pipper can bc knots set in by the indicated airspeed set knob.
positionrd on the target the weapon may hc relc;rsed
manually with either weapon release button. The TEST SWITCH.
analog bar wit1 display rime-to-go co the pull-up
point. Putt-up must hc started prior fo the analog bar The fess switch (10, figure I-66), lwxted on the optical
reaching the sin oclock position 10 safely complete display sight control panel, is provided fo allow an
the maneuver. operational check and a fault isolation check (II he
* The LADD (low angle drogue delivery) position is performed on the ODS white installed in the aircraft
used for delivering bombs on a target using the tow without the aid of tesr equipment. The switch has
angle drogue delivery maneuver. Bombing compnr;~- positions 1 and 2 and is spring-loaded to the crnfer
rims are entered in the hr,ml> a\- sysrern when the OFF position. Position I is usrd for performing in-
weapon selection is made on rhe sfows control panet. flight and ground self tests. Position 2 is used for per-
As the aircraft approaches the target a pull-up signal forming ground fault isotarion tars only.
is generated by rhe bomb nav sysrem and the pull-up
tamp on rhe left main instrument panel will tight. AIMING RETICLE CAGE LEVER.
The pilot wilt initiate a pull-up maneuver m zero
the pitch steering bar. The bomb naa system will lhe aiming reticle cage lever (6, figure l-66). locaccd
generate a release signal at the proper point in rhe on the optical display sight and control panel, has
maneuver for weapons release. lhe analog bar will three positions labelted CAGE, UNCAGE. and AZ
display time-to-go. When the bar reaches rhc 6 oclock CAGE. In the CAGE position the aiming reticle is
position, the bwnh nav sysrem will gcnrratc :I reteasc mechanialty caged to 3 degrees helow the fuselage
signal, the release tamp on the left main instrument reference line and 0 degrees in azimuth. In the UN-
panel wilt tight and the weapon will be rclcased. CAGE position, the aiming reticle is free to move in
azimorh and in elevation. In the AZ CAGE position,
* The HOM (homing) position is used to aid in visual
the aiming reticle is mechanically caged to 0 degrees
detection of ground radar targets. The radar homing
in azimuth.
and warning system (RHAW) will generatc signals
representative of the angular position of the ground
radar. The signals are used by the ODS co position AIMING RETICLE BRIGHTNESS KNOB.
the reticle over the ground radar w,irhin the field of
The aiming reticle brightness knob (9, figure I-66).
view of the ODS sight and the pilor can visually
locared on the optical display sight and control pzmel,
search for the ground radar in the vicinity of the
is provided to adjust the brilliance of the aiming reti-
reticle pipper.
cle. Rotating the knob full clockwise will provide full
* lhc GIIN/RKT (gun/rocker). lhu nircrxft does not brilliancy and may craw a double image. Rotating the
have the capability of carrying guns ;md rtxkets. In- knob full counterclockwise will turn off the aiming
formation for this mode will he furnished if the air- reticle.
craft is equipped with this capability.
COMMAND (CMD) BAR BRIGHTNESS KNOB.
PITCH DEGREE (PITCH DEG) SET KNOB.
The command bar brightness knob (7, figure l-66),
The pitch degree set knob (I I, ligure l-66), located on
located on the optical display sight and control panel,
the optical display sight control panel, is used m set
is prwidcd m adjust brilliance of rile command steer-
in the desired pitch angle. A pitch degree indicator
ing bars. Rotating the knob full clockwise will provide
(12, figure t-66), located directly above the knob wilt
display the pitch in dugrces set in by the knob. full brilliancy. Rotating the knob full counterclockwise
will turn nff the command steering bars.
RETICLE DEPRESSION (DEPR MR) SET KNOB.
PENETRATION AIDS.
Refer to classilied supplement T.O. IF-lll(B)A-I-3

for infrxmation pertaining m Penetration Aids.
INDICATED AIRSPEED (IAS KN) SET KNOB. LIGHTING SYSTEM.
An indicated airspwd set knob (3, figure I-66), located The lighting system is divided into external and in-
on Ihe optical display sight control panel, is used fo rcmal tights.
l-160
EXTERIOR LIGHTING. nose landing gear. A switch on the nose gear down
lock will turn the lights off if they are on when the
The exterior lights include position lights, formation gear is retracted.
lights, anti-collision/fuselage lights, air refueling
lights, landing lights and a taxi light. The position Position light Switches.
lights consist of green lights in the right glove and
wing tip, red lights in the left glove and wing Itip and Three position light switches (.i. hgute I-681, XC IO-
,a white tail light. The wing tip position lights will cated on the lighting control panel. Two switches.
light when the wing saeep angle is hetween I6 and labeled WING and TAIL, have three positions. marked
30 degrees. When the wings iare swept aft of 30 degrees BKT (bright), OFF and DIM, for selecting the desired
the wing tip light will go mout and the glove light will intensity of the position lights. The third switch is a
light. The reverse will oaxr as the wings are swept two position switch marked FLASH and STEADY to
forward. The formarion lights consist of a set of two contn~l the qxration of the prrsition lights. P1acin.g
lights, located on the upper and lowet surfaces <of each the switch to FLASH causes the position lights to flash
wing tip, and four lights located forward and aft of a[ a raw of 80 cycles per minute.
each side of rhe fuselage. The lights in the wing tips
correspond to the color of the left and right position Position Lights/Stores Refuel Battery Power
lights. The fuselage lights arc m~her. Iwo am-colli- Switch.
silm/fuselagc lights, one Ioczted on top and one located
on the bottom of the fuselage, serve as white fuselage The position lights/stores refuel battery power switch
lights when retracted and flashing red anti-collision (5, figure I-271, located on the ground check panel, has
lights when extended. Two air refueling lights three positions marked POS LIGHTS, NORM and
~nounted in the air refuelling reccptaclc are provided STOKES REFUEL. Placing the switch to the POS
for night refueling operntions. A limit switch on the LIGIITS position will supply battery power to the po-
air refueling receptacle d<mr provides power to the sition lights for added safety during ground handling.
recepracle light control knob when the door i:; open. Placing the switch to NORM connects these circuits
Twu landing lights and a taxi light arc located ott the to the essential dc bus. Ihe switch is held in the
Lighting Control Panel (Typical)
--1
.- 2
-3
I. Internal Lighfing Control Knobs.

2. Molfction and Indicofor Lamp Dimming Switch,
3. Malfuncfio and Indicator Lamp Test Butlo,,.
4. Porition Lighk Switcher.
Figure f-68.
1-161
Section I T.O. lF-11 l(B)A-I
NORM position when rhe ground check panel door INTERNAL LIGHTING.
is closed. For a description of the STORES REFUEL
posirion of the switch refer to the Fuel Supply System, The incernat lights include instrument panel and
[hi5 SeCtion. console tights, red and white flood tights and utiliq
lights. The instrument panel and console tights consist
of five circuits, each with ia individual control knob,
Formation lights Switch. for the flight instruments, engine instruments, lefr and
center console, right console and right main instrumenr
The formation lights switch (5, figure I-68), loracrd psmel. lhey are powered hy I15 volt ac power from
on rhe lighting control panel, p~wides selection of the rhe right main ac bus. The flood tights consist of left,
dcsircd intensity of the tights. The switch is marked cenrer and right wd Hood lights and high intensit)
HRT (bright), OFF and DIM and cotr<,ls I Ii Olf ac white tIooc lights ar various locations around [he cock-
power from the right main xc hus. pit. the red Ilood tights prwide cockpit lighting in
the wcnf rhe instrumcnf pamI and console lights fail.
Anti-Collision Lights Switch. tIach set of red flood tights has ia individual control
knh. Ihe white flood lights provide high inrensit)
The anti-collision tighrs switch (7, tigure I-68). is IO- IiFhring CO prevenr temporary I>lindness frrrm light-
ared on the lighting control panel. Ihc switch is n,ng when flying in \rwrher. 0C cClnCrl knob ild;llStS
I;~heted ANlt-COLLtStON and has ~,ne position the intensity of ;a11 the white flood lights. Both the red
marked 011: and :m unmarked ON position. Placing and wt3itc flood lights receive I I5 volt ix power from
the switch r~ ON causes rhe anti-collision lights CO the ac essenri;lt hus. two oritity lights (50, figure I-2
light, extend and rorate. Placing rhe switch ro OFF and I). figure I-i I ), ~me fr each side of the cockpir,
CINIS~S rhe lights m rcrracr, go mlt and srop rotating. arc provided for individual work tights. lhey are or-
The switch conrr~ls 1 15 \.oIr ac power from rhe left mallv ~to\vcd on the left side uf the aft console ;md on
main itc hns. the iight hide of Ihe right instrument panel hut an
he n~oved 10 various Iocitcions ahnuc the crew station.
A slight rotation of the lamp wilt lock it in place on
Fuselage lights Switch.
its mount, the front of wch utility light cn he
rorat(xl 10 change color from white to red and vice
the fuselage lights switch (6, figure t-(,X), is Iocated
versa. A rheostat on the aft end f each light mu5r
on the lighting control parl. lhe switch is Ixheted
he rnrncd clockwisE w cur the light on and set the
IIlSliLAGli and has a position marked OFF and ian nn-
desired intensity. The utility lights are powered hg 2X
marked ON position. Placing the switch to ON, lights
volt dc from the engine Starr hus. Aircraft El ) are
a white tight in rhc top and hottom of rhe fuselqu.
cquippcd with white instrument and flood lights only.
Air Refueling Receptacle lights Control Knob.

Internal Lighting Control Knobs.
On aircraft Q + a, the air refueling receptacle tight5
The internal lighting cncroI knobs (I. figure I-6X).
control knob is located 0 the left main instrument
located on the lighting control panel, control the var.
panet (35, figure l-h). On aircraft %I ), the knob is
ious internal lighting circuits. The full countcrclock-
tocared on the lighting control panel (8, figure t-68).
Regardless of the location the knob is taheled A/R wise posirion of each knot, mrs the lights off. As the
RECP L-I. The full counrerctockwise position of the knrrhs are turned clockwise, derent psitiuns at spaced
knot, turns the lights off. As the knob is turned chrck- intervals vary the intensity of the lights from off m
wise rho intensity of the lights vrmics from off to full full hrighrness. Five of rhe knobs conrrol the in-
strument panel and console tighcing. Knobs are labeled
Ihrightness. The knob controls 115 volt ac poww from
and co~~trol the respective circuirs as follows:
rhc ussenriat ac bus.
FLT INS-Left main insrrumcnt panel.
Landing and Taxi lights Switch. ENC INSI--Engine instruments.
The landing and taxi tights switch (2, figure t-60) is L&C CONSOLli-Left and cenrer cnsotes.
located on the miscellaneous switch panel. The switch K CONSOLE-Right console.
is marked LANDING, OFF atld TAXI. The switch R I:WD-Right main inrrrument pacl.
controls 2X wit dc power from the essential bus which
in turn contrails relays fo provide 115 volt nc power to
a transformer which in fur11 provides 28 volt ac power
m rhe filaments in the tights, If the switch is left in
either the LANDING or IAXI positions on takeoff
a switch on the nose gear down lock wilt turn them
off when the landing gear is retracted.
1-162
1.0. IF-lIl(B)A-l Section I
trols these white Hood lights. In both cases this knob of the handle so that it may he grasped to unlatch and
is marked OFF at the full counterclockwise position raise the hatch. If rhe internal handle is locked in the
and HIGH INJ (high intensity) near the full clock- closed position a flush mounted pushbutton plunger.
wise position. Turning the knob past HIGH INT located adjacent to the external canopy handle. is pro-
turns ~111the white Howl lights to maximum intensity. vided to unlock the internal canopy handle from the
l-his will also turn on z~lditional white flwd lights. outside.
Once these lights are on, their intensity may he de-
creased hy turning the k-nob counterclockwise, All of CANOPY UNLOCK WARNING LAMP.
the white Hood lights will he turned off when the
knob is rotated to the OI:F position. A red canopy unlock warning lamp, located on the left
warning and caution lamp panel (figure l-29). will
light when either hatch is not locked. When lighted
the word CANOPY is visible on the face of the lamp.
CANOPY.
lhe canopy consists of left and right clam shell hatches

hinged to a center beam assembly. The hatches open AIR CONDITIONING AND
to a maximum of hi degrees. Each hatch has an enfer- PRESSURIZATION SYSTEMS.
nal and internal canopy latch handle for opening or
closing. When the hatches~ are closed and latched, the The air conditioning and pressurization systems (fig:-
internal handle locks in place to prevent inadvertent ure I-69) combine to provide remlrature-cr,ntrollrd,
unlatchin,? of rhe hatch inflight. Each hatch is man- pressure-regulated air for hearing, venrilating, pressur-
ally raised or lowered with the aid of an air/ol:l coun- izing the cockpit and inflating the canopy seals. The
rerpoise. lhe counterpoise will also hold the hatch in sysccm also provides air to the forward and aft elec-
any position selected. A Ilush mounted plunger, located fronic equipment hays, anti-icing and defog systems,
adjacent co the external handle, can he pushed in to windshield rain removal system. SKAlM missile system
unlock the internal hnndlr from the outside. and pncumaric pressure for throttle hoosr.
INTERNAL CANOPY LATCH HANDLES. AIR CONDITIONING SYSTEM.
Two canopy latch handles are located on rhc inside

Iuwer horizontal frame member of each canopy hatch
C7, figure I-2). An over-center spring-loaded canop)
latch handle lock tab, in the face of each canopy latch
handle, locks the handle in the latched position to pre-
vmt inadvertent opting inflight. When the bck tab
is Hush the canopy latch handle is locked. Pressing in
I, the forward part of the lock tab u ill cause Ihe rear
pxrt of the tab to snap auf., unlocking the canopy latch
hitndle. The handle must then he pulled out and aft IO
a detent position to unlatch rhe hatch. Once the hatch
is unlatched. pulling rhc hxndle further xft past the de-
tent engages the counterpoise to aid in opening. When
the desired hatch position is ;arrained, the handle must
he returned to the detent position to lock the connwr-
poise and hold the hatch. Each handle is mechxnicnll!
linked CO a Hush ertern;~l canopy latch handle located
outside of each hatch. InR;i;tion of the canopy pressuri-
ation seal is ;lutomatically operated hy closure of the
cnncq>y hatch. -11~ actui~or mounted on the hatch
Iowcr surface depresses a plunger in the canopy sill 10
inllare the sexIs and turn off the cimolq unlocL w:wn-
ing lamp.
CANOPY EXTERNAL LATCH HANDLES.
1-163
Air Conditioning and Pressurization System

:EAYoPY
Figure I-69. (Sheet I)
1-164
1.0. I F-l 11 @)A-I Section I
-,.-......--.., ~ RA~ORl,
._..- -..- _.,____.

--- ,...-----_,_--..---
Section I 1.0. lF-11 l(B)A-1
Air Source Selector Knob.
The air source Setecmr knob (2, figure l-70), located on

the air conditioning control panel, has six positions
marked OFF, L ENG. BOTH, R ENG, RAM, and
EMER. The knob controls bleed air source or allows
selection of emergency ram air operation when the
normal sysrem is not operating. The knob controls a
series of valves which operate as follows in the dif-
ferent knob positions:
Note
,. ;,,~.,~,_,._
~_ .,p,,.,..~~.,....,~.
., ,~,
T.,O. 1 F-I 11 (g1A.l Section I
Temperature Control Knob.

Air Conditioning The temperature control knob (1. figure l-70), located
Control Panel on the air conditioning control panel. is provided to
select cockpit temperature. The knob can he rotated
through a 300 degree arc and has mechanical stops at
each end. The extreme counterclockwise end is marked
COOL and the clockwise end is marked WARM. With
the mode selector switch in AUTO, rotating the knob
in either direction sends n signal to the cockpit tem-
perature controller which constantly positions the
modulating temperature control valves to maintain
the selected temperature. When the remperaure con-
trol knob is positioned at the mid-point between COOL
and WARM, thrt cockpit tcmprrature is maintain&
at ;,pproximaceiy 19 degrees C (67 degrees F).
NOi.
Operation with the temperature control knob

at full COOL in warm weather or full WARM
in cool weather with the mode selector knob
in AUTO may result in an ohjecrionahle noise
with the high flow in the cockpit. The amount
of airfbw can he reduced hy hacking the
knob ofl the full COOL or WARM position.
Figure l-70.
With the mode selector switch in MANUAL, the sig
nal goes directly to the modulating temperature con..
EI CAUTION trol valves, opening

signal generated
During
or closing them as directed
from the temperature
manual operation
control
the valves will respond nnl)
by the
knob.
In liMER position air pressure is not avai.l-
able to the wing seals, fuel rank pressurization when the knob is held against a spring loaded detent
system, electronic equipment. windshield at either one of the extreme positions, COOL or
wash and rain runo~al, throttle bwst. SRA:M WARM. Maximum valve travel time from marinnm~
missile or canopy seals. cold to maximum warm is approximately 45 seconds.
Air Conditioning System Mode Selector Switch. Exchange (Exch) Exit Air Control Switch.
The mode selector switch (6, figure l-701, located un The exchange exit air control switch (3, figure l-70).
the air conditioning control panel, is a three position located on the air conditioning control panel, is a two
switch marked AUTO, OFF, and MAN. The switch position switch marked NORMAL and OVERRIDE.
is a lock lever type switch which must be pulled opt
The switch provides a means of controlling the amount
to change positions. In the AUTO position, the cock-
of ram airflow through the air-twair hear exchanger by
pit temperature is automatically controlled at the
temperature selected hy the tempcraure control knob. opening or closing an exit door in the ram air dis-
A signal goes to the contr~:)ller which opens or closes charge exit. In the NORMAL position, the central air
the modulirting valves to maintain the selected tcm- data computer ~wtomntically controls the position of
perarure. In the MAN position. the cockpit tempera- the door. When the outside air temperature is below
ture controller is bypassed and control of rhc modulat- 75 degrees F aml airspeed is above 225 knots the door
ing temperature control valves is directly frrbm the will be closed tl) reduce drag. All other combinations
tcmpcr~mre control knob. In the OFF positirm, all of outside temperature and airspeed will result in auto-
power is removed from the system and the valves in mstic door opening. Placing the switch to OVERRIDE
the system, which control cabin temperature, will de- will override the automatic functions of the central air
clutch and go to the full cool position. data computer and open the door to its full travel.
1-167
Section I T.O. 1 F-l 11 WA-1
NO% Air Conditioning System Alternate Operatiok
. The air conditioning system water supply is Manual Mode.

required for supersonic flight conditions. In the event of a malfunction of the cabin temperature
When the water rank becomes empty at high controller, cabin temperature may he manually con-
speed flight, the system will cycle off. If this trolleJ as follows:
condition occurs, speed should he reduced to
subsonic and the exchange exit air control I. Air source selector knob-BOTH.
switch placed to the OVERRIDE position to 2. Mode selector switch-MAN.
obtain maximum cooling. Normal system op- 3. Temperature control knob-Set for desired tem-
eration will be restored at subsonic flight con-
peratore.
ditions.
The temperature control knob must be held to
. When any external stores are installed. the either full COOL or full WARM position to
exchange exit air control switch most be adjost for desired temperature.
placed in the OVERRIDE position to prevent
subsonic water boiling and possible shutdown Ram Air Mode.
of the air conditioning system.
In the event the air conditioning system fails, ram air
Air Flow Selector Switch. mode can he used for cockpit and equipment cooling.
Refer co Ram or limergency Mode Flight Envelope,
The air flow selector switch (4, figure l-70). is a two Section V. During ram air mode operation, cockpit
position switch marked NORMAL and MAX. The temperature can be controlled as follows:
switch provides a means of controlling the amount of
airflow in the cabin. The NORMAL position provides I. Air source selector knob-RAM.
cabin airflow for normal usage. The MAX position 2. Mode selector switch-AUTO or MAN.
may be used for low level, high speed operation on a 3. Temperature control knob--Set for desired temper-
hot day. The MAX position may also be used during atE.
rain removal, windshield wash or for defogging. If the mode selector switch is positioned to MAN,
the temperature control knob must be held to
SRAM Cooling Control Switch. either full COOL or WARM position to adjust
for desired temperature.
The SRAM cooling control switch (8, figure l-72).
located on the tight sidewall is a two position switch
marked COOLlNG and OFF. The switch provides n Note
means of controlling the cooling air and regulated Cabin cooling, in the ram mode, is limited
pressure co the missile. The COOLING position pm- hy the ambient ram air tempernture; how-
vides automatically controlled cooling air anJ prrs- ever, cabin heating in the ram mode can be
sure regulated to 23 (3~1) psi to the missile. The OFF maintained as the cabin hot air supply is still
position turns the SRAM cooling off. available to mix with the incoming ram air-
flow.
Equipment Hot Caution Lamp.
lhe amber equipment hot caution lamp, marked FWD PRESSURIZATION SYSTEM.
EQUIP HOT, is located on the main caution light Pressurization of the cockpit, canopy SC&, throttle
panel (figure 1.29). The lamp will light if the cooling boost, attnck m&x, terrain following radar, track
air flow is insufficient. The following equipment is breaker and SRAM missile is provided by the pres-
listed in the order of heat generation. The list should surization system. Pressure in the cockpit is controlled
he used as a guide for equipment shutdown, depending by a pressure regulating valve Ioated in the front of
on flight requirements. Shutdown may he required to the cockpit. When the aircraft is below 8000 feet, the
prevent degraded performance and/or equipment dam- pressure regulating value automatically maintains an
age from overheating. unpressurized condition in the cockpit regudless of
- ECM . INS the schedule selected. Cockpit ventilation is provided
* Attack Radar . Astro Compass by the regulating valve continu;dly modnl;~ring. de-
* HF Radio (Transmit) * TACAN pending on the volume of input air. A cabin pressure
* Converter Set (in op * One Computer (WDC safcry valve located at the rear of the cockpit will re-
era&n when either or GNC) lieve prcswrc any time the cockpit pressure exceeds
WDC or GNC in * Doppler Radar outside pressure by I I.2 psi. An emergency ram air
operation) * Radar Altimeter scoop, which can be opened into the airstream, will
* IRKS * HF Radio (Rcccive) admit air into the crew ;md electronic equipment corn.
* RHAW . IFF partmenrs in the event of loss of cooling and pressuri-
* lJHF Radio (Transmit) . UHF Radio (Receive) zation air from the cooling turbine.
l-168
Note
A priority valve is incorporated into the

Cabin Pressure
system to ensure that electronic
cooling takes precedence
equipment
over the cockpit. Schedule
IJnder conditions of high cockpit pressure differential
and low airflow, such as an idle power descent from
altitude, a slow depletion uf cabin altitude may occur
and hvth tempererwe control and defog functions will
be ineffective until engine power is increased. Failure
of this wl~e may cause forward equipment hot caution
lamp tu light, loss of cabin cooling airflow, unstable
cahin pressurization and tcml~uratuw control.
Pressurization Selector Switch.
lhe pressurization selecta switch (5, figure l-70).

located on the air conditioning control panel, is a three
position lever lock switch with positions NORMAL,
CRI. and DUMP. In the NOKMAL Position, the cock-
pit ~rrssure is selected to a schedule that will maintain
an X000 foot cabin altitude from 8000 feet up to the
operation;~l ceiling of the aircraft. In the CBT (corn-
bat) position, the cockpit maintains an X000 four cabin
altitude from XII00 feet up CO 22,500 foot altitude and
then maintains a constant 5 psi differential ahoae am-
bient pressure. In DCMP position, the cahin pressure
regulator and the cabin ~rcssurr safety \alw are open
and the cockpit is not Pressurized. See figure I-71
fur cockpit pressure schedule for normal and ulmbat
conditiom
Cabin Altitude Indicator. Figure 1-7 1.
A cabin altitude indicator (I, figure l-15), located on

the auxiliary gage panel. is provided to monitor cabin
when the supply pressure tu the pressurized electronic
altitude.
equipment requiring one atmosphere pressure drops
below 12.5 (i0.5) psi.
Pressurization Caution Lamp.
An amber pressurization caution lamp marked CABIN ANTI-ICING AND DEFOG SYSTEMS.
PRESS is located on the main caution light panel (fig-
ure l-29). The lamp will light when the cabin altitude Probe Anti-Icing.
is ahove IO.000 feet. When operating the cabin pres-
surization syswm in COMBAT, tbc cabin prcssuriza- Heating elements powered hy 115 volt ac are provided
tion ~.aution lamp will be lighted when aircraft alti- on the pitot-static, total temperature and angle-of-
tude is above 26,000 feet. attack and sideslip (alpha/beta) probes for anti-icing.
Power for the total temperature and primary alpha.
Pressurization Warning Lamp. hem prohe heaters is furnished from the left main ac
bus. The primary pitor system heater receives powzr
from the essential xc bus and the secondary pitot sys-
tem heater receives ~twer from the right main ac bus.
The alpha/beta probe secondary and alpha/beta body
hcaters are furnished power from the right main ac
bus. Power to the probe heater is controlled by a pitot/
Equipment Low Pressure Caution Lamp.
probe heater switch located on the windshield wash,
An amber low equipment pressure caution lamp anti-icing control panel. An alpha/beta probe caution
marked LOW EQUIP PRESS is located on the main lamp is provided to monitor the function of the heat-
caution light ~ancl (figure l-29). The lamp will light ers in the angle-of-attack and sideslip angle probes.
l-169
Right Sidewall (Typical)

1
. I. ~,,ock Rodor Trockiw

Control Handle. ,,I'
2. Ashtroy. 1
3. Arm Rest.
4. Rodor ironsponder
Control Pond
5. seat Adiustment Switch.
*d. IRRS Control Pod
Figure 1-72.
Pit&/Probe Heater Switch. gired. Momentarily placing the switch to OFF/SEC

should extinguish the caution lamp while the switch
The pitot/ptobe heater switch (2. figure l-73). located remains in that position, thereby verifying that the
on the windshield wash/anti-icing control panel, has secondary heaters ate functioning properly. The total
two positions marked HEAT and OFF/SEC (second- tcmperatme probe heater does not receive power while
ary,. The switch performs the following functions: the switch remains in the OFF/SEC position.
On the ground. The HEAT position may be used to ground check the
* The OFF/SEC position turns off power to the probe heater in the pitot-static probe and the primary heaters
heaters, and lights the alpha/beta probe heat caution in the ;~ngle of attack and angle of sideslip probes.
lamp. Proper operation of the primary heaters will be indi-
*The HEAT position furnishes power to primary cated by the alpha/beta prohe heat caution lamp going
alpha/beta heaters, and to the pitot-stattic probe. out immediately after the switch is positioned to
IIEAT. The total temp probe heater mny also he
Inflight. checked by placing the switch to HEAI and depressing
*The OFF/SEC position provides power to the sec- the flight control master test switch and holding the
ondary alpha/beta heaters and the pitot-static heater. CADC test switch to HIGH. Operation of the total
The total temperature heater is off. temper;mre heater can be confirmed by observing an
* In the HEAT position, Power is provided to the pri- increasing temperature on the total temperature indi-
mary alpha/beta heaters, pitot-static heater and the cat0r.
total temperature heater.
On takeoff a safety switch on the landing gear actu-
ares to arm the secondary heater circuits in the angle
of attack and angle of sideslip probes. During flight if If the total temperature exceeds 50 degrees
the primary beaters in either the angle of attack ot C during ground operation, the CADS caw
angle of sideslip probes malfunctions, the alpha/beta tion lamp may light ;tnd remain lighted un-
probe heat caution lamp will light and the secondary til total tcmpersture drops below 50 degrees
heater in the failed probe will be automatically crier- c.
l-170
___,-_.._,
.,._
I_..-,..._,,.,.,
1.0. lF-111 (B)A-1 Section I
Note
Windshield Wash/ The alpha/beta probe heat caution lamp is
Anti-king Control disabled at speeds above math 1.10.
Engine Anti-king Systems.
The engine anti-icing system prevents formation of

ice on the engine inlet guide woes, and the engine
se cone. The engine anti-icing system uses regu-
lated compressor bleed air. The engine inlet anti-icing
system prevents formation of ice on the spike tip, the
leading edge of the inlet cowl and inside the main
engine air duct of the inlet cowl. The engine inlet
anti-icing system uses air from the air conditioning
system hot air manifold in the main landing gear
wheel well. Idle rpm will provide sufficient hot air for
anti-icing. The spike sensing probe anti-icing system
prevents formation of ice on the spike local math
probe and spike lip shock probe. The probes are
heated by 115 volt ac electrical heaters. Although the
engine anti-icing, engine inlet anti-icing, and spike
sensing probe anti-icing are three separate systems,
they are controlled by a single, three position switch.
Both automatic and manual modes of operation are
provided. An electronic ice detector is located in the
left engine air inlet. When icing conditions exist, a
signal is transmitted to the icing caution lamp regard-
less of the position of the engine/inlet anti-icing
switch.
Engine/Inlet Anti-Icing Switch. The engine/inlet

anti-icing switch (1, figure l-71), located on the wind-
The switch controls 115 volt ac power to the heating
shield wash/anti-icing control panel, is a three posi..
elements in the pitot-static probe and total tempera-
tion switch marked AUTO, MAN and OFF. The lever
ture probe, when the aircraft is airborne, and to the
lock type switch locks in all three positions. In the
primary or secondary heatiog elements in the angle-of-
AUTO position, the anti-icing circuitry is armed, and
attack (alpha) probe and side slip angle (beta) probes.
when the electronic ice detector senses an icing con..
Alpha/Beta Probe Heat Caution Lamp. dition a signal is transmitted to the icing caution lamps.
The signal also energizes a relay which turns on the
The alpha/beta probe heat caution lamp, located on elements in the spike sensing probe heaters and pens
rhe main caution lamp panel (figure l-29), provides rhe engine anti-icing and engine inlet anti-icing con..
indications that the angle-of-attack and/or sideslip trol valves allowing the circulation of hot air through
angle probe heaters are not functioning properly as the anti-iced components. Approximately 60 seconds
follows: after the icing condition ceases, the hot air valves
will close, the spike probe heating elements will be
On the ground.
decoergized and the engine icirtg caution lamp will
* Indicates the pitt/prhc heater switch is in the go out. When the switch is placed to MAN, the engine
OFF/SEC position. anti-icing and engine inlet anti-icing valves pen and
* With the @tot/probe heater switch in the HEAT the spike prohe heating elements are energized wheth-
position, indicates the primary heater element(s) in er or not the ice detector senses a icing condition.
either or both probes is malfunctioning I ha!3 ver-
Placing the switch to OFF shuts off air to the engine
heated and has bee deenergized by the thermostats.
anti-icing and engine inlet anti-icing systems, and
Inflight. turns off the spike probe heating elements; however,
. With the pitt/probe heater switch in the HEAT the icing caution lamp will still be operational.
position, indicates the primary heater element(s) in
either or both probes is not functioning. Engine Icing Caution Lamp. The engine icing caution
* With the pitt/prohe heater switch in the OFF/SEC lamp, located on the main caution lamp panel (figure
position, indicates the secondary heater element in l-29), will light when the electronic ice detector senses
either or both probes is not functioning. an icing condition. While the icing condition exists,
l-171
Section I T.O. 1 F-l 11 (B)A-I
the caution lamp will remain lighted regardless of thu Windshield Wash/Rain Removal Selector Switch.
position of the engine/inlet anti-icing switch. The
lamp will go out 60 seconds after the icing condition The windshield wash/rain removal selector switch
C~BSCS. A mnlfunction wirhin the elecrronic ice de- (4, figure l-73). located on windshield wash/anti-
fector may cause the icing c:ution lamp co light, rhus icing control panel, has three positions marked RAIN
activating the engine/inlet anti-icing system if the REMOVE, WASH, and OFF. The switch is spring
Engine/Inlet Anti-icing switch is in AUTO. If n mal- loaded from the WASH to the OFF position and is
function of the detector is known or suspected, operate locked auf of the RAIN REMOVE position. The
the system manually by placing the engine/inlet aoti- switch musf he pulled out to move from OFF to RAIN
icing switch to OFF if engine/inlet anti-icing is nor KEMOVE. Placing the switch fo RAIN REMOVE
required, or to IMAN when operation is required, will open the rain remove shutoff valves, allowing tern-
under the following conditions. perature and pressure regulated compressor bleed air to
he directed IO the windshield(s) selected by the wind-
Ground operarion: shield selector switch. When the switch is placed to
WASH a time delay relay is energized to open the
1. In visible moisture-Temperature between 15F rain remove shutoff valve and the windshield wash
and -10F. shutoff valve selected by the windshield wash selector
2. In clean air--Relative humidity above 70 percent switch. While thrse valves are open, compressor bleed
and dew point temperature 25F to 35F. air and liquid windshield wash solution will be di-
rected to the selected windshield(s). Allowing the
In-Flight Operation: switch to return from WASH to OFF will close the
1. In visible moisture--Total temperature of + 5 C valves after n i-second delay. shutting off the air and
or below. windshield wash solution. When the switch is in the
OFF position rhc windshield wash and rain removal
2. In clear air-No limitations related to icing. system is deenergized.
Inlet Hot Caution Lamp. The inlet hot caution lamp, Windshield Selector Switch.
located on the main caution lamp panel (figure l-29),
provides an indication char the temperature of anti- The windshield selector switch (3, figure l-73), lo-
icing bleed air to rhe auxiliary cowls has exceeded cated on the windshield wash/anti-icing control panel,
420 (t IO) degrees F. When the lamp lights, the words has three positions marked L (left), R (right), and
INLET HOT are visible and anti-icing air to the aux- BOTH. Selection of any of the positions will determine
iliary cowls is automatically shut off, then the lamp the windshield(s) to be washed or receive rain removal
will go out. air as a function of the position of rhe windshield
wash/rain removal selector switch. For optimum per-
formance of rain removal system, operate one side only.
Windshield Defog System.
Selection of BOTH position will decrease airflow on
each windshield.
Air for windshield defogging and cabin air distrihu-
rion share the same control lever. For description,
refer to Cabin Air Distribution Control Lever, this Windshield Hot Caution Lamp.
section.
The windshield hot caution lamp, located on the main
caution lamp panel (figure l-29). indicates windshield
WINDSHIELD WASH AND RAIN REMOVAL SYSTEM. higb temper;ltore. An overhear switch, installed in the
rain removal air supply duct upstream of the shutoff
The windshield wash and rain removal system is pro- valve, will close when the air remperarure is above
vided to keep both the windshields clear of impinging ,i.i5 C-t 15) degrees F. When the overheat switch closes,
rain and insects. Compressor bleed air at a tempera- a circuit is completed to close the rain remove shutoff
fure of 390 ( 10) degrees F and a pressure of 45 psi valves and light the windshield hot caution lamp. After
the switch cIo.ses. the caution lamp will normally go
is directed over the outside of the windshields by a
out within I5 seconds.
fixed area nozzle. This hot air blast will evaporate im-
pinging rain and prevent further accumulation of rein
on rhe windshield. Windshield wash is accomplished
by injecting a liquid wash solution into the rain WHEEL WELL OVERHEAT DETECTION
removal nozzle. This serves as B wetting and scrubbing SYSTEM.
action to remove insects from the windshields. The A wheel well overheat detection system provides a
windshield wash solution is contained in a one gallon visual indication of an overheat condition io the main
tank located on the right side of the nose wheel well. wheel well area in event of a ruprure in rhe engine
The tank is pressurized to 15 Psi by compressor bleed bleed air lines. The function of the system is similar to
air. the engine fire detection systems. Sensing elements,
I-172
Oxygen Duration
With regulator at 100 percent or EMER position
ONSUMP-
CABIN TION
ALTITUDE 2 MEN DURATION
- HOURS*
cu. Whr.
2n,ooo 23.0 20.0 IX.6 I?.? 15.9 LI.6 13.3 12.n 10.6 9.1 8.0 ( 6.6 5.3 -1.0 2.7 / 1.3
ix.nno 25.24 18.1 16.9 15.7 Li.5 13.3 IL.1 IO.9 9.7 8.5 7.3 6.1 i.8 3.6 2.4 1.2
I 6,000 27.48 16.8 15.6 I-f.5 13.4 12.3 I 1.1 in.0 x.9 7.8 6.7 5.6 4.4 3.3 2.2 1.1
I 4,000 30.0 Ii.6 14.5 Ii.5 12.4 Il..1 IO.2 X2 x.2 7.1 6. I 5.1 .i.l 13.1 2.0 1.0
-
With regulator in NORM position,

tXlNSIIMP- 1
DURATION
- HOURS*
Sea Level in.2 45.0 42.0 39.0 36.0 33.0 30.0 27.0 24.0 21.0 18.0 15.0 12.0 9.0 6.0 3.0
LITERS
A;&;$ (LIQUID) l5 I4 I3 I2 II IO 9 8 7 6 5 4 3 2 1
Cu.Ft. GAS459.0 42X.,( 397.8 367.2 336.6 306.0 275.4 244.8 214.2 183.6 153.0 122.4 91.8 61.2 30.6
*? crew members ~douhle duration for 1 crew member).

When available orygcn is less than 1 lirer descend to below 10,000 feet MSL.
Figure l-74.
l-174
position, on aircraft 0 ) CB the indicator p~in~er

Diluter Demand will move to the zero liter indication if the indicating
system is operating properly. On aircraft El ) the
Oxygen Regulator indicator
rection
pointer will drive in a counterclockwise
to the zero liter indication nnd beyond. zand
di-
will continue tu drive ccw until the hutton is released.

When the switch is released, the pointer will move to
the original reading. The oxygen caution lamp will
light during an indicator check when the pointer indi-
cates a quantity of 2 liters or less. Refer to Oil Syst~n
this section for the oil qwntity indirator test functions
of the switch.
Oxygen Caution Lmnp.
An amber caution lamp on the main caution tamp

panel (figure l-29) will light when oxygen quantity
indicator indicates 2 liters or less ot when oxygen
system pressure is less than 42 (-tZ) psi. When the
caution lamp lights, inspection of the oxygen quantity
indicator will determine w~hether the lamp came on he-
cause of low quantity or low pressure. When the lamp
is lighted, the letters OXY will he visible on the cau-
1. Oxygen Control Knob.
2. Wedge Mounting Plote. firm lamp panel, and the master caution lamp will
t 3. Dilter V&e. light. The oxygen citation lamp operates on 2X volt dc
6 4. Oxygen Murk Outlet (Dust Cover Inrlolled). power from the 28 wit dc eswntial bus.
5. Anti Sulkcation Valve.
6. Inlet Hare Fining.
EMERGENCY OXYGEN SYSTEM.
Figure l-75. The crew module is equipped with an emergency my-

gen system consisting of two oxygen hottles, a pre-
sure reducer, II pressure gage. and a manual handle.
The system is activated automatically during ejection
or in &ent of failure of the automatic feature, it is
manually activated by I handle. Also, during other
To prevent damage to the regulator do not phases of flight, this system provides an emergency
actuate the lever ON or OFF with the dust
oxygen supply in event of failure of the normal oxy-
cI>Yers installed.
gen system. When activated either manually or auto-
nx~tically, high pressure gaseous oxygen flows to a
pressure rwluc~x where it is reduced to 50 to 90 psi.
Oxygen Quantity Indicator.
It is then routed into the normal oxygen system up-
An oxygen quantity indicator is located on tihe right stream of rhc: oxygen control .valves. Sufficient emer-
main instrument panel (16, figure l-31). The indicator gency oxygen Is available for IO minutes duration at
indicates the total quantity of liquid oxygen in the 27.000 feet.
converter. The indiczror dial is graduated from zero to
20 liters in increments ,af one liter. The indicator op-
crates on I Ii volt xc pawer from the essential bus. In Emergency Oxygen Handle.
the event of a power failure, the indicator pointer will
freeze. The green emergency oxygen handle (6. figure l-76)
is located on the tight crew members oxygen pan-
el. During ejenion, this handle is used to manually
Oil/Oxygen Quantity Indicator Test Switch. activate the emergency oxygen system in the event
automatic ;xtivetion fails. Also, in event of failure of
lhe oil/oxygen quantity indicator test switch (6, hg-
the norm;d oxygen system during other phases of flight
ure I-IS), located cm the auxiliary gage panel, is pro-
vided to check oxygen quantity indicator. The switch this handle is used to provide an emergency oxygen
has three positions marked OXY QTY, OIL QIY and supply. R;Gsin,q the handle will open the emergency
is spring-loaded to the center unmarked OFF position. oxygen prSSe reducer allowing oxygen to flow to
When the switch is held depressed to the OXY QTY each oxygen control valve.
1-17s
Seclion I T.O. 1 F-l I 1 (B)A-1
Oxygen Control Panel
1. Oxygen Control Lever. r Ii

2. Oxygen Hare.
3. Communicafionr Lead.
4. Emergency Oxygen
Emergency Oxygen Pressure Gage. during ejection; however, the system can be manually
activated during normal phases of flight, as a backup
The emergency oxygen pressure gage (4, figure l-76), to the normal oxygen system.
located on the right crew members oxygen control
pxel, indicates the pressure in the emergency oxygen
bottles. The gage is marked REFILL in the red region
and FULL in the black region with index marks at
1400 and 2500 psi.
OXYGEN SYSTEM ALTERNATE OPERATION. The removal or addition of components in the

crew module will change the center of gravity
If the normal oxygen system fails or is depleted, pull of the module and adversely affect its sta-
the emergency oxygen handle. bility on ejection.
For additional information. refer to Oxygen System,

CREW MODULE ESCAPE SYSTEM.
this section.
The crew module (figure l-77) forms an inmgral CREW MODULE SEATS.
portion of the forward fuselage and encompasses the
pressurized cabin and forward portion of the wing The crew module seats (figure 1.78) are electrically
glove. Crew eotraoce CO the module is provided adjustable vertically and manually adjustable forward
through left and right canopy hatches. Refer to Canop~,~ and nf: The seat headrest srrucfure, which is attached
this section. The system protecrs the occupants fro!- .I the aft holkbead, and rhe sent pan are menually
environmental hazards on either land or wafer and prs ,r.iira.rnblc i?:w;trd and aft. The forward adjustment of
vides underwater escape capabilities. An emergen. 1 _ .LL-u(.,.,; -:*.tires the inertia reel to he unlocked.
,~ .,
oxygen supply system is provided, primarily, for IIS..
1-176
Crew General Arrangement

(Typical)
NOTE:
For detail of ground rate,,.
pins, see ground rofq
locks and safety pinr
this section.
, nuxi,iory ~,o,ation 80~ ~rerrure Bottle. I I. Quick Rescue Kit. 2. Auxiliary Flotofio Bog.
2. Canopy Center Beam Assembly. 12. Recovery Porochufe. 22. Ejecfion Handler 12,.
3. Emergency Oxygen Botiler 12). 13. Survi~rol c&or. 23. Chin Flopr (2).
4. Right SelCRighting Bog. 14. Cho Dispenser Confrol Lever. 24. Recovery Porochufe Releoae Handle.
5. Barortot Lock Ini+io,or. IS. Radio Beacon Set. 25. Severonce and Flotafion Handle.
6. Emergeq UHF Antenna. Id. Impa~:t Aeati0 bag PreSSUre bd+leS (21. 26. Auxi,i,,ry F,o,o,ion ~,,&e,
7. Aft Flofotion Bag. 17. Chaff Dispenser. 27. Recovery Porochute Deploy Handle.
8. Pitch Flop (2). 18. Rocket Molar.
9. Sfobilizafion-Brake Parachute. 19. Bilge~Flotalion Bag Inflation Pump.
IO. Left Self-Righting Bog. 20. lmpacl Anenuafion Bog.
F1WOOW~FOl9
Figure I-77.
l-177
Crew Module Seats (Typical)
10
11
Figure I-78.
1-178
Rocket Motor.
The rocket motor hits both a lower and zn upper noz-

ZIG. The lower nwzle provides a normal thrusi of
27.000 pounds below 300 knots. To avoid excessive g-
forces to the crew memhcrs, the rocket motor is pto-
vided with two concentric upper nonles. The small
auxiliary nozzle in the center of the upper nozzle fires
sirnultxneously with the lower nozzle to provide about
500 pounds of thrust to cnunteract slow speed ctt:w
module pitchup tendencies. Maximum upper ttozzle
thrust is achieved at aircraft speeds above 300 knots by
sc\oranre of the rocket upper nozzle di,phr;,gm. The
increase in exhaust arca results in reduced lower nozxle
thrust (about 9000 pounds at the lower nozzle and
7000 pounds at the upper nozzle) and extended o,xr;rt-
ing time. The rocket motor is located between the soar
hulkhead and aft pressure bulkhead of the crew mod-
ule. After ground cold srvak at minus iOF or hcloa,,
i: is necessary to direct warm air into the rocket motor
-~mpartment. between 80 to I?OF for .Xl minutes.
prior to rnkcotl.
Dual-Mode Q-Actuated Selector.
The dual-mode q.actuated \c cctor continuousI)

.,I
senses aircraft speed and selects the appropriate time
delay. lhc symbol 4 denotes dynamic pressure. l-he
q-actuated selector allows activation of :g I-second
time dclav initiator ami blocks prop;~,~ation TV the
rocket motor upper ~wzzle when aircraft speed is less
than 300 knots. When aircraft slwd is greater tha,: 100
kmrrs, th< q-actua~:ed selector blocks ,~rop;ti~;~t~<~n
to the I-scconrl time delay initiator and allows active-
rim of SMDC to the rocket motor upper nwzlc.
G-Sensor Initiator.
The g-sensor initiator consists of two operating

trains. A rotating weighted arm, designated the rottx.
in each explosive train is normally locked to prevent
liring of the train. Firing of SMDC into the g-sutx~
inlet ports retracts the lock piston. Forward dewlera-
tive forces initially hold the rotors against stops. As
the forces drop off, the spring-loaded rotors swing :xft
until they release dual firing pins. This initi>ltcs SL!)C
at the outlet ports and continws the derotntinn sc-
quence CO dephy the recovrry ~wxhute. lhr g..srn-
sor initiator i,s located ahove the survival equipmvnt
compartmenr. A time del;~y fires th(, g:-sensor ~nitia-
to* I.6 seconds after rocket nuxor ignition. After tlw
frxwnrd component of accclcration decreasrs to !.L
gs the g.~senst~r initiator tir.3 and ilctivittcs the
harostat lock initiator.
Borostat Lock Initiator.
?he ixvostnr l,vck initiator consists of two operating

traitl.. An ;;,.,cooid bellows of each explosive train in
this iti:z,x-: ::, normally Iockud to ptrvent firing of ihe
rr <it;, c ~asr;~nc cycling, ;tnd wtxxout. Firing of SMDC
1-179
maticatty during descent and serves to cushion the

landing impact. Regulated pneumatic pressure for in-
flation of the hag is contained in two storage battles in
the crew module. Pressure within the bag is main-
tained at 2 psi. Although the crew module is wafer-
tight and wilt float, additional buoyancy is provided
hy it fl~xarion hag at each aft corner of the ,+ve sec-
tion and by an auxiliary flotation hag at the front of
the crew modutc. Inflation of the aft flotation hags and
iauxiliary flotation bag is accomplished by mamwtty
pulling the initiator handles located on the canopy
center beam. The pressure source for inflation of these
hags is contained in storage bottles located in the crew
module. The auxitiaty flotation hag is provided for
,,se only in event of cahin flooding and in that event
m gain additional freehoard to open canopy hatches.
It should be reserved and nut used unnecessarily. Also,
its deployment wilt Caine the crew module 10 ride
higher in the water, thereby hecoming more affected
hy wave acti<m co rtw detriment of crew comfort. In
the event the aircraft is ditched, the cre~v module can
Ix seprxted from the aircraft by pulling the scv-
cmnw and flotation inirixtot handle located on the
canopy center beam. Pulling this handle wilt sever
the crew modutc from the aircraft, inflate the aft
ilwltion and self-righting hags am! turn on the emer-
gency oay,q supply.
SURVIVAL EQUIPMENT.
lhe survival equipment consists of locating aids, a

combination bilge/flotation bag inflation pump, two
ventilation masks. standard survival equipment, and
a small quick resew kit. The locating aids consist of a
chaff dispenser, radio beawn set (AN/URT-271, an
ACR/RT-IOA radio set, and zr purmhte distress beacon
tight. The chaff dispenser, when armed, will acrivate
CO dispense chaff automatically during the ejection
scqoencc. A control lever in the cockpit is provided
to either arm or disarm the dispenser prior to ejec-
tion. The radio beacon set will emit an intermittent,
modulated tone IO aid in rescue operations. The set is
located behind the left seat. The set is connected to the
crew module mounted emergency UHF antenna which
erects upon ejection. ?hc set may also he used ns a
portable utilizing its cwn rerr:lctabte antenna. The
ACR/Rl-IOA radio, locared in the survival equip-
ment stowage compartmmt, provides a means of two
way voice cornnlu11ications. The portable distress bea-
con tight, xtso located in the survival equipment stow-
age comp;~tmenr, produces a powerful flashing tight co
xid in night rescue oper;rtions. The cwnbination bitgo/
Rot;ttion bag inflation pump is operated by fore and aft
motion of the control stick. This will ause simuttane-
ous pumping of water overho;~td and inflation of the
flotation hags. Over-inllation of the bags is prevcnred
by relief valves. The air ventilation masks located in
rhe survival equipment stowage compartment arc pro-
vided for use when the canopy hatches must remain
closed because of rough seas or inclement weather. The rime permits is: head against headrest, feet on rudder
mask hoses map he connected CO air #mask connector pedals. and hands in lap. Sear prepositioning is not
(snorkel) valves located adjacent to the crew setts. An necessary. After a delay of 0.15 second to allow for
air supply tube leads from each coonector velw to an powered repositioning of crew members, the crev:
outside opening well above the water line. On aircraft module is severed and the rocket motor is ignited.
@I * provisions for the air ventilation masks have been The noise of ejection will lhe loud but of short dura-
deleted. Standard survival equipment is provided for tion. Full thrust is sustained for approximately 1.0
all climatic conditions. This equipment is stored in second. Crew members may expecr moderate ejection
rhe surviwl equipment stowage compartment hehind accelerations at low speeds becoming more severe ar
the right sear. Insuucrion:i on how to gain access to wry high speeds. I>uriop the tirst six inches of crew
the survival equipment compartment are contained module separation. pitch flaps and stabilization (chin)
on a derachahle instruction place mounted on the back Haps rotate down into deployed position. Their func-
of the right seat behind Ithe beck seat cushion. ?he tion is to control crew module trim angle of attack and
contents of the sun ival equipment stowage cc~mpart- resulring spinal accelerations. The stahilizarion-brake
merit will be determined by the applicable using comlx~rachute is deployed 0.15 second after crew module
mand. A small quick rcscw kir conmining survival severance. This parachute provides necessary accelera-
equipmrnr useful for rescue aid in hlastile rerrit<xy tion control and stabilization at speeds above 450
when early rescue is expected is mounted on the rear knots. (Irew module pitch control at high speeds is
hulkheud ahove the left hradrest. Two bags inside provided by firing the rocket motor upper noule.
the kit are readily accessible to rhe crew in the event Kcro~~ery parachute deployment is timed by a sequenc-
the situation rlem;~nds that the crew ahand~m the ing system which senses speed, acceleration, and alti-
module immediately xfter landing. On aircraft modi- tude capon ejection. lhis system coosists of three ti;ne
fied hy l.O. IF-I ll(B)A-579, the quick rescue kit has delays (1.0, 1.6. and .i.:i seconds), II q-nctuated selector,
been moved on the rear hulkhead to above the right a g-sensor initiator, and a harostat lock initiator. The
headrest. 4.-i second delay ser\.es as a safety backup to the other
sequenciog components. At speeds below 300 knots and
alt~itudes below 15,000 feet, the recovery parachute is
deployed after a I .O second delay. At speeds above 3011
p-G-,..,., knots and altitudes below 15,000 feet, recovery para-
chute del$ment is controlled hy a g-sensor initiator
and is, thereby, delayed until crew module longitudinal
(fore z~nd aft) deceleration drops to H 2.2 gs, This al-
Crew members should not keep sharp or bulky
items in upper IWSO pockets to avoid personal lows the crew module to decelerate to below the design
injury or interference with restrxint harnlrss limit airspeed 01 the recovery parachute. At altitudes
operation during power retraction of the 1:~ above 15.000 feet, deployment is constrained by :I
crtia reel. harostac lock initiator. The barosrat lock initiator is
armed hy one of three explosive trains, whichever tires
first; these are from the q-actuated selector, the g.
CREW MODULE EJECTION SEQUENCE. sensor initiator, or a 4.4 second time delay initiator.
After the barostat lock initiator is armed and after the
crew module falls through 15,000 feet, ambient prcs-
sure compresses the aneroid bellows causing the initin-
pii-
for to fire. lhe recovery parachute is then deployed up-
ward at 45 feet per second. Mnmnl deployment capabil-
Under certain conditions of crew module iry, which is operable at the crew members discretion
weight and/or tail wind, zero altitude sod by meao~ of the parachute deploy handle, is provided as
zero airspeed, ejection capability may not be a backup to the automatic lxtrosrat system.
avail;d,le. Because of the variables involved,
ejection should not he attempted at zero al-
titud~1 with less rhan 50 KIAS.
p&GE-,..,.,
lhe cjectioo sequence is initiated by squeezing and

pulling either ejection handle located on the center The parachute deploy handle bypasses the bar-
console. All succwding fuoctions through landing are ostat lock initiator. It should not be actuated
aunmatically ;rctuawd by ~dual explosive firing trains.
above 15,000 feet, as read <rn the standby
limergency oxygen system acruation is automatic, how-
c-VW, a manually actuated backup handle is available altimeter, otherwise failure of the recovery
if requird. Ihc recommended ejection pos~rure if parachute may rusolt.
1-181
Section I 1.0. 1 F-l I 1 (WA-1
The initial recovery parachute inflation and the asso- If pitot-static system speed inputs are erroneous and
ciated opening shock loads are controlled by a reefing are less than 300 KIAS the crew module q actu-
line that holds the parachute canopy opening to about ated selector will program the ejection in the low
8 feet diameter. Parachute disreeling to full inflation speed mode regardless of aircraft speed. In this
occurs 2.5 seconds after suspension line stretch. Where- event at actual aircraft speeds greater than 300
as free-fall from maximum altitude to 15,000 feet knots, high spinal loading, serious structural dam-
occurs in 85 seconds, the remaining descent time after age and recovery parachute failure may occur. AC
recovery parachute deployment is about 7.5 minutes. actual speeds below 300 knots, ejection will not he
Chaff deployment as an aid to radar tracking and auto- affected.
matic emergency UHF radio transmission occurs 3.0
If pitot-static sysrem speed inputs are erroneous and
seconds after ejection handles are actuated if the chaff
control lever is in ON position. The crew module are greater than 300 KIAS the crew module q
repositions to its horizontal landing attitude and the actuated selector will program the ejection in the
high speed mode regardless of aircraft speed. In
emergency UHF antenna erects 7.0 seconds after reco~.
this event at actual aircraft speeds less than 300
ery parachute deployment. A mild explosive report
knots, an additional 0.6 seconds will be added to
will be heard and a sudden dropping of the tail of the
recovery sequence times and rhe rocket motor vill
crew module will occur upon repositioning. Landing
fire in the high speed mode rrsulring in degraded
impacts are absorbed by the impact attenuation bag,
recovery height performance. At actual speeds
which is fully inflated 7.25 seconds after recovery para-
above 300 knots, ejection will oat he affected.
chute deployment. Canopy hatches may be opened
during descent, but prior to landing hatches should be
closed in case of overturning. If restraint harnesses are DITCHING ESCAPE SEQUENCE.
loosened, the crew member should assume ejection pos-
ture and tighten the harness prior fo landing. Oxygen If the aircraft is ditched, crew module severance and
masks should be worn until rhe module has been flotation hag deployment may he initiated manually
by pulling the severance and flotation handle. When
vented of possible toxic gases. Crew members may
the handle is polled the following sequence of events
expect moderate landing impact decelerations for the
occurs: Ao initiator is fired to (1) fire the FLSC to sep-
nominal weight crew module. It is recommended that
arate the crew module from the aircraft, (2) remove
the swerance and flotation handle be pulled immedi- the severable covers over the aft flotation bags and the
ately after ground or water impact; this will expose self-righting hags, (3) fire the explosive valve in an air
the chute release handle that should be pulled to avoid ;rorage bottle to inflate the aft tlotarion hags and t!le
being dragged or overturned in high winds. ,fr self-righting bag and (4) fire the explosive valve
ir! no air storage bottle to inflate the right self-righting
bag.
. Do not actuate the severance and flotation

handle when personnel are within IO0 feet of Pulling the severance and flotation handle and
the crew module because of explosive sever- the auxiliary flotation handle does not disable
ance of metal covers. the rocket motor; it will still fire if either
. Do not actuate the severance and flotation ejection handle is pulled. 10 preclude inad-
handle prior to impact. To do so will result wrtent firing of the rocket motor during the
in severe post-landing gyrations if on land ditching sequence, both ejection handle safety
or ruptuw the hags if on water. pins must he installed.
Seat Fore and Aft Adjustment Lever.

In calm or no-wind conditions, it may not be neces-
sary to release the recovery parachute. The seat fore and aft adjustment lever (1, figure
I-78), located in front of the seat pan between the
crewmembers legs, is provided to unlock the seaf from
EJECTION WITH SUSPECTED PITOT-STATIC the carriage to allow forward and aft adjustment.
SYSTEM FAILURE. When the handle is pulled up, the seat will unlock to
allow ;I maximum of 5 inches travel from full aft to
A failure in the pitot-static system (secondary pitot- full forward. Since this lever does not provide headrest
static system after T.O. IF-1 ll(B)A-554) will affect adjusmment, forward nod aft adjustment of the seat will
crew module performance in a number of ways. xsnlt in a tilting of the seat hack.
1-182
T.O. 1 F-l 11 (WA-1 Section 1
Seat Adjustment Switches. Recovery Parachute Releclse Handle.
Vertical adjustment of each sea is provided by a The T-shaped recovery parachute release handle (24,
switch kwated on each left and right sidewall (5, figure figure l-77), located on the canopy cenfer beati as-
l-25 and 5. figure I-72) adjacent to the sea. Each sembly, is provided to release the recovery parachute
switch has positions marked IJP and DOWN and is from the crew module after landing. Pressing a ~2
spring-loaded to the center unmarked OFF position. tease button on either side of the handle and pnliirag
Positioning a switch ro either UP or DOWN energizes the handle tires the parachute release retractors at rhe
an rtectric~l actuator to raise or lower the seat as se- bridle attarbing points releasing the bridles from the
Icctd Ihe xat has tt mtximum vertical rrnvel of 5 crew module. Ihe recovery parachute release handle
inches. cmnot hc ptjdled until the severance and flotation han-
dle has been putted.
Headrest Adjustment Lever.
A headrest adjustment lever (7, figure l-78). located on

either side of each seat headrest is Provided for fore
and aft adjustment of the headrest. Depressing either
lever \vitl unlock the headrest allowing it to be moved
either forward or aft. Releasing the lever wit1 lock the Do not ptiii the brmdle p:ior to landing as
headrest in place. Since the seat back is attached to
the pmii it wrli separate from the criw
the headrest, fore and aft movement of the headrest
modul? all<-ving the crew module to free fati.
wilt cause the seat back to tilt.
Inertia Reel Control Handle. Auxiliary Flotation Handle.

Ihe inertia reel control handle (8, figure l-78), lo-
The T-shaped .loxitiaq flotation handle (26, fig:e i-
cated on the left side of each seat headrest, is provided
77), located on the canopy center heam assembly, it
to lock or unlock the inertia reel. When the handle is provided to inllsx the auxiliary flotation bag on *-::
in the up position the inertia reel is locked. Pulling front of the cre\v module. Pressing a release button <in
down on the handle unlocks the inertia reel :and the either side of !he handle and pulling the handle out
resrraint harness can be pulled out. fires an initiator which in tom renmvei the scvera%:
cover over the auxiliary flotation hag and fires an ex-
Ejection Handles.
ptosive valve in an air storage bottle to inflate rbe ba>;
Two ejection handles (22, tigure l-771, one tocared II
either side of the center console adjacent to the crew- Severance and Flotation Handle.
members seat, are provided to initiate rhe <ejection
cycle. When the lock reteaw on the top of handle is The severance and Horation handle (25, figure l-77).
depressed the handle is released and may be pulled located on the canopy center beam assembly, is pto-
out. Pulling tbc handle out q~proximatety /i inch wilt \,ided for escape in the event the aircraft is ditched.
fire the initiator rv stiwt the ejection sequence. Pressing a release hutton on the tower side of the hat!-
tile and pulling the handle down wilt fire the FLSC
Recovery Parachute Deploy Handle. and guillotines. separating the crew module from rh,e
aircraft, and wilt infletc the aft flotation bags and the
*[he ring-shaped recovery parachute deploy handle self-righting hags. Putting the handle wilt also actirnre
(27, figure l-77), located on canopy center beam assem-
the emergency oxygen sysrem. The rocket motor .%
bly, is provided as an emergency means of deploying
not ignited in this sequence; however, it is not dis;~btcrl
the recovery parachute should the normal merhlod fait.
ilnd wilt still hre if either ejection handtc is pullc:!.
Pressing a release butron and pulling the handle wil:
fire an initiator to deploy I:he parachute.
Bilge/Flotation Bag Inflation Pump.
p-G-(
Use caution fu woid inadvertenr actuatfon

of the recovery parachute deploy handle in
flight prior to ejection. The parachute would
deploy immediately with catastrophic results
since there is no means of recovery parachute
jettison with the mo~lulc attached to the nir-
craft.
Section I 1.0, IF-IlI(B)A-I
Bilge/Flotation Bag
Do not engage the bilge pump until after
Inflation Pump
ejecrion. Tn do so will prevent the cabin pres-
sure regulator from relieving cabin pressure
and the canopy hatches may he blown off
when they are opened during normal opera-
tion.
Chaff Dispenser Control Lever.
Ihe chaff dispenser control lever (14, figure l-77), lo-

cated on the aft bulkhead, is used to arm or disarm
the crew module chaff dispenser. The lever is labeled
CIIAFF and has two positions marked ON and OFF.
P!:,:inp rhe lever to the ON (upi posi<ion opens a
mechanical interrupt to allow explosive train propaga-
tion ro the rhaff dispenser release mechanism When
t!w crew module is ejtlcted, the cxplosi\e train xleasr:;
rhc chaff diqxnser ;~nd the slip stream dispenses thr
chafl. Placing rhe lever to the OFF (down) lx~sition
closes the mechanical interrupt, thereby disarming the
dirlxwser. When the lever is in the ON position, the PIN 10 HERE TO
ENGAGE PUMP
radio beacon set will be automatically activated as the
crew module ejects.
MISCELLANEOUS EQUIPMENT.
THERMAL RADIATION PROTECTION.

curtain for retraction. A decal located adjacent to the
Thermal radiation prowction for the crew is provided curtain release button contains instructions for extcnd-
hy side curtains on the canopy hatches and hinged for- ing or stowing the a~rr:lin.
ward paoels k~ntrd between the ghrrc shield and
windshield.
Forward Panel.
Side Curtains. lhr forward panel is constructed in sections to forin
:L tbernral radiation shield across the front of the
lhe side cumins (1 I. figure l-2) are mounted along
cockpit bctwecn rhe top of the glare shield and rhe
the opkxr edge of each canopy hatch on either side of
windshield ar& frame. Thr~ ~w~cls are hinged along
the center cnno~,~ beam. When stowed tht: curtxins arc
the aft edge oi ihr ~~lnre shielL and fold forward to lie
folded as an accor:iion in the shape of a fan wl!h .::c
a!! rap of 6.. frl:w ;.I +ld whu tw rlreded. A slidt
trir,ge foruwrd. A, CX!I cLIri,l;!l is c.Ytcnded it un;n;,is
cxtch OI: cx;~ side ;cc:-res the panel\ a,.,insr the glare
LO form ao arc from rh(. to,> war to the bottom forwud
shield. A cable laqard atmched 1~0 carh of the two
edge of the hntch. lhe rim of the arc rides in a track
s;h. catches is i>; ovided iv unlatch the r-:trrh and erect
co form a light seal. When fully vxter?+c! the forwar~l
11x shields. The right section most h<: r~aisa! first.
edge of the wrtain forms a light scnl against tbc for-
When erected a friction catch retains the upper edge
ward hatch structure, thus completely covering rhe of each secrion a~~ainsr the windshield arch to provide
cmopy hatch glass. The curtain is retained in the it light seal. ~10 SIOXY the !x,-c I CC/: crew rnunber dis-
stowed position hy a rwo position magnetic latch to engqes the friction arch by pushing forw:lrd on his
awicr in proper operation of the cormin. A handle ss:cti,.w xdjawor to thr cz:c! Whrn disc-gaged the
lalwled HAI)IAllGN CURTAIN is provided on the lxmcls will fall forward on the glare shield. The slide
fc~ward tdgr of the <,rxrrnin to extend or retr~t the catches on mrh sidr should be engaged to retain the
cllrcilin. A position larch on rhe forward seaj locks the ,imnei in thv: stowed !:miriom A decal !ocated -)I) <JIG:
~uraxin in xhc cxtcndcd position. A push button labeled forw;lrd canopy hatch srructorc contains instwcriw-5
CI:ItlAIN RliLliASI ,llllSL bc iieprcsscd I, rclcase the for crc-cring iai~i! su*.,,ing the 1/.vw!s.
l-184
CREW ENTRANCE LADDERS AND STEPS. SPARE LAMP AND FUSE HOLDER STOWAGE.
Crew emtance ladders and steps, located on each side A stowage compartment (14, figure l-2), located on the
of the fuselage, provide crew access to the cockpit aft bulkhead outboard of the right sent is provided for
without the aid of ground support equipment. When stowing spare light bulbs and fuses.
not in use both sets of ladders and steps are retracted
into the sides of the fuselage. Each left or right ladder FOOD AND LIQUID STOWAGE.
and step can be electrically extended from inside the
cockpit. Slotted head releaes are provided on the out- A food and liquid stowage compartment (42, figure
side of the fuselage to manually extend the ladders I.21 for each crew member is located on the aft hulk-
and steps from the grotmd. 1~he ladders and steps must bead outboard of each crew members seat. The stow-
be manually stowed from the ground. age is in two sections, one for food, the other for liquid.
Ihc door MI tbc food section is spring loaded to the
Entrance Ladder Switch. open position end is closed with it lever type fastener.
The liquid bottle is secured below the food compart-
The entrance ladder switch C-i, figure I-27). located on ment with sliding fasteners. A valve located on the
the ground check panel, is labeled LADDER nod has Ixxtom of the bottle dislxnses a given amount of li-
three positions marked L. (left), R (right) and OFF. quid when the cup is properly engaged and depressed.
Placing tht: switch to L or K will provide 28 volt dc The stowage com~x,rtmcnt may be rotated out of the
power to solenoid* in the respective ladder and step way when nor in use by activating the unlock levrr
to r&ax and extend the ladder and xp. The switch at the front ;and swinging the whole unit aft and up
is 3prinp-lo;&d to the center Ot:F position. ~~bout a pivot point until it latches in the up position.
When use of the food ;tnd liquid is desired, gr:~sp the
MIRRORS. latch u~d ln111 down. This will unlatch the stowage
comlxutmrnt,s, and further pulling on the latch handle
Four rear view mirrors, two on each side of the cockpit will rotate the compartment to a using position.
canopy frame (9. figure l-2) are installed to permit the
crew rearward vision without moving from their nor- DRINKING CUPS.
mal sitting po~irion. The mirrors are adjustahl~e in tilt
only. Drinking cups WI, figure I-?), located on the left and
right sidewall arc provided for each crew mcmlxr. The
cups are stowed in a spring clip when not in USC. The
MISSION DATA BOX STOWAGE.
wps :xc equipped with an anti-splash baffle to reduce
accidental spilling.
A mission data box (38, figure l-2) is located at the
aft end of each left and r:ight console at the bottom ot
the aft hulkhead. The boxes are prwided to stow ASH TRAYS.
classified mission dara iri the aircraft for each crew
An ash tray (7, figure l-25 and 2, figure l-72) located
member. Each box has R combination lock to secure
on the left and right sidewall is provided for each
the lid shut and a lanyard from the box to the nir-
crew member. Each ash tray may be opened by pulling
craft. The boxes are secured in their mounting brackets
a handle at the top and closed by pushing the handle
hy sliding type fasteners. The lid on each box 11sspring
oUtlXMrd.
loaded to the open position. Provisions are available
on the box for a security seal to be installrd when
required. RELIEF CONTAINER STOWAGE.
A relief container (19, figure l-2), located just aft of

CHART STOWAGE. the left and right consoles is provided for each crew
member. Each container lid is held shut with a lever
lw, chart stowage compartments are located on each
type latch. A bracket inside each lid holds fonv relief
Gde of the lighting control panel (~46 and 52, figure
bags.
I-2). The left rompartmcnt is labeled LIXDOWN
CIIAKT HOLDEK; the Iright compartment i!; labeled
I.I(IIX~WN CIIAKTS. Ilach compartment is provided WEIGHT AND BALANCE T.O. AND FLIGHT
RECORD STOWAGE.
wirh a swap and fnstencr to secure the charts and
holder. The weight and balance T.O. and flight record stowage
(,<I, figure 1-2) is located on the aft bulkhead outboard
of the right seat. The manuals are stowed in a bracket
and held in place hy a lid which is spring kraded to
the opt! position. To close the lid push aft until it
comes in COI:I;IC~ with a lever Lawh. Lifting u/ on the
latch releasc~ the lid which opens automati::nlly.
l-185
FLIGHT MANUAL STOWAGE. CORRECTION CARD HOLDERS.
The flight manual stowage (56, figure l-2) is located Card holders are provided under the glare shield for
on the aft bulkhead outboard of the left seat. The EPR setting, compass correction and UHF frequency
manuals are stowed in a bracket and held in place by a channels. Each card holder is attached by spring ten-
sioned hinges riveted to the glare shield. The card
lid which is spring loaded to the open position. To
holders are pulled out into position for rending pur-
close the lid push aft until it comes in contxt with a poses and spring back against the lower side of glare
lever latch. Lifting up on the latch releases the lid shield when released.
which opens automatically.
CHART HOLDER.
A lighted chart bolder is provided to clearly display

IFR CHART STOWAGE.
approach charts where they can be easily followed
during instrument letdowns. The holder is a rectangu-
The IFR chart stowage (57, figure 1-2) is located at
lar transparent pane the size of an approach chart and
the aft end of the left console, outboard of left seat. is attached in a swivel socket on the canopy center
The charts we stowed and removed by pushing a spring beam. It can he swivelled to the left or right and
loaded keeper to one side, which springs back in posi- latched in place for use by either crew member. The
tion when released. This stowage box is mounted in holder has both red and white lighting which can be
the aircraft with slide fasteoers and must be removed mixed as desired hy control knobs located on the top
co gain access for removal of the mission data box. of the holder. The holder is stowed in a receptacle (52,
figure 1-21, located in the aft console, when not in use.
STARTER CARTRIDGE STOWAGE CONTAINER.

HOOD STOWAGE COMPARTMENT.
A starter cartridge stowage container, located on the
A hood stowage compartment (45, figure 1-2) is located
left forward side of the main landing gear wheel well,
on the right seat above the headrest and provided to is provided to carry two spare scatter cartridges. The
state the attack radar scope hood. On aircraft modified container is made of plastic and has a detachable covet
by T.O. IF-1 1 I(B the hood stowage compart- to allow servicing or access to the spare cartridges
ment is above the left seat. when needed.
1-186
Section I T.0. lF-111(g)A-I
Description & OperatiOn
Servicing Diagram
LIQUID OXYGEN
NOTE 6 h A
WINDSHIELD WASH SOLUTION L
NOTE 7 r\
CANOPY COUNTERPOISE I
(FUSELAGE UPPER 9JJ~A.E; h
GRAVITY FUEL I
FILLER CAPS (7)
NOTE 5 t-l
5 AIR CONDITIONING
SYSTEM HEAT
EXCHANGER
NOTE 4
I; UTltlTY HYDRAULIC
RESERVOIR
NOTES , 8 2
CONSTANT SPEED I -----
CONSTANT SPEED
ii\ \ I nnnrr ,.I,
ARRESTING HOOK
AND TAIL BUMPER 4. Demineralized Woler~MlLD-83132
ASSEMBLIES (Top Wow when MILD-83132 i. no,
NOTES 1 & 2 available. See T.O. I F-l 1 I(EjA-2-15-I
NOTES: for rerfrictionr.)
5. Fuel -Mll-T-5624 /JP~4)
I. Hydravlic OilkMll-H-5606
2. Nitrogen-FS BE-N-41 I, Type 1, Clorr I, 6. timid Oxygen-Mll-0~27210. Grade 8. Type I,
Grade E or Air - Mll-P-5518 7. Worh Solution-Refer 10 T.O. ,F-I I ,@)A-2~1.
3. Oil-MIL-L-7808 roomoo.rozJ~~
Figure 1.80.
This is the Last Page of Section I

T.0. lF-11 l(BJA-1 Section II
Normal Procedures
NORMALPROCEDURES
Page
Note
. Items coded B are applicable to both the pilot

and navigator. Items coded N are applicable
to the navigator only and uncoded items ate
applicable to the pilot only. Where a pro-
cedure is designated (Nav Reads) he need read
only those items that require pilot coordina-
tion.
. Items coded (GO) require action by the
ground observer. A ground observers check-
list is included in the abbreviated flight ctew
checklist in the IF-I I I (B)ICL-I.
. items coded .I must be checked against the

applicable weapon delivery manual and in-
dividual aircraft retrofit to determine appli-
cabilitv.
. lhe airspeed indicated on the airspeed math
indicator has been calibrated for pirot-static
system errors by the CADC and therefore is
actually KCAS (knots calibrated airspeed).
Ilowevzr, this air speed is referred to as KIAS
(knots iodicated airspeed) throughout this
manual since it is read directly from the in-
strument.
2-1
Section II T.O. lF-11 l(B)A-1
Normal Procedures
PREPARATION FOR FLIGHT.
FLIGHT RESTRICTIONS.
Refer to Section V for rhe operating limirntions im-

msed on rhe aircraft.
FLIGHT PLANNING.
Accomplish mission planning in accordance with pro-

ced~~res outlined in Sccrion IV and Appendix 1. Ac-
complish crew hriehng w include ~~urnat and cmcr-
gency pr<,cedures co insurL. s2de and successful cumplu-
lion of the flight.
TAKEOFF AND LANDING DATA CARDS.
Refer w the Performance Appendix for information

neress;1ry to cm,plcre the Takeoff ;,nd Landing Dare
Cad in the Flight Crew Checklist, T.O. IF-It I(H)
I cr.. I
WEIGHT AND BALANCE.

BEFORE EXTERIOR INSPECTION.
Rcfcr ro Section V for weight limitetkms and to the
Mmnill of Weight and Balance Data, l.C). 1.1840, I. Security pls pwed. (If rwtuired)
1:rr .aircrafr ;~nd crew :nwdnte loading information. 2. I:<rrm 7X1-Cheikid.
Pilot checks Form 781 for engineering smrus,
discrepancies, srores configuration, and mission
tape loading. He also notes fuel loading and
[ WARNING 1 distribution for comparison w,ith scheduled
fuel load and gages later during preflight.
3. AGM-6OA Missile Srarus-CHECKED.
?he crew m<~lute should nor he considered Review sratus of each loaded missile. Verify
flyable without its full crew and complement
that the correct prelaunch data computer pro-
ot survival equipment, or the equivalent bat-
jirarn and mission data tape programs are
lax to maintain center of gravity. In the
stored. For an OTL mission, verify that an
event rhar combined crew weight, including
OTI. mission tape is loaded. Navigator wilt
pmond equipnwnr, exceeds ,430 pounds or
note any variation in payload and/or opera-
weight differential herween the rwo occupants
rional capabilities and now exact toc;~tion ot
exceeds 65 pounds, tow ;attitude safe escape
each differenr type of missile.
wilt he compromiscrl ;md landing impact ac-
cctcration will increase. To assure stability of
the crew module in wcnf of ejecrion. it mar EXTERIOR INSPECTION.
Ihe loaded in z~ccordance with I.(). l-18-10.
The ~.xterior inspection is based upon the fact that
mainrenance personnel have completed all of the re-
CHECKLISTS. quirements of the Scheduled Inspection snd Main-
icnnncc Requirements Manual for preflight and post
This Flight Manual contains amplified procedures. Hight; therefore, dupticnte inspec:ions and operational
Flight Crew Checklist I.0 t&t I I (B)A-ICL-t is issued checks of sysrems have heen eliminated excepr for chose
ilS il se, document. nucdud in the interest of flight safety. The Right crew
should keep in mind rh:rt the cxtcrior inspection per-
f ormcd hy chc,;n is only il llirhi crew imxction of
PREFLIGHT CHECK (NUCLEAR). readily acccssihle items. Should the pilot wish infor-
nmcion on ntv-;wcessihk items, he should examine the
PrettighL tnsp~iioi; r<ewrd. i:ellcwirrg t!:e rouw
showr~ in figurcc ?-I, r!x:~I, 7) r~~r?.,~~:~r for ant; type of
damage; Ggns <>I fuel. ;./:~, hydr:wtic or other fluid
bks that may have dewiir?~~G sin .:I the prvflighr ill-
T.O. IF-1 11 (B)A-1 Section II
Normal Procedures
Exterior Inspection
Figure 2-l.
Section II 1.0. 1 F-l 11 (B)A-1
Normal Procedures
spection. Check hydraulic accumulators. Check all 1. Weapons bay door interlock switch-SAFE.
access doors and covers for security. Check that gravity 2. Weapons bay door Iockpin--lostailed,
I fuel filler caps are flush. Check the angle-of-attack and
3. Bomb/missile rack ground safety pin-installed.
side slip probes for slot cleanliness and freedom of
movement. Check main landing gear uplock assembly 4. Bomb/missile preflight-Accomplished.
for proper positioning as indicated by the red tip of 5. Bomb/missile rack ground safety pins - Re-
the lock assembly being aft of the uplock roller guide. moved. (Stow aboard aircraft)
1. Ground safety pins and safety locksRemoved.
(As required)
Those marked with asterisk, stow in aircraft. BOMB/MISSILE PREFLIGHT. (BOTH)
*a. Nose gear
*h. Main gear Note
*c. Arresting hook . During bomb/missile preflight switch posi-
2. External fuel tank pylon ground safety pins (ions and timer settings will be verified by
Removed. (Stow aboard aircraft) both aircrew members.
. Check bomb MOD number to determine
NOte PAL/non PAL status of bomb.
. For normal operations, the speed brake/main
landing gear door ground lock shonld be left B-43 Bomb:
installed until one engine has been motored
1. Ready/safe switch-S. (SAFE)
or started. This will prevent sagging of the
door after the ground lock is removed. 2. Antenna radome nose cover-Removed.
3. Plenum block cover-Removed.
. The stores station inspection and bomb/mis-
sile preflight will be a<-complished coocur- 4. Preflight setting panel:
rently with the aircraft exterior inspection. a. TA and TB timer-Set. (As briefed)
l The landing gear emergency system may be b. Rcrard/freefall option switch - Set. (As
actuated by contact with the lever-actuator briefed)
located in the main wheel well on the left c. Preclude/ground backup option switch -
side. Exercise care when inspecting this area. Set. (As briefed)
d. Preflight setting panel door-Closed.
STORES STATION INSPECTION. (BOTH) 5. Strike enable plug-Installed.
External Bomb/Missile Stations: 6. Fin protectors-Removed.
7. Explosive actuator safing assembly-Removed.
1. Bomb/missile rack ground safety pins--In-
stalled.
B-S7 Bomb:
2. Pivot pylon jettison ground safety lockpin -
Installed, LOCKED, NUCLEAR. 1. Ready/safe switch-S. (SAFE)
Check that the ground safety lockpin is in- 2. Strike enable plug-Installed.
stalled, the ground lock lever reads LOCKED, 3. Preflight selection panel:
and the weapon fypc indicator reads NU- a. TA and TB timer-Set. (As briefed)
CLEAR.
b. lop option switch-Set. (As briefed)
3. Bomb/missile Preflight-Accomplished.
c. Bottom option switch-Set. (As briefed)
4. Pivot pylon jettison ground safety lockpin-
d. Burst height switch-Set. (As briefed)
UNLOCKED, removed. (Stow aboard aircraft)
e. Preflight selection panel door-Closed.
5. Bomb/missile rack ground safety pins--e-
moved. (Stow aboard aircraft)
B--61 Bomb:
Internal Bomb/Missile Stations: 1. Ready/safe switch-Y. (SAFE)
2. Preflight selection panel:
a. TA and TB timer-&r. (As briefed)
h. A thru F switch-Set. (As briefed)
c. Strike enable plug-Installed.
d. Time delay select switch-Set. (As briefed)
The weapons bay doors safety interlock switch
will be in the SAFE position and the weap- e. Retard/freefall option switch-Set. (As
ons bay door lockpin installed, before enter- briefed)
ing the weapoos bay. f. Preflight selection panel door-Closed.
24 Change 1
X.0. lF-Ill(BlA-1 Section II
Normal Procedures
ACM-69A Missile: * After compoomt is resealed, advise command

post of action taken.
1. Payload section marking-Checked.
* The known inadvertent breaking of a seal by
2. 01-L. C/D safing pin-Check removed. any aircrew member does not constitute a
3. SAF prearm/safe indicator--Checked S. HELPING HAND incident.
4. Motor arm/disarm switch safing pin--Check * 10 prevent missile moisture accumulation oo
removed. AGM-69 missile Iwded aircraft, delay supply
5. Missile fins (internal missiles)-Checked. of ground an pneumaric pressure to the at-
6. Tail cone (external missiles)-Attached. craft until ready to begin Power On (Both)
checklist.
BEFORE ENTERING COCKPIT. (PILOT)
B I. Thermal curlaiils----(:heck.cd, installed. (Alen
1. Ejection handle safety pins (2)--installed. ncceptanc~! only)
2. Canopy center beam safety pins 13)-lostalled.
3. Bilge pump lock pin-Stowed.
4. Enxrgency oxygen bottle pressure-Check, 1400
6 2. CSSC indicator windows--Checked A.
fo 2500 psi.
5. All circuit hrrakers---In.
Note
6. Ground check paw-Check.
* Computer power switches (3)-N.
* CADC power switch-POW1:H.
* (;round ignition cutoff switch-NORM.
* Gyros power switch-GYROS.
. Mach trim test switch-NORM.
* Fire detect switches-NORM.
7. Publications-Chec~;rd.
8. Radio beacon set--GIN or as applicable.
BEFORE ENTERING COCKPIT. (NAV) Insure that the yoke of the restraint bar-
m55 is adjusted firmly against tile rleck
I. Ejection handle safay pins (2).-Installed. with head against headrest and sitting
2. Canopy center beam safety pins (3)-Installed. erect t,> allow full reel-in in the event of
3. Survival equipmwt compartment coverts (2)- suhscqwnt ejection. Check the coodirion
Closed and sealed. of the rexrairrt harness. Check operation of
4. Crew module chaff dispenser control lever-As the inertia reel in the locked and unltxked
required. posl,mn.
The lever should be ON over friendly terri-
tory and placed to OFF as directed by tactical
requirements.
CAUTION
5. Quick rescue kit-Stowed. (If applicabk) EXl
(ire must be taken so as not to damage
INTERIOR INSPECTION. ualvu port scrcem when connecting oxygen
Power Off. (Both) regulator 10 restraint harness and oxygen
supply hose, or when connecting mask-hose
Note CO oxygm :egulator. These screens are easily
Aircrew members will use caution when damaged bj, ilnpr,,lraeless handling, and
physically verifying seals and safety wiring inadvertently placing lingers on screens while
integrity. Use only that physical contact net- performing any of the ;Ifore-nlelltioned tasks.
essary to insure positive safing and sealiog.
Whenever a crewmember inadvertently c. Oxygen mask and commuoicatioo cord--
breaks z seal, the following procedures will CtlL?~td
apply: d. Oxyga, lever--~OI;F, Ithen ON.
* Both aircrew members will maintain surveil- Turn rhu oxygen lever OFF and inhale
lance owr the component involved. suwral rimes. Note that breathing he-
*Request MMS personnel reseal the compo- comes more difficult due to the restric-
nent. riwxs of rbe anti-suffocation valve. Also
Change 1 1-s
Section II T.O. lF-111 (B)A-1
Normal Procedures
observe that the anti-suffocation valve on 24. Ground jettison switch-OFF, guard down.
rhe front of the regulator unseats with 25. Arresting hook handle-l.
each inhalation. then turn the oxygen lever 26. CkK-k-Set.
ON.
27. Opticaldisplay system mode select kno&MAN.
28. Aiming reticle cage lever-Uncage.
29. Radar altimeter conrrol knob-Full CCW.
CAUTION
iIIIzl3 :x1. Engine/inlet anti-icing switch-AUTO.
31. litot/prohe heater switch---OFF/SEC.
To prevent possible regulator damage, do not
32. Windshield wash/rain removal selector switch
turn oxygen ON until dust cap has been rc-
-0FI.
moved from quick disconnect fitting and mask
33. AFRS compass mode selector knol-Slaved and
hose has been connected LAI set.
34. Hemisphere selector switch-As required,
e. Oxygen regulator--Checked. 35. Ilmcrgency generator indicator/cutoff pushbut-
ton-In and saferied.
. Oxygen control knob-EMER.
Check that a positive pressure is felt in 36. hmcrgrncy generator switch-AUTO.
the mask and that the diluter valve does 37. Generator switches (2)-RIJN.
not n,,,ve. 8. Antenna select switches-As required.
. Oxygen control knob-100 percent. 39. Landing gear emergency (alternate) release han-
Inhale and check that the diluter valve dle--IN.
does n<,t move. 40. Fuel dump switch-OFF.
. Oxygen cont~o1 knob-NORM. 41. Air refueling switch-CLOSE.
Inhale and check movement of the dilu- 42. Fuel tank pressurizarion selector switch-
ter valve through the screen on the rot, AUIO.
of the regulator. 43. Engine feed selector knols-OFF.
7. Air conditioning control paneI: 44. bnel transfer knob-OFF.
a. Temperatltre control knob-~-As desired. ~45. 1FR channel mode selector knobs (2)-OFF.
h. Air source selector knob-~HOTH. 46. Spike rontrol switches (2)-NORM.
c. Mode selector switch-AUIO. .i7. IJIIF :2-OFF.
d. Pressurization s~.Icctor switch--NORM 4x. TACAN---OFF.
e. Air How selector switch---NORM. (If in- 49. 1I.S powtx switch-OFF.
stalled) N 50. Radar tranr1~onder control panel--Checked.
f. Exchange exit air control switch-NORM. Encode knob-.~~-As briefed.
(OVRD if external stores are installed) . Power knol-OFF.
88. (:omrllurlirations pmw--Set.
Decwle knol,-As hriefcd.
9. Auu, 11: switch~~Ol:l:.
N51. IJHI #I-OFF.
IO. C<antr,ll system switch~-NORM.
N 52. ILR scope panel-Chec-ked.
11. Rudder authority switch-AUTO.
. Polaroid filter control (2)~--Full up.
12. Throttles--OFF.
* Tuning control knobs (44CW.
13. Speed brake switch-IN.
* Range selector kn<,b-Ii.
14. Anti-skid switch-ON.
N 53. RHAW scope controls-(:hecketl.
15. Ground roll spoiler switch--OFF.
* Gate selector knob-N.
16. Flap/slat system selector switch-NORM.
* Urightness/rcticlc/incensity know.
17. Flight control disconnect switch-NORM, cover
down. . Sensitivity kno&Full CW.
IX. Ilight instrument reference select switch-PRL * Memory control knob-Full CCW.
Landing/taxi lights switch--OFF. . Mode selecror knob-As desired.
19.
LO. . View control knoltlull CCW.
Nuclear conxnt switch -OFF, guard down,
sealed. . Scope filter-As desired.
21. Bombing timer--OFF. N 54. RIIAW threat display panel-checked.
22. Landing gear handk-DOWN. * Remaining disposable counter-Checked.
23. Utility hydraulic. system isolation switch- * Test knob--OFF.
NOHM. * Power/audio control knnlrOPF.
2-6
T.O. IF-I 1 l(S)A-1 Section II
Normal Procedures
N 55. Attack radar scope panel-Checked. g. Bay door auxiliary switch-NORM.

* Beta switch-NORM. h. Station selector switches-All des&xted.
* Sweep switch-NORM. N61. SRAM cooling sv tch-OFF.
* Test switch-OFF. N62. AGM-69A control and display panel:
* Range intensity knobMidpoint. a. Power switch-N.
* North orientation selector switch-As desired. b. Class switch-N.
* Azimuth intensity knobMidpoint. c. Missile switch-N.
* Bezel/range mark intensity knobs-Midpoint. d. Train switch-OFF.
* Scope intensity knoh--CCW. e. RHAW/RDR mode switch-N.
* Range selector knobl5/5. f. ARH/INERT mode switch-INERT.
* Video/transmit tuning knobs-Midpo:int. g. Select and monitor knob-OFF.
* Sensitivity time control knobs-OFF. h. OTL Operational test launch switch-N. (If
* IF gain/antenna tilt knobsMidpoint/detent. installed)
* Photo mode selector switch-OFF. N63. Computer control unit:
* Magazine data slate/clock-Annotated and set. a. Function select knob-OFF.
N 56. Attack radar control panel-Checked. h. Test selector knob-NORM.
* Mode selector knob-GND MAN. c. Test switch-NORM.
* Frequency control knob-AFC-I. d. General navigation computer switch&NC.
* Radar function knob-OFF. e. Weapons delivery computer switch-WDC.
* Present position correction switch-OUT. f. INS ground align knob-G/C.
* Antenna polarization switch-NORM. N64. HF radio mode selector knob-OFF.
* Side lobe cancellation switch-OFF. N&5. CMDS control panel:
* Fast time constant/beacon switch--OFF. a. Arming switch-SAFE.
N 57. Navigation display unit:

a. Fix mode selector knobOFF.
b Nav mode select pushbuttons-l only.
N 58. IFF master control knob-OFF.
N 59. DCU-137/A control panel: Placing the arming switch and mode selector
a. Control lever---OMS, sealed. knobs to any position other than SAFE or
b. Option select switch-OFF. OFF could result in inadvertent dispensing of
c. Monitor and release knol+OFF. explosive chaff and flares.
d. Class III command override switch-OFF.
N 60. Stores control panel: b. Mode selector knobs (3)-OFF.
a. Release enable switch-INHIBIT. N66 KM control knobs (3)-OFF.
I
b. Master switch--OFF. N 67. IRRS control panel:
c. RBS tone switch-OFF. a. Function selector knobOFF.
d. Delivery mode kno&OFF. h. Azimuth blanking knob-AUTO.
e. Sdect~r mode knob-OFF. c. Elevation blanking knob-AUTO.
f. Bay door control switch-Checked.
Check that the position of the bay door Power On. (Both)
control switch is in agreement with the
position of the weapons hay doors. Note
l If any weapons discrepancy is noted during

performance of the Power-On check, refer
to Section III.
l When the aircraft is uncocked for mainte-
If the position of the hay door control switch nance/defueling, accomplish the Exterior,
is not in ;~grcement with position of the Stores Station Inspection (starting with
wea,mm hay doors, the doors may actuate Bomb/Missile Preflight), Interior Inspec-
to the commanded position when hydraulic tion, Power-Off , and asterisked items of the
andior electrical power is applied to the Interior Inspection, Power-On checks prior
aircraft. to recocking the aircraft.
27
Section II 1.0. IF-lIl(B)A-I
Normal Procedures
1. Battery switch-ON. B 8. Malfunction and indicator lamps and stall warn-

TIT power-off flags out of view indicates ing system-Check.
battery is on. * Pitot/probe beater switch--OFF/SEC.
*2. Ext&nal power switch--ON. (If applicable)
If external power is to be used, place the
external power switch ON and check that the
electrical power flow indicator displays TIE. pii-
Note If pitot/probe heater switch has been in the

HEAT position, residual heat in the probe
If the engines are to be started using battery may be sufficient to cause injury to ground
power, the following Power On checks must personnel.
be delayed until the engines ate running.
* Alpha probe slots-Full up. (Lowest angle-of-

*B 3. Seat and headrest-Adjusted. attack value) (GO)
*4. Circuit breakers-In. * Malfunction and indicator lamps test hutton-
5. Central air data computer test switch-LOW, Depress and check all malfunction and indi-
and depress master test button and check: cator lamps light, check for intermittent (land-
a. Angle-of-attack indexer-High speed sym- ing gear) audible warning tone through head-
bol. set.
b. Angle-of-attack-7.0 (i0.75) degrees. *With malfunction and indicator lamps test
button depressed.
c. Mach numberA. roach.
* Warning horn silence button operation.
d. Indicated airspeed-153 (-+ll) KIAS, OFF
flag in view. * Malfunction and indicator lamps test button-
ReleaSe.
e. Altitude vertical velocity-(i 100) feet per
minute. * Stall warning system-Check. (After T.O. lF-
111-891)
f. Altimeter (with 29.92 set)-2000 (t130)
feet, OFF flag in view. * Alpha probe slots--Full down. (Highest angle-
of-attack value) (GO)
g. Central air data computer true airspeed-158
(il3) TAS. *With malfunction and indicator lamps test
button depressed, check stall warning lamp
h. CADS caution lamplighted.
flashing, steady audible warning tone through
headset, and rudder pedals shaker activated.
Note
When the CADC test switch is used in con- NON!
junction with the master test switch, the When the lamps rest button is depressed, the
function select knob or the INS ground align rudder may deflect due to AYC input and the
knob should he in the OFF position or fluc- yaw channel caution lamp may light. This is
tuations of system altitude may be experi- normal.
enced for time periods up to 20 minutes.
* Malfunction and indicator lamps test hutton-
6. UHF radios-ON. Release.
* Check malfunction and indicator lamps for ah-
normal indications.
UHF radio(s) may be turned ON, but do not When the lamps test button is released, the
transmit without cooling air on rhe aircraft yaw channel caution lamp may remain
(unless required by an emergency). lighted, in which case, reset to put lamp out.
7. Lighting control panel--Checked. 9. Flap/slat and wing sweep handles correspond

Check operation of the interior light rheostats with surface position-Checked,
and set for desired intensity. Check opera- 10. Oil quantity indicators-Checked.
tion of bright and dim switches and select Check that indicators show I6 quarts. place
desired intensity. the oil quantity indicator test switch to OIL
X.0. IF-lll(B)A-1 Section II
NOtVlld Procedures
QTY and check that indicators decrease to 5

quarts oo the left indicator and 5.7 quarts on 1 WARNING 1
the right indicator and check that the oil low
lamp lights. Relezlse test switch and check
that indic;ltors rel:urn to original readings. If eit!?zr fonzrd or aft tank fuel quantity
11. Oxygen quantity-Checked. indicator pointers indicate a malfunction, do
Check that oxygen quantity is adequate for not fly the aircraft.
mission. Place oxygen quantity test switch to
OXY QTY. Oxygen quantity indicator should
d. Fuel distribution caution lamp-Lighted af-
decrease to zero. Note that the oxygen quan-
rer 12 seconds.
tity caution lamp lights when indication is
2 liters. Release the test switch and note that e. Fuel quantity indicator test button--Release.
the caution lamp goes oat and that the quan- f. Fuel distribution caution lamp-Remains
tity indication returns to original value. lighted for IO fo 15 seconds, then goes out.
12. Fire detect circuit--Checked. 17. Engine feed selector knob-AUTO.
*Hold the agent discharge/fire detect tesf Select AUTO when the forward tank pointer
switch to FIRE DETECT TEST and check rhat is approximately Zoo0 pounds outside the bar
the wheel well hot caution lamp and both index of rhe fuselage fuel quantity indicator.
engine fire warning lamps are lighted. Rel~~~se
the switch.
Note
* Position the fuselage overheat test switch to
LOOP I. The wheel well hot caution lamp If fuel tank expansion space has been reduced
due to fuel overfill or thermal expansion, some
shall not light.
fuel venting may occur while the fuselage fuel
* Position the fusela~ge overheat test swi~tch to quantity indicators are returning from the test
LOOP 2. The wheel well hot caution lamp indications if the engine feed selector knob
shall not light. is positioned to AUTO too soon. Fuel venting
must cease prior to takeoff.
The tire detection system ground test switches a. Fuel distribution caution lamp--Lighted on-
(on ground check panel) should he checked til distribution is within limits.
for normal position.
13. Ground check panel door-Closed.

If a malfunction is indicated in the fuel dis-
14. AFRS synchronization indicator-Nulled.
tribution system, position the engine feed se-
15. Engine feed selector kno&tWD, then AFT. lector knob to OFF to preclude possible fuel
Check that the appropriate fuel pump low venting.
pressure indicator lamps (six) light and go
oat and that the L and R FUEL PRESS cau-
tion lamps are out. b.
Appropriate fuel pump low pressure in-
*B 16. Fuel quantity and indicator-check. dicator lamps-Light and go out.
If forward or aft tank pointers or rotalizer c. All indicator-Return to original indica,.
fails to test or all tank quanritiesdo notaddup tions.
to the total fuel indication ( i 1000) pamds, 18. Fuel transfer knob-AUTO.
a malfunction is iIndicated. Hesitate at each position containing fuel and
a. Fuel quantity--Checked, check that fuel low pressure indicator lamps
Check fuel quantity indications of ~111fuel blink and go out.
tank gages aga~inst scheduled foe1 load. N 19. Coded switch set controller (CSSC):
b. Fuel quantity indicator test button-Depress
and check:
Note
(1) Forward and aft tanks-2000 (:~1400)
pounds. Cease all activity and request CSS custodians
(2) Select tank---2000 (-tlOO) pounds. (through the command post) if the ENABLE
(3) Total fuel-2MH) (i1250) pounds. lamp comes on at any time other than during
c. Check that forw;ard and aft tank fuel quan- the lamp test button check. For other abnor-
tity indicator pointers, totalizer, and! select mal indications, refer to CSS Malfunction
tank pointer move smoothly. Analysis Section III.
2-9
Section II 1.0. lF-111 @)A-1
Normal Procedures
c
125
t
WARNING
ROlATlNG PLANES TIRE AVOIDANCE

OF ENGINE TURBINES
If landings are mode which for some reaxan require

maximum braking lo stop the oircraf,, avoid tire orea
tar I hour and I5 mincJtes after oircraf,
bar stopped. If necerrary, approach from
the front or rear only. If thermal re,ec,~e
plugr hove blown ollowing tires to
I deflate. danger of enplorive foilure is
minimal; however, danger of fire exirtr
RADIATION 200 FT. EED n. nt
ECM
6 FT. PERSONNELKED \ I
ieOOoOOrob
Figure 2-2.
2-10
1.0. 1 F-l 11 WA-1 Section II
Normal Procedures
a. Operate/monitor switch-MON, DISEN f. Selector mode knotiFF.

lamp lighted. g, Master switch-OFF.
b. Lamp test button--Depressed. *N23. DCIJ-I 17/A control lxmel:
c. Sum code --Set. a. Option select switch---hION.
d. Operate/monitor switch-OPEK. Monitor lamps (each nuclear loaded eta.
h.
e. CODE and DISEN lamps-Lighted. rion)&-Checked.
f. Operate/monitor switch-MON. (Mtunen- Rotate nwnitor .tnd rclci~ knob to earh
tarily) nuclear loaded station and check lamp in-
dic:tti<ms: SAFE lamp lighted, ENABLE
Note lanip lighwd (I3~.hl or PAL B-3/B-57
only) all 01her lamps out.
System status (enable/disenable) may be veti-
c. Monitor imd r&w knob--OFF.
fied at an)- time hy holding the operate/
monitor switch in MON and ohservin:g d. Option select switch--OH.
DISEN and ENABLE lamp indication.
BEFORE STARTING ENGINES.
g. CSSC indicator windows-Set all A:$.
*N20. Stores control panel:
a. Store prwznt lampsChecked.
Check that stow present lamps are lighted
and displaying the ptoper store identihca-
tion al each la&d station.
I,. Master switch--ON.
1 *N21. Computer program unit test/enable switch -
ENABLE (ti0).
If electrical power is interrupted, either by
turning the master power switch to OFF ot hratcd.
removing ground power, the ENABLE relay
will decnctgize. Lo reenergize, ground power
must be awilable, the master switch ON, and
the CPU Test/F.nahle switch momentarily
actuxted to ENABLE.
1 WARNING 1
During ground operation if malfunctions OC- (GO)

cut which are not specifically covered in Sec- Fire gtlard posted. engine run area clear,
tion 111, complete the Bomb/Missile Safety <:h<r-ks in place, both entrance ladders closed
Check, Section 111. ,~nd latched with slot and indices lined up,,
1 *N22. Stores control panel:

a. Selector mode knobS?A JEIT.
b. Station selfct lamp-Out.
If any station select lamp is lightczd, de-
select stations.
c. Test button-Depressed. The slotted had on the cntr.u,ce ladder te-
Check station select lamps lighted for all lease buttot~ must he aligned with indices on
loaded stations. eithct side of the button to he assured that
d. Selector mode knn&NUC WPN. the ladder is latched in stowed position.
e. Test butt(,n-Depressed. (Bombs) Failure tu do so could result in the ladder
Check station select lamps lighted for all being blown into the engine inlet should it
weapon loaded stations, out for all others. extend.
2-11
-_^^,- ,....
Section II 1.0. IF-11 l(B)A-1
Normal Procedures
DEFINITIONS. STARTING ENGINES.

Hot Start-III- exceed 710 degrees (:. Engine starts can be accomplished by using air pres-
sure from a ground source or by a pyrotechnic cat-
If during start TI1 increases at an abnormally rapid tridge. Only the left engine has cartridge starting
rate or apptvachrs 655 degrees C and is still climh- capability. Either engine may he started by the use of
ing, a hot start can he expected. external air when supplied hy an adequate source;
however. under some combinations of ambient temper-
False or Hung Start-TIT increases hut rpm will not ature extremes and starter cart output variations, left
increase to IDLE: within 2 minutes. engine starting capability may be marginal. For normal
flight operations, it is recommended that the left en-
Failure to Start--Engine does not light-up within 20
gine be started first. This sequence will provide posi-
seconds after throttle is positioned to IDLE. If TIT tive indications of sfartet dropout on horh engines
does not rise or *pm does not irrcmase above maximum (right engine only after I.O. IF-1 1 I (B650). With
starter output, a light-up Ins not been obtained. either engine operating, the remaining engine may be
started by pneumatic crossbleed; however, this is neces-
Cartridge Start Misfire--Cartridge fails to ignite as sary only during a cartridge start when no external air
indicated by lack of smoke at the starter exhaust port. source is available, ot when starting the tight engine
lbere will be no engioe rpm indicntiorr. first hecause of marginal aircart capability. Electrical
power requited for engine stsrting may be supplied by
Cartridge Start Ilangfire~,.-(:artridge ignites as indi- either the aircraft battery or hy an external source.
cated hy smoke at the stitrter exhaust port; however
there will he little or no rpm indication.
If nay of rbe above conditions occur return the throttle 1 WARNING 1

to OFF. Crew will record magoitude. duration, ;xnd
other pertinemt information to aid maintenance in-
l Do not arrempt a pneumatic mtt or fly the
vestigatioo of the malfunction.
aircraft with no unfired cartridge in the
The engine should be inspected for residual fuel before breech. Abnormal cartridge conditions of ao
explosive natore could be generated due to
:L secorrd start is attempted. If oo fuel is visible a
the combination of vibration and high tem-
sxoud starl may be attem,,ted. The engine should be peratures that can exist in the engine nacelle.
nwxored unril II1 IS below 100 dugrces (: before ad-
vancirrg the throttle to minimize the possibility of a . Do not irritiate II cutridge stut with any na-
elk door open oo the engine being started.
hot stiitt.
10 do so could result in possible overheating
If visiljle fuel or vapors are found the engine must of itdjncent structure and/or ignition of accu-
molated fuel and oil.
lx clesrcd using the pot!omatic starter as follows:
ENGINE CLEARING.
iIIxx2
CAUTION
. If engioe has had iosufficient time to cool

from a previous operation, do not attempt
a restart until TIT is below 100 degrees C.
Motoring of the engine will reduce the tem-
,XKiC~~.
. If hydraulic cooling ejector air is not present,
do not advance throttle above IDLE.
CAUTION l Insure that pivot pylon jettison ground safety
KiIzzl
Iockpin and bomb/missile rack ground safety
Io avoid a possible hot start do not advance pin streamers are not hanging within the dan-
the throttle. ger area around the inlet ducts if pins are left
in place during engine run.
. Affected rogine thlortle~.-~ReIrase.
Kclcasc rhu rhrortlo to OFF prior to the time limit I. Engine ground stat switch-PNEU or CAR-
specified for starter r,peration in Section V. IRIDGE. (As applicable)
2-12 Change 1
T-0. IF-lll(B)A-l Section II
Normal Procedures
2. Applicable engine throttle--Lift to start posi- Note

tion. If the generator caution lamp remains lighted,
a. On a cartridge star< advance the throotle to place the switch to OFF/RESET, hold to
IDLE immediately. START (pause), then release fo RUN.
b. Oil pressure-Checked.
7. Power Row indicator--IlE or NORM. (As ap-
pliable).
NO%%3
R. Hydta,llic cooling ejector airflow-Check. (GO)
. Oil pressure should he indicated within 10 After engine has been started, check that the
seconds after first indication of rpol. engine groom1 start switch is in OFF so that
. During second engine start, check that the the ground observer can check for cooling
engine ground start switch moves to OFF ejector airtlow.
prior to teaching 50 percent engine rpm. 9. Speed brake ground lock-Removed.
Cooling air will nor be available if the switch
10. External power switch---OFF.
is in any position other than OFF.
II. Start remaining engine-Repeat steps 1 thtu 8.
. Starter dropout is normally indicated by th?
hydraulic low pressure caution lamps going
out at 38 to 41 percenr rpm on rhe left engine Note
(excq after T.0. IF-1 I I(Bh50), and when
I Obtain ground clearance prior to advancing
the engine ground start switch moves to OFF
throttle to 80.85 percent for crossbleed starts.
for the right engine.
12. External air conditioning, starter air and elec-

trical power unit--Disconnected. (GO)
13. Engine ground start switch,-OFF.
1~4. Power flow indicator--NORM.
In the event of abormd start during a car- I 5. Emergency generator switch-TEST, ON, then
tridge start due to mislire, hangfire, or slow AUTO.
burning cartridge, the breech will not be
opened until a time period of 5 minutes has Place the emergency generator switch to
elapsed after attempted. start and no smokme TEST. Ihe emergency generator indicator
can he ohserved emitting from the starter lamp will light after I second indicating that
exhaust. the emergency generator is operating with-
in limits. The poner How indicator should
display a crosshatch. Check operation of T/R
3. Engine throttle-1DL.E.
units by noting that the angle-of-attack in-
On a pneumatic start advance the throttle to
dexers and ODS reticle lamps are lighted.
IDLE after the engine rpm reaches 17 percent.
Place the emergency generaror switch to ON,
check pwer How indicator displays NORM.
Note Place the emergency generator switch to
TIT rise should occur within 20 seconds after AUTO. Check that indiczlror lamp goes out
throttle advance. and that the power flow indicator displays
NORM.
4. Engine instruments--Check.
a. Fuel flow-l100 pph max. NotI?
b. TIT indicator-710 degrees C max. If battery power was utilized for engine start
c. Idle rpm-58 to 71 percent. completr the Power On checks prior to
d. Hydraulic pressure indicators2950-3250 psi, proceeding t<o the next checklist.
caution lamps out.
e. Idle oil pressure--30 to 50 psi.
f. Nozzle position--Open. AFTER ENGINE START.
5. Engine overspeed caution lamp--Out.
6. Generator switch--START (pause), then release After Engine Start checklists may be accomplished
to RUN, check caution lamp out. simultaneously.
Change 1 2-13
Section II T.O. 1 F-l 11 (WA-1
Normal Procedures
PILOT. and NOSE UP and check for no move-

ment of stabilizers. Move auxiliary pitch
I. TFR mode selector knobs CL)-STHY. trim switch co NOSE DN, then NOSE UP;
2. ILS and IACAN--~-On and set. check control surfaces travel in response
3. Rnd;,r :thimrter-.-on, ,.kLral. (GO) to switch positions. Move auxiliary pitch
trim switch to STICK and check trim but-
ton NOSII DOWN, NOSE UP, RWD,
LWD. ;and rudder rrim left and right,
check control surfaces give proper re-
sponse co trim inputs. Leave control sur-
faces out of center for subsequent check
of takcnff trim system.
Note 8. Flaps/statsRetracte~l.
During cbe following checks, the required

flight control surface positions will be veri- Not&?
fied hy the control surfare position indicator
or the gruund rrhscrvcr. When the control sysrcm switch is in NORM
and the slats are retracred, a small oscillation
may occur in the horizontal stahitizers which
a. Stars~-lixrede<t. will he transmitted through the airframe.
b. Takeoff trim--Set. This condition is normal and wilt disappear
c. Damper switches (3)-OFF. when the slats are extended.
Place the pitch and roll ;lut~til~,r/damper
and yaw damper switches to OFF and
9. Series trim-Check.
check that the pitch, roll, and yaw damper
ca~,tion lamps light. * Takeoff trim-Set.
* Trim nose up for one second.
d. Flight contr~)ls--(:hecked.
- Move the control stick aft, then left wing * Wait for the horizontal stabilizers to stop driv-
down, right wing down: check for freedom ing at more than 8 degrees trailing edge up
before completing the nen step.
of mwement amI verify that the control sur-
fares and surface p,>sition indicators corre- 10. Auto TF switch-AUTO TF.
spond with conrrol stick movement. Check The control stick shall drive slightly forward,
thar pitch and roll channel caution lamps the TF Hy up off caution lamp shall tight and
do not tight. the reference not engaged lamp shall light,
. Move the cuntrot stick full forward, then These checks zare valid whether TF is opera-
rapidly full left through the dcrent to rhe tional or nor.
f<>r\vant left (orncr and hold firmly for one
second. Verify that the right horizontal sta-
bitixl- indicntrr: I2 10 IX degree
while the stick is held in this cutrcmc posi-
ticm.
down
iIIz3
CAUTION
. hl<,vc the control stick rapidly full right Do not initiate the next step unless both sra-
tlrrough the &rent to the forw~rrl right bilizers indicate more than 8 degrees trailing
corner, firmly holding fwward pressure. edge up. If necessary, place the auto TF switch
Verify that the left horizontal stabilizer in- to OFF and repent Series Trim checks,
dicates IL m IX ctc,qrees down while the
stick is firmly lhcld for one second in this
extreme posilion, thrn release. 11. Surface motion test-complete.
* Rudder p&J-Check f,lr mow than 25 * Stability augmentation test switch-SURFACE
degrees of rudder in each direction. MOTION, and hold until next step is com-
e. Damper switches (A)-DAMPER. pleted.
f. Damper reset button --Momentarily de- . Flight control master test button-Depress and
pressed. (If necessary.) hold for the following checks:
Check that the pitch, roll and yaw damper * Rudder moves to right, then to the left.
caution tamps go out. * Left horizontal stabilizer drives to near zero
g. Trim-Checked. (Optional) degrees.
Move auxiliary pitch trim switch to OFF, . Right horizontal stabilizer drives to approxi-
zxtuafe stick trim button to NOSE DOWN mately IO degrees down.
2-14
K.O. lF-111 (WA-1 Section II
Normal Procedures
* control system caution lamps do not light. * Spoiler caution lamp lights.
* Flight control master rest butron-Rele:ase. * Spoiler reset button-Depress.
. Rudder returns to neutml. Check spoiler lamp out.
* Both horizontal stabilizers may drift together * Spoiler msf switch-INBD and hold until:
in pitch. * Inhoard spoilers momentarily extend, then
12. Surface motion and light rest-Complete. retract.
* Stability augmentation WS~switch--SURFACE * Spoiler caution lamp lights.
MOTION & LIGHTS and hold until next step * Flight control master test button-Release.
is completed * Spoiler reset button-Depress.
Check spoiler caution lamp our.
18. Grourrd roll spoilers/throttles-Check.
CAUTION * Ground roll spoiler switch-BRAKE.
EX
Check all spoilers extend.
Do not initiate the next srep unless the hori- * Lefr throttle--Advnnce slightly, then IDLE.
zontal stabilizers are more than 8 degrees (:heck ~11spoilers refract, then extend.
trailing edge up. If necessary. place the auto * Right throttle-Advencc: slightly, then IDLE.
TF switch f OFF and repeat Series Trim (Check all spoilers retract, then extend.
checks.
* Ground roll spoiler switch---OFP.
Check all spoilers retract.
. Flight control maswr fest butt-Depress and 19. UHF, TACAN and ILS mdios-Chmked.
hold for the following checks: Obtain altimeter setting and runway temper-
* Rudder initially drives right then reflurns f atore from fewer.
o%tral. 20. EPR/nozzle-Checked, set.
* Left horizontal srahilizer drives f near zero
21. Aunrpilot--Checked.
degrees.
* Right horizontal stabilizer drives f approxi- * Prior co T.O. IF-Ill(B593: I
mately 10 degrees down. * Pitch and roll autPilot/dsmper switches --
* Pitch, roll and yew damper, channel, and AUTOPILOT.
pircb and roll gain changer caution lamps Control stick motion may occur.
light (8). *Control stick steering--Checked.
* Flight control mz*ster cesf button--Release. Move control stick and check that refer-
- Rudder initially drives left then returns to cow oat engaged caution lamp lighrs. Lamp
,EUtral. will go out when stick is returned f new
tral.
* Both horizontal stabilizers may drift together
in pitch. * Altitude hold and consmnf track swirches--
Engaged.
Reference nor engaged caution lamp lights.
Note . Reference engage button-Depressed.
If all the lamps do not light, cycle the control Reference not engaged caution lamp goes
system switch fo T.O. & LAND and return f out.
NORM, then repeat the Surface Motion and * Move stick, then release.
Light Test checks. If all lamps still do llf Reference nor engaged caution lamp lights.
light, B malfuncrion is irldicated and correc- . Reference engage button-Depressed.
tion will he required before flight. Reference not engaged caution lamp goes
0C
* Autopilot release lever--Depressed.
13. Damper reset button-Depress momentarily.
Check that the roll and pitch autopilot/
14. Auto TF switch--ClFF. da,mper switches go to DAMPER and that
15. All caution lamps---Out. the altitde/mach hold and constant track/
16. Flap/slat handle-set for takeoff. heading nav selector switches go f OFF.
I?. Spoiler monitor test--Checked. . After T.O. IF-lll(B)A-593:
* Flight control master fessbutton-Depress and * Pitch and roll autopilot/damper switches-
hold. AUTOPILOT.
* Spoiler rest switch-OUTBD and hold until: Control stick motion may occur.
* Outboard spoilers momentarily extend, then * Altitude hold and coosfant track switches--
retract. Engaged.
2-15
Seciion II T.O. lF-11 l(B)A-1
Normal Procedures
* Autopilot release/PCSS lever--Depressed to Note

second detent.
0 If, on the ground, the TF warning lamps stay
Check that roll and pitch autopilot/damp.
lighted, check angle-of-attack indicator. If the
er switches go to DAMPER and that the reading is not in the range of plus 2 to plus 6
altitude/math hold and constant track/ degrees, moving probe into this range will
heading av selector switches go to OFF.
put the lamps out.
2. Rad;v alrimeter--Checked.
. After T.O. lF-lll(B)A-651. the velocity a-
Depress and hold radar altimeter control
tio lamp will be lighted during ground
knob. check for a indication of 95 ( 1 I.?)
checks.
feet prior ro T.0. I F-l I I-996 or 300 ( ~1 15)
feet after l.O. I F-l I I w6 and that mdar alti.
rude low lamp gr~s oar. Select onother chi$- (I) TFR channel mode selector knobs-L
nel and repeat test. TF. K SIT.
23. I%--As desired. (a) Channel fail caution lamp-Lighted.
The Channel Fail Caution Lamp
24. Takeoff win--Set, confirmed. (GO)
of the charmel in TF should be
25 1FH operational check: (Prior to T.O. IV-1 II- ON, and the lamp of the channel
1 iI in SIT should be OFF.
(b) Keference or ATF not engaged a-
rion lamp (as applicable)-Lighted.
(c) TF fly-up off caution lamp-
Lighted.
(d) TF fail warning lamp-Lighted.
(2) IX: pitch steering mode switch-TF.
The ISC must be in a mode other than
ILS, AILA, or TKR RV.
(3) ADI/ODS pitch steering bars-Full up.
(4) Radar altimeter bypass switch--8Y-
PASS.
. If tilne prohibits pilor accomplishing this If check is performed on the ground
check on the ground, both crew. merrdxrs the switch must be held in the bypass
must accolnplish inflight prior co 11: opera- position.
tion. (a) Check TFK channel fail caution
. Ihis check must he accomplished o the lamps-Out.
ground or above low altitude radar ;Iltimcter (b) Check TF fail warning lamp-out.
range (5cilO feet absolutes tO ohtain proper (c) TF Hy-up off caution lamp-Out.
light indications. (d) Reference not engaged caution
. When switching channels, or changing clear- lamp-Lighted.
ance plane settings, a momentary TF fail and (e) ADI/ODS pitch steering bars-Dive.
Hyq maneuver may occur. Prior to T.O. IF- (5) Radar altimeter bypass switch-Release
lll(B)A-5913, the autopilot release lever can to NORMAL. (Ground check only)
be held depressed to prevent the fly-up ma- Any fi.e the aircraft is below 5000
ewr fror occurring. After T.O. I~F-Ill(B) with radar altimeter operating, this
A-593, the autopilot release/pitch control switch will automatically release to
stick steering lever ca be held depressed to r~nl.
the lirst detent to prcvenc the Hynp manew
(6) E scope-Checked.
ver from occurring.
Adjnst the confr~st control until a
. The flight vector caution lamp will be lighted thin vertical line along the right side
until the INS is partially aligned. of the E scan is discernible. Adjust
the memory control knob so the sweep
is repainted jst prior to the fade
a Antenna cage poshbutton indicator lamp-
point. Set the video knob to mid-
Out. point (adjust for optimum target dis-
h. TF, SIT, and GM mode check-Complete. play when at low altitude).
2-16 Change 1
T.O. IF-lll(B)A-l Section II
Normal Procedures
(7) Self test pulse---Checked. a. Antenna cage pushbutton indicator lamp -

Check for the presence of a tesf pulse. Out.
(8) Zero command line--Check. b. TF, SIT, and GM mode check-Complete.
(a) Ride control knob-Checked.
Rotate thru each position. Check Note
the zero command line position
for proper movement and a . If, on the ground, rhe TF warning lamps stay
smooth curve for the three ride lighted, check angle-of-attack indicator. If the
setting!5 reading is not in the range of plus 2 to plus 6
(b) Terrain ~clearance knob-Checked. degrees, moving probe into this range will
Rotate thru each position. Check put the lamps out.
the zero command line position l After T.O. lF-lll(B)A-651, the velocity cau-
for proper moyement and a tion lamp will be lighted during ground
smooth curve for all clearance checks.
settings.
(9) SIT and GM check-Checked.
Rotate range selector knob from E to (1) Terrain clearance knob-Set 300 feet.
5, checking for following indications: (2) Radar altimeter index pointer--Set 100
In 15 mile position, scope should show feet.
15 mile range with three cursors even-
(3) TFR channel mode selector knobs-L
ly spaced. Check 10 and 5 for proper
TF. R SIT.
range and five evenly spaced range
cursors. Switch to GM and check an- (a) Channel fail caution lampLighted.
renna tilt in 5 NM range. Return The channel fail caution lamp of
range selecm knob to E and check the channel in TF should be light.
range and cursors in GM 5, 10, and 15 ed, and the lamp of the channel in
as above. SIT should be out.
c. TFR channel mode selector knobs-STBY. (b) Reference or ATF nor engaged caw
d. Radar altimeter channel selector switch- rion lamp (as applicable)-Lighted.
Opposite channel. (c) TF fly-up off caution lamp--Lighted
e. Repeat TF, SIT, and GM mode check with
(d) TF fail warning lamplighted.
TFR and radar altimeter channels reversed.
ISA. TFR Operational Check: (After T.O. lF-lll- (e) Radar altitude low warning lamp-
Lighted.
9961
(4) ISC pitch steering mode switch-TF.
(5) Radar altimeter control knob - Depm
p&z-,,.,., and hold.
(a) Radar altimeter-300 (i-15) feet.
(b) Radar altitude low warning lamp-
Do not transmit with the TFR if personnel or
out.
equipment are within the dangerous radar
emission area. See figure 2-2. (c) TP failure warning lampOut.
(d) TFR channel fail caution lamps-
Out.
Note
(e) TF fly-up off caution lamp-Out.
. If time prohibits pilot accomplishing this (6) Radar altimeter bypass switch - BY
check an the ground, both crew members PASS and hold.
must accomplish TFR Inflight Operatiomtl
Check, Section IV prior to TF operation. (a) TF failure warning lamp-Lighted.
. This check must be accomplished on the Lighted.
ground to obtain proper lamp indications.
(c) TFR channel fail caution lamps-
. When switching channels or changing dear- Lighted.
ante plane settings, a momentary TF fail may (d) TF fly-up off caution lamIz--Our.
occur. (e) Pitch steering bar and aural corn
. The flight vector caution lamp will be lighted mand will indicate a maximum climl
until the INS is partially aligned. command.
Change 1 2-16A
Normal Procedures
(c) TFR channel fail caution lamp-

Lighted, for channel in TF mode.
The pitch steering bar and aural command
(d) Pitch steering bar and aural corn-
may be indicating a climb command due to mand will indicate a maximum climb
the presence of forward video. However, the command.
induced fail condition of this fesf will provide (9) Radar altimeter control knob-Release.
a maximum climb indication for both the (IO) E scope-Checked.
manual and aural command devices. Adjust the contrast control until a
thin vertical tine along the right side
of the E scan is discernible. Adjust the
(7) Radar altimeter bypass switch-Release
memory control knob so the sweep is
to NORMAL.
repainted just prior to the fade point.
(a) TF failure warning lamp--Out. Set the video knob to midpoint (ad-
(h) Radar altitude low warning lamp- just for optimum target display when
Out. at low altitude).
(c) TFR channel fail caution lamps- (11) Self-test pulse--Checked.
OW. Check for the presence of a test pulse.
(8) Terrain clearance knowec 400 feet. (12) Zero command line-check.
(a) TF failure warning lamp-Lighted. (a) Ride control knob-Checked.
(b) Radar altitude 1~ warning lamp- Rotate thru each position. Check
Lighted. the zero command line position
2-168 Change 1
K.O. IF-lll(B)A-l Seciion II
Normal Procedures
for proper movemenf and a 2. RHAW power/audio control knob--Midpoint.

smooth curve for the three ride 3. Radar function knob-STBY.
serting!5. 4. Data entry:
(b) Terrain clearance knobchecked. a. Data switch--ENTRY.
Rotate rhru each position. Check b. Data number--Enter 00.
the zel:o command line pxition
for proper movement and a c. Laritude/longiitud,--Enter 10 nearest .Ol.
%nooth curve for all clearance d. Magnetic variarion~--Enter m nearesf .I.
settings.
(13) SIT and GM check--Checked. Note
Rotate the range selecau knob from
Data annof be entered into the computers if
E to 5, checking for following indi-
the AL? C:AL pushbutton was depressed when
cations: In 15 mile position. scope
the DCC was powered op.
should show Ii mile range with three
cursors evenly spaced. Check 10 and
5 for proper range and 5 evenly spaced 5. INS resef button-Depress momentarily.
range cr:sors. Switch 10 GM and If the align lamp is lighted. it will go out
check for antenna tilt in 5 NM range. for one second after the INS reset button has
Return range selector knob IO Ii and been depressed.
check range and cursors in GM 5, 10, 6. Doppler radar pushhutmn,-Depressed, light on.
and 15 as above. 7. Astrwompass pushbutton. - Depressed. lamp
c. TFR channel made selector knobs--SIrBY. lighted.
d. Radar altimeter channel selector switch- 8. Asrrocompass:
Opposite channel.
e. Repeat TF, SIT, and GM mode check with
TFR and radar altimeter channels reversed.
26. Pitot heat-Checked (GO), then OFF/SIX. h. Star altitude error/heading difference dis.
Turn pitor/prohe heater switch to HEAT and plny-- Cherkcd.
have ground crewman check probes tor op. Cherk that the star altitude error/heading
eratim. diff~~cnce display is lighrcd and the asfro
ClnplSS is searching.
(,..,.,( Note
Do not place pitor/prolx heater switch to

HEAT until ground crewman is ready ro
check the pitot probes. otherwise overheating
may result with poss,ible injury fo ground
Ct-CWflltX.
9. Horizot~t;~l situation display (HSD) data entry:
(If applicable).
NAVIGATOR.
a. D:its witch-ENIRY,
This checklist may be accomplished any time power h. Addwss select switch--Data number. (201.
and air conditioning are available. 2501
1. Function selecr knok--GND ALIGN. c. Seqnence number serwheels-Se, II> 00.
Check that the INS hear lamp cmnes on im- d. Address select switch--LAl.
medi:mly after rnrering ground align mode. I:nwr reference latitude.
Ihe align lamp !;hould light within 90 sec- e. Address select switch---LONG.
onds after going to the ground align mode. Enter referent-e longitude.
Alignment is complete when the align lamp f. Address select sa,itch-~ILFV/RMAP.
starts flashing. Enter map radius (inches).
g. Sequ.m nwnher srtwhrels~~.-Set to 0 I.
Not.2
h. Address seleu switch -IAl for Lambert
If only one cornpurer and the INS are Pow- Conformal or LONG for Mercator.
ered up simultaneously, the computer will i. Data entry pushhutcoos--Enter central LAT
halt. or LONG.
Change 1 2-17
Section II 1.0. lF-11 l(BJA-1
Normal Procedures
3. Weapons hay doors:

a. Weapons bay doors-Clear. (GO)
h. Weapons hay door control switch-CLOSE.
c. Report weapons hay doors closed-Con-
firmed. (GO)
4. Air refueling receptacle - Confirmed closed.
(GO)
5. Remove ground wire, interphone and chocks
Kemoving ground wire, interphone, and chocks,
taxi on my signal. (GO)
N 6. Nav mode select pushhutrons-Check I selected.
N 7. Function select knoLNAV.
Placing the function select knob to NAV
prior co obtaining a flashing align lamp can
result in reduced INS accuracy.
8. Ready to taxi. (GO)
Pilot will signal with steady taxi light for
ground observers to clear aircraft for taxiing.
Flashing taxi light will notify crew chief to
re-establish interphone communications.
For normal training missions proceed with

Taxiing checklist. If aircraft is to be placed
on alert proceed with Cocking checklist.
TAXIING. (NAV READS)
Note
For Turning Radius during taxi opera-

plete check.1
tions, see figure 2-3.
BEFORE TAXIING. (NAV READS)
B 1. Altimeters--Set. IA Auxiliary/parking brake handle-lo.

2. Nose wheel steering-Engaged.
Check that the nose wheel steering indicator
lamp is on. Check engagement of nose wheel
steering by slight movement of rudder pedals.
Do not push in on standby altimeter set knob NOif?

when setting haromrtric pressure ns disen-
gagement of the gear train between the indi- Full nose wheel steering will not he available
cating pointers and the haromecric scale may when slats are retracted and the flight control
oticur, resulting in erroneous altimeter read- switch is in NORM. If full rudder authority
ings. Ohservc that the poinwrs and barometric is desired, place the rudder authority switch
scale move simultnne~wsly with scf knob ro- to FULL. Use of the T.O. & LAND position
tation. is not recommended. If torn radius is ex-
ceeded, range switch will automatically dis-
B 2. Ejection handle and center barn safety pins- engage controlled steering from rudder pedals
Remove, display r<> ground crew, :and stow. and NWS/AR lamp will go out.
2-18
T.O. lF-I 11 (B)A-1 Section II
Normal Procedures
Figure 2-3.
iILx3
3. Hydraulic pressure-Checked.
Check for 2950 to 3250 psi indication. CAUTION
4. Brakes-Checked.
At light gross weights or with external scores,
Depress brake pedals and check for proper
sweeping the wings full aft may establish an
braking.
aft center of gravity condition, resulting in
5. Flight instruments-Checked. full nose strut extension and free castering
p
Check the flight instruments for proper oper- of the nose wheel.
/whr~i~/c;hir-i
ation during taxi.
:i...A:. :b.ii
4. Nose strut extension-Checked. (GO)
TAXIING WITH WINGS AFT OF 26 DEGREES.
5. Rudder authority switch-FULL. (Confirm)
6. Perform the steps under Taxiing with Wings
1. Flap/slat handle-UP.
at 16.26 Degrees, this section.
2. Wing sweep handle lockout controls--(~be&d.
BEFORE TAKEOFF. (NAV READS)

CAUTION
LI-ixzl 1. Wings, flaps, and slatsSet for takeoff.
Check the surface position indicator for se-
If fixed stores or multiple weapon racks are lected wing, flap, and slat settings.
being carried, place the appropriate lockout 2. Ground roll spoiler switch-BRAKE.
control co ON co prevent sweeping stores into 3. Speed brake switch-IN.
the fuselage and/or prevent store-to-score 4. Anti-skid switch-ON, caution lamp out.
contact. 5. Control system switch-NORM.
6. Rudder authority switch-AUTO. I
3. Wing sweep bandleAs required. 7. Takeoff trim-Checked.
2-19
Section II T.O. IF-1 11 WA-1
Normal Procedures
B 1X.
B 19
20.
A malfunction is indicated if rhc takeoff N 21.
trim indicator lamp does not light immedi- 22.
ately after takeoff trim button is depressed.
N 23.
24.
8. Engine/inlet and anti-icing switch--AUTO.
B 9. Fuel quantity and fuel distribution-Checked.
1 WARNING 1
73-b e
N 11. Automatic sequencing-Initiated. Prior IO placing the ground jettison switch to
* Sequence number setwheels-First destination. ARM, insure that immediate area is clear of
personnel, ther i!ircraft and equipment.
- Destination ~~~~shh~~rton-Depress.
* Sequence nrrmber 5elect pushbutton-De-
press.
B 12. Flight instruments and radios-Set for takeoff. Romhs/missiles without nuclear warheads in-
Command math, airspeed, and altitude digital stalled are considered non-nuclear stores for
readoots should he set t meaningful values purposes f cmcrg:ency iettiso ~Iccomplish
that are coordinated and ~:nderstod by both stews 2-i and Ei fr hO)llbS/11:jSSil-l$~,,,hs~I~~~ssi~.~s
without
crew m!mbers. nllclear warhc;ds.
N 25. Station select switches (all external bonbs/mis-

siles)-Selected.
26. Nuclear cnsent switch-Rel only.
B 27. Lower helmet visor-As practical.
Do not take off if the airspeed math indicator
reads greater than math 0.42. An erroneous
CADC output can rewlt in improper math Note
trim functions of the engine fuel control
unit causing n significant redr~tirrrr in ingine Wherrever practic,ii rix Dig!:t crew shali
thrust (as much as :io percent) on bth m- iwvel- helmet visors fr i>rtztin against
gines? when the landing gear handle is placed birds strikes which mighr cause windshield
to UP after tekwff. In the event f il sudden failure when flying ar low levels.
thrusr reduction when the landing gear ha-
die is placed w UP, with an xxompanyirlg
abnormal math imliati,m. rewvcr normal TAKEOFF.
thrusr by returning rhc !anding gear handle
!a DN ;md land as son :xs ,,ractic;d,le.
v---5,
CAUTION i
N Ii. Altitude calibr3rion~--Complete. (If desired) I ..-.-.I...
B 14. Canopy hatches--Closed and latched. unlock Failure of the engine nozzle to close when
warning lamp oaf. throttle i? advnn,:wf tr) .sli;a:~ly ;,I,vv~ I:?LE
or noale failure in the 8 wn positic:l will
result in agine overspeed if thrortlr ii ad-
wnced t II higher power setting.
r.0. 1 F-l 11 WA-1 Section II
Normal Procedures
NORMAL TAKEOFF. Adequate longitudinal control may be available to lift

rhe nose wheel from the runway at lower speeds but it
Normal takeoffs will be accomplished with wings po- is recommended that this not be done since it will
sitioned at I6 degrees and 115 degrees flaps. The recom- lengthen the takeoff distance slightly due to increased
mended Rap setting provides an optimum trade off drag.
between single engine rate of climb at takeoff speed
and ground roll. It is recommended that maximum
afterburner rhrusr he used for all normal takeoils. Note
Asymmetric ,ifterbumer opumtioo presents no direc- . Korational characteristics of the aircraft will
tional cootto ptoblem aod can easily be controlltld
vary with gross weight, center-of-gravity posi-
witb nose wheel steering or rudder as required. Take- tion and external stores loading. Certain com-
offs may be made from a wanding or rolling tart.
binations (light gross weight and/or aft
1. For standing smrt takeoffs, hold the brakes ;xnd ad- center-of-gravity location) will result in a
wmce throttles to MIL. When engines are stabilized fairly rapid rotation when aft stick force is
at MIL, release brakes and smoothly ;Idvancc thror- applied. With a heavy aircraft and/or a for-
tie co MAX Ali power. The engioe instruments ward center-of-gravity location, immediate to-
check should be made as soon as possible after tarion may not occur with aft stick movement
reaching full maximun~ afterburner power. and a much slower race ol rotation may be
experienced. In some cases, takeoff attitude
2. For rolling start takeo!Js. the takeoff check should may rwt he achieved until takeoff speed is
be started as the aircraft becomes aligned with the reached. Therefore, takeoff shoold not be
runway. Tbe engine instromcnc check should be aborred due to failure to rotate until takeoff
made as soon as possible after reaching full maxi- I
speed is attained.
mum AB power.
. If obsracle clearance is required, aircraft pitch
Nose wheel steering should be used during the takeoff attitude should be increased after takeoff co Ii
roll and should be disengaged at 80 knots (rudder degrees (not to exceed 13 degrees angle-of-
becomes effective at 50 to 70 knots), since rudder dis- attacki. Do no retract tlap~; or slats until the
placement necessary for directional steering may be obstacle has been clexed, pitch attitude re-
excessive for nose wheel stewing. The aircraft instru- duced, and angle-of-attack is within recom-
meows must he monitored closely to azure nor;mal air- mended limits.
craft performance and operation. Particular attention
rnus~ bc paid to the nozzle posjrion and IiPR indicators
to assure thrust requirements are at :tcceptable levels. Immediately after nose wheel lifr off, a forward stick
Crosscheck airspeed indicators for proper operation. motion may be required to attest the rotation of the
Decision (Sli speed is used as the decision point for aircraft, and the stick shoold be adjusted to maintain
either aborting or continuing the takeoff. The takeoff IO degrees of pitch nrtitude for aircraft lift off. Landing
will be continued if aircraft operation 1s normal; oth- gear retraction should be initiated when safely air-
erwise the takeoff will be aborted. (Refer to T.O. lF- borne. After lift off, mainmin this attitude constant
lll(B)A-l-l for takcolf data computations.) At 15 and as the aircraft accelerates retract the Haps/slats
knots below takeoff speed initiate back stick pressure incrementally at a rate which will result in an angle-
to achieve at rotation rate: that will result in a takeoff of-attack not to exceed IO degrees. During heavy gross
weight takeoff conditions (above 90,000 pounds) it
;artirude at the recommended takeoff speed. Rctate the
will be necessary to maintain angle-of-attack between
aircraft smoothly to takeoff ;xttitude and avoicl abrupt
8 and 10 degrees to avoid exceeding the flap limit
xick i,nput~ (espec&lly at light gross weights) that speed.
would resulr in rapid strut extension of the main land-
;ng gear at !iftoff.
pG-1
IIIzzz!
CAUTION
. Excessive angle-of-attack may result from re-
tracting Haps too rapidly.
Abrupt stick inputs to rotate the aircraft will
prodor<: rapid rotation and li%)A, and anay . Maneuvering Right at angles-of-attwk greater
cz~sf,scc:,i.essivc loads 10 be aPpirc i 3~0the main rhao IO degrees should be avoided.
landing gear structure, possibly resulting: in For typic-al takeoff, xc figure 2-i. Refer to the Per-
&image to the gear. formance Appendix for takeoff data.
2-21
Section II 1.0. 1 F-l 11 @)A-1
Normal Procedures
Takeoff (Typical)
80 KNOT CHECK
Nose wheel steering - Disengaged. Wing sweep handle As require
Flap and slat handle:
A. Retract flaps incrementally at
rate which will result in an
angle-of-attack not to excee
Landing gear handle UP.
speed - Checked
Figure 2-4.
Application of roll control may delay rotation

due to a slight reduction in available pitch
control.
Failure to arrest rapid rotation rates gen-
erated at nose wheel lift off can result in air-
crafr tail bumper and/or engine tail feathers After the aircraft leaves rhe ground, it should be
crabbed into the wind, wings level, to maintain ton-
contacting the runway.
way alignment. Refer to Crosswind Takeoff and Land-
ing Limits, Section V.
CROSSWIND TAKEOFF.
AFTER TAKEOFF/CLIMB. (NAV READS)

[Jnder crosswind conditions, rhe aircraft tends to
weather-vane into the wind. The weather-vaning ten- The + items will be accomplished when climbing out
dency can be easily controlled with se wheel sreering of low level routes.
until the rudder becomes effective. As forward speed
increases, the weather-vaning tendency decreases. At 1. Landing gear handle-UP.
When the aircraft is definitely airborne, re-
speeds above approximately 50 knots rudder effecrive-
tract the landing gear. Check that the landing
as will normally be suflicienr to maintain directional
gear position indicaror lamps and the warn-
control. Use of roll control will aid directional control
ing lamp in the landing gear handle go out.
and keep the wings level. Care should be exercised,
The landing gear and landing gear doors
however, to prevent inducing a excessive wing-low should be up and locked before reaching 295
attitude at lift-off. KIAS.
2-22
T.O. 1 F-l 11 WA-1 Section II
Normal Procedures
If the slat/aux Hap indicator displays cross-

hatch, do not sweep the wings without other
If it is necessary m depress the landing gear verification that the flaps are up,
handle lock release button to move the handle
to the UP position, the crew member should
I)B 4. Thermal curtains-Closed. (EWO only)
suspect a malfunction of the landing gt:ar
ground safety switch. In this event the spoilers
will remain armed even with the landing
gear retracted and the ground roll spoiler
switch should be placed to OFF
Failure to clusc thermal curtains as soon as
possible after rakcoff may result in flash
N&C?
blindness from nuclear detonations.
The fuel tank pressurization caution lamp
may light when the landing gear handle is Auto TF switch--OFF.
4 5.
moved to the UP posirion and remain lighted
b 6. Throttles-As required.
until the tanks are pressurized.
For military power climb reduce throttles to
MIL when climb speed is attained.
2. Flap/slat handle: 7. Ground jettison switch--OFF, guard down.
a. Flaps-Ketract flaps incrementally a,: a. rate 8. Release enable switch--INHIBIT. I
which will result in an angle-of-attack not 9. Nuclear consent switch-OFF.
to exceed 10 degrees. N 10. Station select switches (all external bombslmis-
siles)--Deselected.
+Bll. Engine instruments--Checked.
+B12. Fuel quantity indicators--Checked.
Check the fuel quantity indicators for normal
furl usage.
. Excessive angle-of-atmck may result from re- ?N13, TFR mode selector knobs (2)~STBY.
tracting flaps too rapidly. N14 Nav modes-Selected.
N15 SRAM cooling switchJAs required.
. If aircraft starts to roll off while retracting
If missile system is to k e energized during the
the flaps immediately return the flnp/slat han-
mission, apply SRAM cooling to missiles dur-
dle to original position and make no further
ing climb at approuithately 5000 feet altitude.
attempts to operate the flaps. Sufficient lateral
control may nor he available to counter an
asymmetrical flight condition. Refer to the
appropriate procedure under Landing With
Flap And Slat Malftmctions, Section 111.
To prevent unnecessary condensation within
missile IMI~J or ingestion of sand and dustdur-
h. Slats-IJP, and verified. ing low level operations, operate the SRAM
Retract slats after verifying flaps are full cooling switch thrwlghour the flight in ac-
up. Check that slat/aux flap indicator dis- uxdance with the I~mimtions established in
plays UP. TO. IF-I Il(B)A-30-I.
*BIG. Oxygen and cabin sltitude-Checked,

NOi.
N17. Photo mode selector switch-AUTO.
. The rudder authority caution lamp will light &B18. Altimeters-Reset.
momentarily while slats are in transit.
. Maintain 1 g until slats/flaps are fully re-

tracted.
The recommended climb speed, as shown in Appendix
e 3. Wing sweep handle-As required. I, should be followed.
2-23
Normal Procedures
LEVEL OFF.
B 1. Station check-Completed.
2. IX-As desired.
N 3. Failure of either forward or aft indicator
HF radio-SSB.
pointers will cause improper forward and aft
N 4. IRRS function s&cm-As desired. tank fuel distribution if engine feed is in
N 5. KM mode selectors (I)-REC. (If installed) AUTO. Do not remain in AUTO. Fuel dis-
N 6. RHAW power/audio control knob-As desired. tribution must be controlled manually to
7. Radar altimeter-Set to 5000 feet. maintain cg within safe limits. A redundant
N 8. System power(CAE)-As required. furl distribution monitoring system is in-
cluded to provide aft center-of-gravity moni-
toring in any mode of engine feed. Refcl
to Abnormal Fuel DistributionJlndication,
Section III.
Do not open the weapon bay doors inflight
if a flight data recorder is installed (as indi- Refer to Appendix I for cruise operating data. Refer
cated in the Form 7X1 1. to Section I for fuel system operation.
Not.2 AIR REFUELING.

Refer to crew duties. Section IV for inflight Refer to I.O. I-lC-1 for general air refueling prow-
procedures. dues and to T.0. I-IC-l-21 for specific air refueling
procedures for this aircraft.
CODED SWITCH SET CONTROLLER (CSSC)

ENABLING. (BOTH) BEFORE DESCENT. (NAV READS)
CSSC enabling will he accomplished as soat as possible

Not-2
after receipt of a valid go-code.
The navigator will monitor aircraft altitude,
airspeed, anglr-of-attack, configuration, and
Note
position during penetration, approach, and
For any abnormal indications, refer to Coded missed approach. Reference will be made to
Switch Ser Malfunction Analysis, Section III. the applicable FLIP chart to ascertain that the
aircraft is following the established pattern.
The pilot will be notified of any significant
1. Coded switch set controller (CSSC): deviation from the desired parameters, pene-
a. Lamp test button-Depressed. tration, approach or missed approach pattern.
b. Enable code -Set.
c. Operate/monitor switch--OPER. B 1. Penetration and approech procedure+Checked.
d. CODE and ENABLE lamp-Lighted. a. Isrdown pliw-Reviewed
e. Operate/monitor switch--MOM. (Momen- h. Ahirude calls-Rv;rwed
tarily) lhc navigator will annoonc~ the altitude
whw pas- in; 15,000, 10,000, and 5,000 feet
Note MSL. He wiIl also notify the pilot 1,000 feet
above initial level off and when approaching
System status (enable/discnahle) may he veri-
the DII/MDA. Roth crew members vi11 cross-
fied at any time by holding the opcrate/moni-
check altimeters during descent.
tar switch in MON and observing DISEN and
ENABLE lamp indication. 2. Radar altimeter-Set.
Set the radar altimeter to rhc absolute altitude
that corresponds to the DH/MDA.
CRUISE. B 3. Fuel paw!1 and quantity-Checked,
Cheek fuselage fuel indicator tot& against
After transfer of all external, weapon bay, and wing totalizer reading ( 1000) pounds. If engine
tank fuel, check fuselage fuel quantity indicators for fc: d is in AU;X, verify normal distribution.
normal distribution and usage. Forward and aft to- If aft ra:k is empty (pump. lamis light-J!
gether should equal totalizer, (3~1000) pounds. switch to FWD.
2.24
1.0. IF-lll(fJ)A-I Section II
Normal Procedures
N 4. Landing data-Checked. b. Master switch-OFF.

Compute approach speed and stopping dis- c. Delivery mode knob--OFF.
tance for initial landing/approach weight d. Selector mode knob-OFF.
and configuration. If runway conditions re-
24. Nuclear consent switch-OFF, guard down.
main the same, only approach speed need
be computed for subsequent approaches and 25. Dangerous cargo radio call-Accomplished.
landing. If desired, compute wing sweep for N 26. SRAM cooling switch-OFF.
landing from Wing Sweep For Landing Shut down SKAM cooling to missiles when
chart. descending through approximately 5000 feet
5. Wing sweep handle and lockout controls--Set altitude.
26 degrees, ON.
Check wing position indicator to assure wings
moved to position selected. CAUTION
6. Cabin air distribution control lever---As re- iIzxI-3
quired. If missiles electronic power could not be re-
7. Anti-skid switch-ON, caution lamp out. moved, do not remove SR,4M cooling. Posi-
6 8. Oxygen-As required. tioning the SRAM cooling switch to OFF
with missile elecrronic power applied can re-
9. ISC/HSI course set knob-As required.
sulr in missile overheat damage.
IO. Ground roll spoiler switch-As required.
6 II. Altimeters-Set.
12. Damper Switches (3)-DAMPER. NOte
N 13. TFR mode selector knohsSTBY. Accomplish items N27 through N35 for all
N 14. RHAW system power/audio knob-OFF. AILA/Monitored Approaches.
N 1% CMDS-Checked, SAFE and OFF.
N 16. ECM control knob:; (J&OFF. N 27.
Function Select Knob-NAV.
N 17. IRKS function selector knob-OFF. N 28.
Selected sequence point pushbutton-DEST.
N Fix mode selector knob-DEST.
29.
NOW N 30.
Present position correction switch-IN.
N 31.
Glide angle-Set to nearest 0.1 degree.
Accomplish items 18 thru 26 if bombs/mis-
N 32.
ODS mode selector knob-CMD. (If required)
siles are aboard the aircraft.
N Aiming
33. reticle cage lever-Uncage. (If required)
N 34.
Altitude calibration-Completed.
N 18. Option select switch-MON. Perform a low altitude calibration over the
N 19. Nuclear caution lamp-Out. runway of intended landing if possible. If
N 20. Option select switch-OFF. the cursors were repositioned to the end of
the runway/offset and present position was
not updated, when exiting the altitude cdl-
Note &ration mode the cursors will jump the
amount of present position error, and must be
Accomplish step 21 if electrical power is still repositioned to the runway/offset.
applied to missiles or SRAM CAE.
N 35. Attack radar cursors-Positioned.
Place the cursors as precisely as possible on
the desired touchdown point ot OAP. Prior
N 21. AGM-69A control and display panel:
to selecting AILA on the ISC, if the cusors
a. Select and monitor knob-ALL.
are repositioned to the end of the runway/off-
b. Power switch--OFF. (Momentarily:l set and present position is not updated, the
Check SRAM PWR lamp out. c~~rso~s will jump the amount of present po-
c. Select and monitor kno&CAE. sition error when AILA is selected on the
SRAM PWR. lamp will be lighted in the ISC, and must be repositioned to the runway/
CAE position. offset
d. Power switch--OFF. (Momentarily)
Check malfunction and status i.ndicator
lamps out. BEFORE LANDING. (NAV READS)
N 22. Nuclear unlock circuit breaker--Out.
Not&?
N 23. Stores control panel:
a. Release enable switch--INHIBIT. See figure 2.5 for Final Approach Airspeeds.
I
2-26
Section II T.O. 1 F-l I 1 (WA-1
Normal Procedures
NOtI
Final Approach . The wings must be at 26 degrees or less to
Airspeeds allow flap/slat

l Prior
extension.
to slat/flap extension, maintain an air-
DATA BASIS: ESTlMATED CONFIGURATION:
DATE: 3 FEBRUARY ,970 speed (250.300 KIAS) compatible with air-
. CLEAN AIRCRAFT
. FULL FLAPS/SLATS craft configuration and gross weight to insure
NOTE: that 10 degrees angle-of-attack is not ex-
ADD 5 KIAS TO l&DEGREE WINGSWEEP ceeded during maneuvering flight conditions
APPROACH SPEED IF AUX FLAP IS
NON-OPERABLE. or during aircraft configuration changes.
3. Landing gear handle-DN.

Extend the landing gear after airspeed is
below 295 KIAS. Check that warning light in
landing gear handle is out and landing gear
position indicator lights are lighted.
: ., ,, . After landing gear extension, selection of

I slats/flaps during decelerating
not be delayed, and extension
Hight should
of slats should
be accomplished while gear is in the extend
50 70 90
cycle. The command augmentation feature
masks stall warning characteristics and rapid
drag rise as airspeed decreases without slats
and flaps extended. This may result in a rapid
increase in angle-of-attack which the pilot
may not be able to arrest before critical an-
Figure 2-5. gle-of-atack limits ate exceeded.
. Under Ianding conditions wherein airspeed
1. Speed brake switch-IN. may be above the gear warning horn setting,
2. Wing Sweep-Set for landing and checked. 160 (i12) KIAS. exercise caution to insure
Use one of the following procedures to deter- the landing gear is down and locked.
mine wing sweep for landing.
a. Elevator check--Complete. Note
The elevator check may be performed at The pitch and roll gain changer caution lamps
math 0.70 or below and below 20,000 feet will light when the gear is extended and will
MSL in level flight with 26 degrees wing remain lighted until the slats are extended to
sweep and speed brake retracted. If the el- approximately 70 percent.
evator trailing edge deflection is between 2
degrees trailing edge up and 1 degree trail- 4. Slats-Extend. (240 KIAS minimum.)
ing edge down, 26 degrees sweep should Extend the slots while the gear is in the extend
be used for landing. If the elevator trailing cycle by positioning the flapislat handle to the
edge deflection is greater than 2 degrees slat gate and make positive verification of slat
trailing edge up, the wing should be swept position using the wing sweep flap/slat posi-
forward until an elevator position of 0 de- tion indicator, visual check of slats and/or
grees or 16 degrees wing sweep is reached. observation of the gain changer caution
This wing sweep should be used for land- lamps. Since the gain changer caution lamps
ing. For trailing edge deflections greater will remain lighted until the slats baue ex-
than 1 degree trailing edge down, refer to tended to approximately 70 percent, this will
Landing With Abnormal Fuel Distribu- provide an indication of slat position. When
tion, Section Ill. the gain changer caution lamps go out, extend
b. Wing sweep from chart-Determined. the flaps. If the gain changer lamps remain
Determine wing sweep for landing by re- lighted, and 70 percent slat extension cannot
ferring to the Wing Sweep for Landing be verified by other means, do not extend
chart (if not previously determined). flaps; refer to Section III.
2-26
T.O. IF-IllWA-1 Section II
Normal Procedures
is within the center-of-gravity limits. FOI

wing sweeps between 26 and 16 degrees, line-
arly interpolate using the elevator position
values for no auxiliary flaps ar 16 degrees
. For normal operation, slats should be ex- wing sweep and values of 12 degrees (for-
tended by a minimum airspeed of 240 KIAS. ward limit) to 4 degrees (aft limit) trailing
Do not roll or execute abrupt maneuvers with edge up for 26 degrees wing sweep. If the I
slats only extended. elevator position is nor in the above envelope,
sweep the wing until it is. As the wing ir
. Do not extend flaps by normal or emergency swept forward from 26 degrees, the elevatcr
method until approximately 70 percent slat required co trim will move in the down direc-
extension has been verified. To do so coold
tion.
result in rhe flaps being locked at approui-
mately 15 degrees with zero (or partial) slat
extension. Flight in this configuration could Not.5
result in stall or uncontrolled roll off. If the
system locks, refer to No (Or Partial) Slats The above elevator position range will pro-
And Partial Flaps Landing, Section III. vide safe operation for all landing wing
sweeps and store loadings. For the aft limit
for landing with a specific configuration, refer
Note
to Section V.
l In the event flaps/slats do not extend with I:he
wing weep handle at the 26 degree detent,
move the handle slightly forward of 26 ,de- LANDING.
grees and reattempt extension.
. Airloads may prevent full slat exrension at Note
airspeeds approaching the slat limit speed;
however, as airspeed is reduced resultant low- See figure 2-6 for typical Landing Pattern
ering of airloads will allow full slat extension. and airspeeds.
. Maintain 1 g wings level until slats/flaps
are extended co the desired position.
Brakes should be used as required compatible with
runway available. For Landing Data, refer to the Per-
5. FlapsDowo and verified: formance Appendix.
a. FlapsDown to 15 degrees.
NORMAL LANDING.
Normal landings should be accomplished with wing

sweep as required, full flaps and the pattern flown as
illustrated on figure 2.6. For clean configuration, the
initial approach should be entered at 300 KIAS. Enter
If aircraft starts to roll off after the slat/Hap the patrern as local policies dictate, using the throt-
handle is placed to the 15 degree Position, tles as necessary co maintsin pattern airspeeds and
sufficient lateral control is available to co~ot- altitudes. During the crosswind tom, do not exceed 60
et an asymmetrical flight condition. Refer degrees of bank maximum and adjust power co 80.
to Asymmetric Flap, Section 111. 85 percent. On downwind leg, wings level. extend the
landing gear, slats, and flaps. Do not decelerate below
b. Flaps-Full down. 240 KIAS prior to full extension of slats. Flaps shouId
be extended by a two-step procedure; first, extend flaps
ISC/HSI course set knobs-As required,. ro ii degrees. then to full down when below 220
Landing light-On. KIAS. Although trim changes associated with gear
Iilevator position indicator (EPI)--Check. and flap extensions are small, a noticeable decrease in
At 10 degrees angle-of-attack. check elevator angle-of-attack (approximately 0.25 degree per degree
position. If the elevator position is between of flap exrension) will be evidenced as slats and flaps
I2 degrees trailing edge up (forward limir) are extended. Approximately 30 seconds (no wind con-
and 4 degrees trailing edge up (aft limit) af dition), start base leg turn, with computed final ap
26 degrees wing sweep, or between IS degrees preach speed plus LO knots or 160 KIAS minimum,
trailing edge up and 6 degrees trailing edge whichever is higher. Do not allow airspeed to drop
up (12 and 4 respectively with zauxiliary below tinal approach speed plus 20 knots until roliwI
flaps) at 16 degrees wing sweep, the aircraft out on final approach.
,,,~^,,
; : Y 2.27
Section II T.O. 1 F-l 1 1 (B)A-I
Normal Procedures
banding Pattern(Typical)
Fiv-
2-28
X.0. IF-1 1 llll)A-1 Section II
Normal Procedures
extension. A firm touchdown will allow spoiler ex-

tension when throttles are retarded to IDLE and re-
sult in a more comfortable and safer landing. When the
spoilers extend, the aircraft will tend to fall tbroogb
due to the center of rotation being shifted from the
Throughout traffic patter maneuvering, cross
aircraft center of gravity to the main gear. Maintain
check the angle.of-attack indicator and index-
directional control with rudder and differential brak-
ers to assore 10 degrees angle-of-attack is not ing until ready to turn off the runway or torn around
exceeded. on the runway. Normally nose wheel steering should
not be engaged until speed has decreased r normal
taxi speed. Normal ground roll distance is computed
Complete the final turn with minimum clearance of
with brakes applied at 80 knots; however, brakes can
500 feet above field elevation. After rolling ,ut on
be used throughout the landing roll. Refer to Appen-
final approach and establishing the desired glide angle,
dix I for landing data.
adjust power as necessary to attain approach angle-of-
attack indexer n-speed indication.
,,,.,.,I
Note
Verify on-speed indexer operation by cross

checking against angle-of-attack indicator and l Under no circumstances, during the landing
indicated airspeed. phase, should the 14 degree angle-of-attack
or stall warning activation limit be ex-
ceeded. Possible inadvertent stall and post.
Flying a 3.0 degree glide slope will produce a rate of stall gyrations can result from exceeding this
descent of apptoximately 700 feet per minute. Use limit.
the angle-of-attack indexer to maintain an on-speed
l Flying a steeper than normal final approach
indication doring tinal approach since this represents
and/or not maintaining sufficient power
optimum approach angle-of-attack and airspeed and
through rhe flare for landing, may cause sink
will automatically adjust airspeed for the gross weight
rates to exceed aircraft and landing gear de.
of the aircraft.
sign limits and increase rhe possibility of
Note landing short of the runway.
Turbulence, gusty winds, or other conditions

may exist which may induce variations in CAUTION
angle-of-attack or airspeed or caux excessive r.Ilzl
sink rates to develop on final approach. The
Rapid of abrupt lateral or longirudinal stick
pilot may decrease angle-of-attack to eight
degrees or increase linal approach speed 10 motions can cause momentary increases in cafe
knots in such cases to improve aircraft ban- of sink and therefore should be avoided.
dling characteristics. To avoid undesirable
touchdown characteristics, this additional air-
speed should be dissipated so that a on- SHORT FIELD LANDING.
speed indication exists prior to initiarion
A short field landing is accomplished in the same man-
of flare.
ner as ;I normal landing except that particular atten-
tion must be give to precise airspeed. angle-ofattack,
After the aircraft enters ground effecr (approximately and glide slope control. Touchdown should be as close
30 to 50 feet above the ground), the aircraft will tend to the end of the runway as possible. with no landing
to rotate in the nose-down direction. At this point, the flare. Observe sink rate limits. Refer to Section V. Re-
pitch attitude should be increased slightly (3-4 de- duce the power to IDLE at touchdown if this has not
grees) to reduce the descent rate to approximately e- previously been done. Allow the aircraft to settle on
half that used on final approach. Allow the aircraft to the main landing gear and the ground roll spoilers to
touch down in this attitude. This results in a slow in- extend. After rhc spoilers have extended and the se
dication at touchdown. After establishing touchdown wheel is firmly on the runway, apply maximum anti-
attitude, reduce power slightly to lower a&raft to skid braking. Maximum braking performance is ob-
runway. Upon touchdown, smoothly retard th,rttles to tained in three-point attitude with maximum weight
IDLE, then lower se wheel to runway. No attempt on the main landing gear. Because of this, the stick
should be made to grame the aircraft on, as this de- should be eased aft when the brakes are applied, but
lays compression of the struts and subsequent spoiler caution should be exercised 1 insure that the se
2.29
Section II 1.0. lF-I 1 I(B)A-l
Normal Procedures
wheel does not rise from the runway. The stick can be sure is varied for takeoff gross weight. Partial dynamic
brought to the full aft position without unsticking the hydroplaning occurs to varying degrees below these
nose wheel at speeds below approximately 90 KIAS. speeds. When an airplane is subjected to hydroplaning
Be prepared to lower the arresting hook and engage to any degree, directional control becomes difficult.
the runway barrier if the aircraft cannot be stopped Under total dynamic hydroplaning conditions, nose
prior to reaching the end of the runway. Maximum wheel steering is ineffective and wheel braking is non-
braking should be released, if practical, at approxi- existent. In addition to dynamic, two other types of
mately 25 knots to prevent the brakes from fusing and hydroplaning can occur. Viscous hydroplaning can
immobilizing the aircraft on the runway. At light OECW on a damp runway and at speeds less than those
gross weights, the anti-skid system cycling will he associated with dynamic hydroplaning, and is caused
quite extreme and will continue throughout the ground by a thin film of water mixed with ruhber deposits
roll until just before the aircraft is stopped. At heav- and/or dust. Reverted rubber hydroplaning is caused
ier gross weights, little anti-skid cycling will he noted. by skid which boils the water on the runway, causing
If safety or operational considerations dictate that the the rubber to revert to its natural latex state and seals
ground roll must he the absolute minimum possible, the tire grooves, delaying water dispersal. Reverted
touchdown can be mode with full anti.skid braking ap- rubber hydroplaning can occur at very low airspeeds.
plied. When possible hydroplaning conditions exist, pilots
should he aware of the following:
HEAVY GROSS WEIGHT LANDING. Smooth tires tend to hydroplane with as little as
.08 inch of water. New tires tend to release hydro-
A heavy gross weight landing will be accomplished dynamic pressures and mill require in excess of .2
with a 16 degree wing sweep (if cg permits) in the inches of water depth to hydroplane.
same manner as a normal landing except that, main-
Takeoffs with crosswinds on water covered run-
taining an on-speed indication will result in higher
ways should he made with caution. An aborted
approach and touchdown speeds. These higher speeds,
takeoff on a wet runway initiated at ot near hydro-
doe ro heavier weights, result in increased braking
planin!; speed will require considerably more ran-
requirements and stopping distances. Refer to Appen-
way than a dry runway abort and directional con-
dix I for landing data.
trol of the airplane will he critical until the speed
has decreased below hydroplaning velocity.
HYDROPLANING. in the absence of accurately measured runway wa-
ter depths, pilots may use the following informa-
tion to determine the possibility of hydroplaning
when landing tnosr he accomplished on a wet run-
pi---
way that does not have a porous surface ot is not
grooved:
If hydroplaning conditions exist, the landing a. Rain reported as LIGH?Dynamic hydroplan-
roll will he increased by an indeterminate ing unlikely, viscous and reverted rubber hydro-
amount; therefore, be prepared for a depar- planing are possible.
ture end harrier engagement.
b. Rain reported as MODERATE-All types of
hydroplaning are possible. Smooth tires will
likely hydroplane; however, new tires are less
Dynamic hydroplaning is a condition where the tires
likely to hydroplane.
of the airplane ore separated from the runway surface
by a fluid. Under conditions of total dynamic hydro- c. Rain reported as HEAVY-Hydroplaning will
planing, the hydrodynamic pressures between the tires OCCT.
and runway lift the tires off the runway to the extent
that wheel rotation slows ot actually stops. The major
factors in determining when an airplane will hydro- LANDING ON SLIPPERY RUNWAYS.
plane are groundspeed, tire pressure, and depth of -2-z
water on the surface. To a lesser degree, the surface The technique for a slippery runway landing is essen-
texture, type of tire, and tire tread depth influence the tially the some as that for a short field landing. During
total hydroplaning speed. Total dynamic hydroplaning the high speed portion of the landing roll, particularly
in this airplane with recommended tire pressure and under wet ot icy conditions, little braking capability
.I inch or more of water ot slush on the runway can will be available. This is because of the low coefficient
he expected at approximately I15 knots groundspeed of friction available due to hydroplaning or a very low
(main landing gear) and 150 knots groundspeed (nose RCR. Maximum aerodynamic bcaking should be used
wheel) cansidering,a takeoff gross weight of 86,000 to throughout the landing toll to aid in decelerating the
90,000 pounds. These speeds will change as tire pres- airplane. To avoid inhibiting wheel spin-up, and to
2-30
T.0. 1 F-l 11 @)A-1 Section II
Normal Procedures
improve wet runway wheel cornering capability, in- During touchdown from a wing-low crabbed approach,
sure rhat the aircraft is firmly on the runway and the pilot may experience the sensation of bouncing
positively under control prior to applying brakes. On from gear to gear which may be aggravated by use of
wet runways during the high speed portion of the roll, roll control in attempting to keep the wings level. The
little deceleration will be felt due co rapid anti-skid probability of this occurring will be reduced if a firm
cycling. As speed decreases, braking potential on a wet touchdown at the recommended angle of attack is
runway will increase and lxakes should be applied as accomplished. If this condition is encountered, mini-
required to stop the airplane. On an icy runway, the mize use of roll control unril the aircraft has settled
coefficient of friction will remain fairly cc8nstant through the struts and is firmly on the ground. After
throughout the landing roll and brakes should be ap- touchdown, the pilot should use rudder, roll control
plied as required. Aerodynamic control, differential and differential braking as required to maintain direc-
braking and nose wheel steering may be used to main- tional control. Hull control effectiveness may be in.
tain directional control. Nose wheel steering should creased significantly by cracking a throttle, thereby
not be required until areodynamic control becomes retracting the spoiler brakes and allowing the sloilers
ineffecrive. If planned stop~ping distance indicates that to function as an aid to roll control. When the desired
a stop on the runway is doubtful, divert or make either direcrional control change is achieved, return the throt..
an approach end or departure end barrier engagement, tie to idle to extend the spoiler brakes. If nosewheei
depending on the severiry of the situxion. Refer to steering is required, it should be initiated with the
Appendix I for ground roll distance for various run- rudder pedals at or near neutral, since rhe nosewheel
x-uy condit~ions. xii1 rapidly assume a position relative to the ruddex
;~cdal position at engagement, Unless required for di,.
rectional control, nosewheel steering should not be
CROSSWIND LANDING (DRY RUNWAY). engaged until the aircraft has slowed to taxi speed and
&,2-.\
en crovwlnd conditions ate encoot~tertd, a crab
jusr prior to turning off the runway. When landing
with slats/flaps up, refer m Crosswind Takeoff And
technique on final approach should be used to compen-
Landing Limits, Section V, for recommended touch-
sate for drift. Under visual conditions a wing-low drift
down technique and limits. When landing with aug-
wrrection technique may be used, however, airspeed mentation off, refer to Dampers Off Landing, Sec-
and glidePath control becomes more difficult. Addi- tion III.
tionally, wheo the airscraft sideslips to the right, air-
flow to the angle of attack sensor begins to be blanked
by the aircraft nose at a sideslip angle of approximately CROSS IND LANDING (SLIPPERY RUNWAY).
IO degrees. As the ,sideslip angle is increased beyond 7 Z-2,
The problem of maintaining directional control on a
this Point, the angle of attack sensor indicates increas-
slippery runway becomes more difficult as the effective
icgly lower values of angle of attack. Therefore, it is crosswind is increased. Consequently, aircraft flight
recommended ther steadyaate rudder inputs be kept path alignment with the runway must be established
hc~low se&en degrees as inputs of a larger magnitude during the approach to prevent drift at touchdown.
may result in erroneous angle of attack indications. Restricted visibility, poor ground references, and crab
Sideslip to the left will not affect the angle 01 attack angle will further complicate the task of establishing
sensor; therefore, the aircraft may sideslip to the left to alignment during the approach. Pilots should he aware
the limits presented in the flight manual. During the that excessive maneuvering during the final phase of
transition to touchdown (approximately 75 feet above the approach may induce misalignment and/or drift
the ground), the drift correction technique should and may make it impossible for the pilot to determine
actual aircraft track.
shift gradually from B crab to ;t wing low crabbed
co, -action at rouchdown. The pilot should attempt to
touch down with no drift and the longirudinal axis of
the aircraft aligned with the runway, which will mini-
mize sideloads on the landing gear. However. if the
crosswind component is ercessive, it will be necessary
to land in a combination wing-low crabbed a~ttitude, Proper runway alignment for approaches and
landings under low RCR conditions is ex-
nor to exceed IO degrees yaw or crab angle af touch-
tremely critical. Avoid excessive maneuvering
down.
on final approach under these conditions. Aic-
craft drift or rlight path misalignment at
touchdown i,.crc:urs susceptibility to skidding
or hydroplxning, which may cause loss of
Direction-I control during landing roll. If
a, crafr <ir;fi is not corrected prior to touch-
ihe ground ill a bank angle oi : 5 .!,:.;,-re:i c..R... execute a missed approach.
Section II 1.0. IF-Ill(R1
Normal Procedures
Plan the landing Pattern to be established on final TOUCH AND GO LANDINGS.

approach using a crab technique to correct for drift.
This will insure that the aircraft is tracking straight Touch and go landings should k accomplished using
down the center line of the runway. Establish a normal the same technique as presented in the Normal Land-
rate of descent and plan to touch-down approximately ing and Normal Takeoff procedures this section.
500 feet down the runway or at the glide slope/runway After touchdown power should be reduced to IDLE to
interception point (if applicable). Make a firm touch- allow the aircraft to decelerate and the nose wheel low-
down with no Rare (observe sink rate limitations. Sec- ered to the runway. Directional control should he main-
tion V) while maintaining the drift correction. Touch- tained with the rudder pedals. After the nose wheel has
ing down in a crab will help insure that rhe runway been lowered to the runway, smoothly advance the throt-
center line track is maintained. Due to visibility re- tles to MIL or AB power as required. Check engine in-
strictions that may occur with a crabbed approach, a struments for normal indications and caution lamps
combination crahhed/wing-low technique may he net- for malfuoction warning. Lift nose wheel off runway
essary during the transition to touchdown. Immedi- 10 knots below previons approach speed. Accomplish
ately after touchdown, retard throttles to idle and Transition Checklist prior to each Touch and Go
lower the nose to the runway. Aerodynamic (rudder Landing. If the aircraft reenters normal visual traffic,
nod roll) control, differential braking, nod nose-wheel tetract Haps/slats and accelerate to 300 KIAS (250-00
steering may be used to maintain directional control; KIAS for rectangular traffic pattern). For subsequent
however, nose-wheel steering should not be required radar patterns, traffic density will dictate airspeed and
until z~erodynamic control becomes ineffective. Roll flap/slat position.
control effectiveness will he increased significantly by
cracking a throttle, rberehy rerracting the spoiler
brakes and allowing the spoilers to function as an aid
to roll control. When the derircd directional control TRANSITION CHECKLIST.
change is achieved, return the throttle to idle to extend
the spoiler brakes. If nose-wheel steering is engaged, When making R series of approaches and/or landings,
inputs should he kept small as steering efiectivenrss this checklist will be used in lieu of Before Landing
diminishes rapidly with nose-wheel deflections of more checklist provided the Before Landing checklist was
than IO. accomplished prior to the initial approach and/or
landing.
Note
. If directional control cannot be established ot On the Go:

maintained, immediately advance power as
required to accomplish a go-around. I. Speed brake switch-IN.
. After directional control is well established, 2. Power-Advanced.
use the technique described under landing on 03. Engine instruments-Checked.
Slippery Runways, this section, to stop the
aircraft. i. Landing gear handle-UP.
5. Flap/slat handle:
LANDING WITH PARTIAL FLAPS. a. Flaps-Retract flaps incrementally at a rate
which will result in an angle-of-attack not
A partial flap landing is accomplished in the fame to exceed 10 degrees.
manner as a normal landing except that, maintaining
an on-speed indication will result in higher ap-
preach and touchdown speeds (approximately 1.7 knots
increase in airspeed for each degree of flap less than
full flaps with I6 to 26 degree wing sweep). Due to pi-E---
the higher approach and touchdown speeds, braking
requirements as well as stopping distances will be
increased. . Excessive angle-of-attack may result from re-
tracting flaps too rapidly.
LANDING WITH SLATS EXTENDED AND FLAPS
RETRACTED OR WITH SLATS AND FLAPS l If aircraft starts to roll off while retr;tcting
REFRACTED. the Asps immediately return the flap/slat
handle to original position and make no fur-
Approaches with wings and flaps in other than normal ther attempts to operate the Haps. Sufficient
landing conliguration will necessitate a long shallow, lateral control may not be available to couoter
straight-in approach. If it is necessary to land the an asymmetrical flight condition. Refer to the
aircraft in this configuration, refer to No Flap Land- appropriate procedure under Landing With
ing, Section III. Flap and Slat Malfunctions, Section III.
2-32
1.0. lF-lIl(B)A-l Section II
___ .._._.,_...,,,._
-~ .,..., .~~ .,. -.----.--
Section II T.O. IF-lIl(B)A-I
Normal Procedures
after takeoff checklist. Fly clear of the runway as soon

as practicable. In the accomplishment of a go-around
from the approach condition at light gross weight,
application of MAX AB on both engines will result
in a significant nose-up pitching moment. The forward
stick mowment to counter the induced nose-up mo-
munt, plus the normal forward stick required to main-
tain level flight as the ;tiircraft accelerstes. results in J
large forward stick deflection. Forward stick trim au-
thority nny not he sufficient to correct this nose-up
tendency. and fonvard control stick :Ipplication may
lx required. IIowever, adequate Iongitodin:d control
is av2ilnhle to nwintilin level flight.
CLOSED PATTERNS.
TAXI-BACK LANDINGS.
SIMULATED SINGLE ENGINE LANDING.
GO-AROUND.
T.O. 1 F-l 11 (BJA-1 Section II
Normal Procedures
Note AFTER LANDING. (NAV READS)

Items preceded by an asterisk are accom-
plished only if a sent change iq required.
. To pruvent damage to the: canopy, do not

1. Nose wheel steering-Engaged.
open canopy with cabin lxcssurized. Prior to
N 2. Radar function knob--STBY. opening canopy, check that cabin pressure
N 3. Nav mode scilcct l,,shbutr~,n-lAS/D/.4 dese- altimeter agrees with field elevation. If cabin
lected. is pressurized, place the pressurization S&C-
4. Radar altimeter-OFF. COT switch to DUMP prior to opening canopy.
5. Landing and taxi lights switch--OFF. (Equipment cooling is not affected with this
switch in DUMP.)
6. Grounrl roll spoiler switch-OFF.
7. Pirot/probe heater--OFF/SEC. . At light gross weights or with external stores,
N8. IFF master control knob-STBY. sweeping the wings full aft may establish an
aft center-of-gravity condition resulting in
*B9. Ejection handle nod center beam safety pins-
full nose strut extension and free castering Of
Installed.
the nose wheel.
* IO. Ground communic;ltions-Established.
* 11. Seat l:hangd---Acc~,mplished.
1. Nose wheel steering--Engage.
*B12. Ejection handle and center beam safety pins-
Rornoved. 2. Pitot/probe heater---OFF/SEC.
* 13. Remove interphone and chocks--Chocks re- N 3. Kadar function kno&STBY.
moved. disconnectizng interphone (GO). N4. Nav mode select pushbuttons-TAS/D/A de-
14. Wings, flaps, and slats-Set for takeoff. selected.
Check the surface position indicator for se. N 5. HF radiw-OFF.
lected wing, Hap!;, and slat settings.
6. Radar altimeter-OFF.
15. Speed brake--IN.
7. Landing and taxi light switch-OFF.
16. Ground roll spoiler switch-BRAKE.
17. Radar altimeter-As required. 8. Ground roll spoiler switt:h-OFF.
1X. Takeoff trim-Set. 9. Flap/slat handle--As required. (Normally ex-
tended)
6 19. Flight instruments and radios-Set for takeoff.
If slats are retracted, place rudder authority
B 20. Canopies-Closed :and latched, warning lamp switch to FULL to insure full nose wheel
UC.
steering.
B 21. Canopy latch handle lock tabs-Flush.
N 10. IFF master control knob-OFF.
B 22. Warning and caution lamps-Checked.
N 11. Weapons bay door control switch-OPEN. (As
B 23. Oxygen-As required. .,
requ,retl ,
B 24. Takeoff data-Checked.
Iktermint the nozzle/EPR values for takeoff.
Rotation speed will br: the linal approach B 13. Crew moduleMe ejection handle and center beam
spwd usal for the previous approach. safety pins-lnstelled. riled.
N 25. Attack radar---As required
N 26. IFF master control knob-As required.
N 27. Nnv mode select pushbutton--As required. . The ejection handle safety pins provided
2X. Iitot/probe heater--Heat. must be inserted center console outboard to
II 29. I.ower helmet viso---As Practical. preclude interference of the pins with seat
adjustment.
. Oestruct panel lockout pin installed if pte-
Proceed with Takeoff Checklist. If aircraft viously removed.
is to remain in closed traffic accomplish
Transition Checklist after takeoff. 14. Engine feed selector knoMFF
Normal Procedures
ENGINE SHUTDOWN. (NAV READS)
If the oxygen lever is left on and the regu-

lator is set co EMEK, liquid oxygen may flow
through the regulator, creating a potentially
hazardous situation.
POSTFLIGHT.
I. Exrernal srores jettison A. jettison B and nuclear

master circuit breakersOut. (Bombs/missiles
aboard)
2. Ground safety locks and safety pins-Installed.
(GO)
Pilot mosf insure maintenance personnel have
installed all ground safety locks end pin5
prior fo departing. If qualified personnel are
nof available, locks and pins will he installed
by aircrew.
Note
Ground saling procedures will be performed

hy aircrew if qualified MMS personnel are
rmf available. (See ground saling procedures,
this section.)
3. Ground saling procedures-Perf~lrmed. (If al>-

plicable)
4. Bomb/missile discrepancies~Reporred.
5. Applicable form-Complercd.
ALERT PROCEDURES. .
When tactical units are required w maintain aircraft

on alert for minimum rime scramble, the alert proce-
dures herein will lx used in conjunction with the
integrated preflight procedures contained in Section
II of this manual. USC of these checklists provides for
Preflight of an EWO configurated aircraft, Cock-
ing the aircraft for scramble, Minimum Reaction,
and Daily Alert PreRig!lt of II cocked aircraft.
AIRCRAFT ACCEPTANCE.
NOiC?
If it is necessary fo perform an acceptance
check prior fo EWO configurarion, accom-
plish acceprance procedures as indicated, how-
ever, do nor use Cocking procedures, Ac-
complish After Landing, Engine Sbut-
down, and Postflight checklists prior to
releasing aircraft fo maintenance for EWO
loading. Normal aircraft acceptance mosr
then he accomplished when EWO loading is
complete.
Normal Procedures
After maintenance Personnel have declared the aircraft CREW CHANGEOVER PREFLIGHT PROCEDURES.
to he EWO configured and ready to he placed <on alert,
rhc alert crmv will continue rhe acceptanc,c check When a crew is replaced hut the aircraft is to remain
which consists of accomplishing the following: on alert, the new crew will accept the aircraft by
accomplishing the Stores Sral~ion Inspecrion (start-
1. Before Exterior Inspection. ing with Bomb/Missile Preflight) and Daily Alert
-.7 Exterior Inspection. Preflight checklist.
3. Srores Station Inspection.
4. Inrerior Inspfxfion. SCRAMBLE.
5. Before Starting Engines. Aircrews will use the appropriate Scramble and
6. Starting Engines. Takeoff checklists when the execution order is given.
7. After Engine Stxrl~. Bold face items in the Scramble checklists are the
minimum requirements for an EWO launch; how-
8. Before laxiing.
ever, all items should be accomplished if time and
If the aircraft will not be moved prilx to ac-
conditions permit. Applicable items of the checklist
complishing the Cocking checklist, the Be-
map be accomplished while taxiing; however, extreme
fore Taxiing checklist need not be accom-
carrion must be used ro insure safe operation. After
plished.
takeoff, review applic;lhle checklists to insure comple-
9. Penetration Aids Self Test Procedure.
tion of all items. Normal Right manual procedures
After complering the acceptance Preflight, and at apply when airborne. After leaving the runway on
required time, the alert crew will place the aircraft oo moving exercises, accomplish the After Landing
alert in the cocked configuration hy accomplishing the checklist and, after reaching the alert parking area, re-
Cocking checklist: cock rhe aircraft using the Cocking checklist.
POWER-ON POSTURE.
SECURITY.
If a Power-On posture is directed during a Power-
Entrance to the designated NO LONE ZONE of a
Off scramble, the crew should complete the Power-
cocked aircraft will he only upon approval of the
Off Scramble checklist Prior to accomplishing the
assigned pilot. Procedures for access to the weapon Power-On Cocking checklist.
system will bc in accordance with command directives.
DAILY ALERT PREFLIGHT.
DAILY PREFLIGHT (AIRCRAFT ON ALERT LINE).
A generalized visual inspection of the aircraft will be
.rhe daily alert preflight will be accomplished once accomplished co check for overall condition. Specific
each 24 hours hv the assigned alert crew using the attention should be directed toward checking for dam-
Daily Alert Preiight checklist. If an alert is sounded age, leaks, and area cleanliness.
while the daily preflighr is being accomplished, the
aircraft will be complcrcly recooked prior co attempt- Exterior Inspection.
ing scramble procedures.
B 1. External homh/missilepreAight-Accomplished.
MAINTENANCE WHILE ON ALERT. (Crew changeover)
6 2. Bay door interlock switchSAFE. (If required)
Maintenance may Ix performed without uncocking B 3. Bay door lockpin-InsraIled. (If required)
provided force timing is not degraded, powor is not 64. Internal bomb/missile preflight-Accomplished.
placed on the aircraft, access ro the cockpit or weapon (Crew changeover)
hay is not required and no electrical component is
involved. If a requirement exists to defuel, the aircrew
will uncock the ail-craft using the Uncocking cbeck-
list. When the aircraft has been uncocked for main-
tenanceidefueling and the work is completed, the
Exterior Inspection, Stores Station Inspection and
Power-Off Interior Inspection will be accomplished . The bay door Icxkpin must be installed and
prior to performing the Cocking checklist: Normal the hay door interlock switch positioned to
servicing requirements for water, oxygen, hydraulic SAFE prior to weapon bay entry.
or pneumatics, which do not require accexi to the
cockpit or weapon hay may be accomplish,?d on a . Insure we;lpon bay door area is clear of equip-
cocked aircraft. ment and personnel prior to door actuation.
2-37
Section II T.O. 1 F-l 11 (B)A-1
Normal Procedures
Accomplish the following if weapon bay doors b. Master switch-OFF.

are closed: c. Delivery mode knob-OFF.
a. Power Off Preflight (Both)-Accomplished. d. Selector mode knob--OFF.
b. External Power-On. e. Bay door control switch-As required.
c. Weapon hay door-Open.
d. Ixternal power---off.
e. internal
plished.
f. Exrernal
g. Weapon
brm~h/missile
power-On.
hay do--.Closed.
preflight -- Accom-
If the position
Iof the bay dor control switch
is not in agreement with position of the
Power Off Preflight. (Both) weapons bay doors, the doors may actuate to
the commanded position when hydraulic and/
Note or electrical prnver is applied t the aircraft.
To prevenr missile moisture accumulation on
the AGM-69 missile loaded aircraft, delay the N 16. Function select knob-OFF
supply of ground cart pneumatic pressure to
the aircraft until ready t begin Power On Power On Preflight. (Both)
Preflight (Both) checklist.
I. All srrvicing-(:mplere. (GO) If the engines are to he started or rotated, turn

B 2. CSSC indicamr windows-Checked A. the mound LI
roll snoiler switch OFF to re-
vent spoiler earen~ion. Return the switch to
NOW BRAKE hefure leaving the aircraft.
Cease all activity and request (:SS astodians
(through the command pst) if any CSSC 1. Battery, external power switches and cooling
indicator window is found set rher than A. air-ON and connected.
B 2. Oxygen pressure and quantity--(lhecked.
3. Nuclear cnsenf switch-.-OFF, guard down, and B 3. Fuel quantity indicators-Check.
sealed. a. Fuel quantity indicator tesr button-Depress
4. Radar altimeter control knob-CCW. and check:
5. Engine feed selector knob-OFF. (I) Fwward and aft tanks-2000 (*4OO)
pounds.
6. Fuel transfer knob--OFF.
(2) Select tank-2000 (ilOO) pounds.
7. TFR channel mode selector knobs (2)--OFF. (3) Total fuel--2000 (~1 1250) pounds.
8. UIIF radios (2)---OFF. 4. Engine feed selector knob-FWD, AFT, then
9. IACAN--OFF. AL?TO.
N 10. Radar function knb--OFF. Place the engine feed selector knob to FWD,
Nil. IFF master control knob-OFF. AFT, then AUTO. Check that the appropriate
N 12. DCIJ-137/A control panel: fuel pmp low pressure indicator lamps (six)
light and go uf and that the L and R FUEL
a. Control lever-OMS, sealed.
pressure caution lamps go out.
b. Oprin select switch-OFF
c. Monitor and release knob-OFF. 5. Fuel transfer knob-AUTO.
d. (:lass III command switch--~-OFF. Hesitate at each position containing fuel and
check that fuel pump low pressure indicator
N 13. SRAM ctmling swit<h-~~~OFF.
lamp blinks and goes uf.
N 14. AGM.69A control and display panel:
B 6. UHF radio--Checked.
8. Power switch-N.
B 7. Warning and caution lamps-Checked.
b. Class switch-N.
c. Missile switch-N. N 8. Coded switch ser controller (CSSC):
d. Iraitl switch&OFF,
e. RHAW/RDR mode switch-N. NotI?
f. ARH/INERT mode switch-INERT. Cxlase all activity and request CSS custodians
g. Select and mrmitr knob-OFF. (through the command post) if the ENABLE
h. OTL Operational rest launch switch-N. (If lamp lights at any time other than during the
installed) lamp fesf button check. For other abnormal
N 15. Stores control panel: indications, refer t CSS Malfunction Anal-
a. Release enable switch,---INHIBIT. ysis, Section III.
2.38 Change 1
T.O. lF-11 I (B1 Section II
Normal Procedures
a. Operate/monitor switch-MON, DISEN 15. TFR mode selector knob (2)-STBY.

lamp lighted. 16. UHF radios (2)-BOTH, channel sdector knobs
b. Lamp fest button.-Depressed. set.
c. Sum code ---Set. 17. TAcAN-T/R, channel set, course selector set.
d. Operate/monitor switch-OPER. N 18. Radar function knobSTBY.
e. CODE and DISEN lampslighted. N 19. IFF master control knob-STBY.
f. Operare/moniror switch-MON. (Momen- N 20. Funcrion select knobAND ALIGN.
tarily) 6 21. Personal gear-Arranged.
B 22. Combat mission folder container-Checked se.
Note cue.
B 23. External B-43 plenum block covers--Installed.
System smws (enable/disenable)may be veri- ,(If required) ,
fied at any rime by holding the operate/moni- /i ,
mr switch in MON Andyobserving DISEN and
COCKING.
ENABLE lamp indications.
This checklist prepares the aircraft for Power Off
g. CSSC indicator windows-Set all As. Scramble, and is accomplished when placing aircraft
on alert or recocking after uncocking.
N 9. Stores conrrol panel:
a. Store present lamps-Che&d.
Check that store present lamps are lighted NOit
and dispktying the proper store identifica-
tion at each loaded station. When rhe aircraft is uncocked for mainte-
n:tnce/defueling, accomplish the Exterior In-
b. Master switch--ON.
spection, Stores Station Inspection, In-
c. CPU test/enable switch-ENABLE (GO). terior Inspection Power-Off, and asterisked
If electrical power is interrupted, either items of the Interior Inspection Power-On
by turning the masfec switch fo OFF or checklists prior to recocking the aircraft.
removing ground power, the enable relay
will deenergix. To reenergize, ground
power must be available, the master switch I. Auxiliary/parking brake-Pulled.
ON, snd the CPU test/enable switch
momentarily actuated fo ENABLE.
m
d. Selector mode knobNUC WPN.
e. Test button-Depressed. (Bombs)
Check station select lamps lighted for all Do not perform this srep if brakes are over-
bomb loaded stations, out for all others. heated.
I
f. Selector mode knob-OFF.
g. Master switch--OFF.
2. Ground jettison switch-OFF, guard down. (If
N 10. DCU-137/A control panel: installed)
a. Option selector z;witch-MON. 3. Wheels--Chocked. (GO)
b. Monitor lamps (each nuclear loaded station) N 4. INS alignment-Accomplished. (If required)
-Checked.
Rotate monitor and release knob fo each
nuclear loaded station and check lamp in- N&Z!
dications: SAFE lamp lighted, Enable
lamp (B-61 or PAL B-43/B-57 only), all G If aircraft was moved prior fo align lamp
other lamps wt. flashing, a complete gyrocompass alignment
musf be accomplished prior fo completing the
c. Monitor and release knols--OFF. Cocking checklist.
d. Option select switch--OFF.
G Placing the function select knob to NAV
6 11. Bay door lockpin-Removed. (GO) momentarily after the gyrocompass alignment
B 12. Bay door inrerlock switch-NORMAL,, cove* will improve the subsequent stored heading
closed. (GO) alignment.
13. Battery, external power switch, and cooling air
-OFF. N 5. INS ground align knob--OFF.
14. Radar altimeter control knoun. N 6. Function select knob-OFF.
2-39
Section II T.O. 1 F-l 11 (&A-l
Normal Procedures
N7 Ejection handle and center beam safety pins e. Air flow selector switch-NORM. (If in-
Installed. stalled)
8 Wing sweep handle-Set for takeoff. f. Exchange exit air control switch--OVER-
9 Wing sweep handle lock controls-On. RIDE.
10 Flaps/slats-As required, confirmed. (GO) B 23. Communications panel--Set.
Operations where aircraft are exposed to the 21. Auto TF switch-OFF.
elements may require the flaps/slars fo he re-
25. Flight control system switch-NORM.
tracted to minimize corrosion and ptevent
accumrdation of ice and snow in flap/slat 26. Rudder authority switch-AUTO.
wells. 27. Auxiliary pitch trim switch--STICK.
11, Takeoff trim-Checked. 2x. Speed brake switch-IN.
N 12 Weapon hay doors-As required. 29. Anti-skid switch-ON.
Weapon bay doors should he closed if B-43 .iO. Ground roll spoiler switch-BRAKE.
weapons are carried in the weapon hay; oth- 31. Flap/slat switch-NORM.
erwae open or closed as required by climatic
32. Flight control disconnect switch-NORM, cover
corlditions.
down.
13. Left throttle-OFF.
33. Flight instruments reference select switch-PRI.
14. Hydraulic pressure-Checked. (2950.3250 psi)
34 Landing/taxi lights switch-OFF.
15. Engine ground starf switch-OFF.
35 IJtility hydraulic isolation switch--NORM.
16. Cartridge--lllstalled. (If required) (GO)
36 Instrument systems coupler mode selectcr knob
Cartridge installation must he performed at
-As desired.
this time if external starting air is not avail-
able; otherwise, cartridge installation may be 37 Optical display system mode selecr knob-CMD.
delayed until after right engine shutdown. 3x Radar altimeter control knob-ON.
9 Engine/inlet anti-icing switch-AUTO.
40 Pitot/probe heater switch-OFF/SEC.
41 Windshield wash/rain removal selector switch
--OFF.
42, AFRS compass mode selector knob--SLAVED
The pilot will verbally confirm with the and lat set.
ground observer that the left throttle is OFF 63. Hemisphere selector switch-As required.
and the engine ground start switch is OFF 44. Emergency generator/cutoff pushbutton - IN
prior fo cartridge installation. and safetied.
45. Generator switches (2)-RUN.
17. Right throttle-OFF. 46. Fuel dump switch-OFF.
If a starter cartridge is not installed after left 47. Air refueling switch--CLOSE.
engine shutdown, insure that external air is 48. Fuel tank pressurization selector switch -
available for immediate restart prior to shut- AIJTO.
ting down right engine. (Air running but not 49. Engine feed selector knob-AUTO.
.,
j: ,, : ,c,peCt,ed~ I ,,,
50. Fuel transfer knoLAlJT0.

1% Emerg&$ g&erator&zked, switch AU& il. Spike control switches (2)-NORM.
Check that the emeryencv ~~rnerntor lame
52. Manual UHF command radio frequenciesSet.
lights momentarily asihe ias: engine driven
generator disconnects from the ac buses. B 53. UHF radios-BOTH, channel selector knobs set.
Check the lamp out when hydraulic pressure 54. IACAN-T/R, channel set, course selector set.
driving the emergency generator is depleted. 55. ILS-OFF.
19. Exernal power switch and battery switch-OFF, 56. Panel and flood lights-set.
I cartridge installed. (If required) (GO)
20. Auxiliary/parking brake handle-In. 7~.6N 57. Anti-collision lights- OfF
N 5X. Position lights-BRT and STEADY.
6 21. Oxygen control levers-OFF. N 59. Formation light+BRT.
22. Air conditioning control panel: N 60. Fuselage lights--On.
a. Temperature control knob-As desired, N61. Radar transponder control panel--Checked.
b. Air source selector kno&BOTH. * Encode knob--As briefed.
c. Mode selector switch-AUTO. * Power knob-OFF.
d. Pressurization selector switch-NORM. * Decode knob-As briefed,
2-40
1.0. 1 F-l 11 (B)A-1 Section II
Normal Procedures
N 62. Radar function kno&STBY. The scramble procedure is a coordinated effort by both
N 63. RHAW system power/audio knot--OFF. crew members and the ground crew. During these
procedures, the pilot must be alert for signals from
N 64. Navigation display unit: the ground observer. If assistance is needed, the taxi
a. Fix mode selector kno&OFF. lights will be flashed to signal the ground observer to
b. Nav mode select pushbutton-1 only. connect the interphone.
N 65. Sequence number set wheels--Set 01.
N 66. IRKS function selector knobOFF. BOTH:
N 67. External power-Checked OFF.
Navigator musf insure that external power is 1. EXTERNAL B-43 PLENUM BLOCK COVERS -
off prior to accomplishing remaining items. REMOVED. (IF REQUIRED)
I ,I 2. CLIMATIC COVERS - REMOVED.
N 68. Compurer control unit:
Flight crew will insure char all climatic covers
a. Pun&m select knob-GND ALIGN.
are removed.
b. Indicator lighting control kno&Set. !*-.
c. Test select knob--NORM.
d. General navigation computer switch-GNC. PILOT:
e. Weapons delivery computer switch-WDC. 1. BATTERY AND EXTERNAL POWER SWITCHES-
f. Astrocompass Ilshbutr[rn-Selected. ON.
g. Do,>,,lrr radar pushbura,n-Selected.
b. INS ground align knob-STRD HDG.
N 69. 1FF master control k.nob-STBY.
N 70. 11% code selector knobs-As briefed. If engine start is nor required, accomplish the
871. Circuit breakercln. checklist appropriate for directed posture.
a-ii. Personal gear-Arranged.
8 73. Combat mission folder container--Checked.
74. Battery switch-OFF. 2. AUXILIARY/PARKING BRAKE- PULLED.
a 75. Canopies-Checked. 3. ENGINE GROUND START SWITCH -CART.
76. Exrern:~l power cart-OFF, not disconnected. 4. LEFT THROTTLE - START POSITION.
(If required) (GO) Advance throttle to IDLE immediately.
9
77, Ground safety pins and safety locks-Removed. 5. Oxygen-ON/ 100 percent.
L?& Externnl B-43 i>lenom block covers--Installed. 6. HYDRAULIC LOW PRESSURE CAUTION LAMPS
(If required) -OUT.
7. LEFT GENERATOR SWITCH - START, (PAUSE)
RELEASE TO RUN, CAUTION LAMPS OUT.
7TlGEJ 8. CANOPY HATCH -CLOSED AND LATCHED,

I *A WARNING LAMP OUT.
Closing of the pilots canopy hatch is the
Insure that B-43 plenum block corer stream- signal for the ground observer to remove
ers are nor hanging within danger area around electrical connections, ground static wires 2nd
inlet ducts. chocks.
9. CANOPY LATCH HANDLE LOCK TAB - FLtZkl.
10 ENGINE GROUND START SWITCH - PNEU.
1:~Climatic
-~~ covers-Installed. (if required)
11, LEFT ENGINE - 85 PERCENT.
PCi&il~oFF SCRAMBLE. 12, START RIGHT ENGINE.
13. FLAP/SLAT-SET FOR TAKEOFF.
14. TAKEOFF TRIM - SET.
Note 15. Hydraulic pressure indiato,,-2950-3250 psi.
This checklist is used for EWO and training 16. RIGHT GENERATOR SWITCH-START, (PAUSE)
launch of aircraft from cocked configuration. RELEASE TC RUN, POWER FLOW INDICATOR
All items of the Power-Off Scramble check- NORM.
list will be accomplished for a training 17. Electrica! power and air Londicioning-Normal.
launch. BOLD FACE itens are the minimum
requirements for a I EWO -rramb.t: t&of%
hon,evei, :I time per~nirs;. ;aII iremc =,.uld br
accompllsb~td.
2-41
Section II T.O. 1 F-l 11 @)A-1
Normal Procedures
21. NOSE WHEEL STEERING - ENGAGED, INDI- POWER-ON COCKING.

CATOR LAMP LIGHTED.
22. BRAKES-CHECKED. This checklist prepares the aircraft for scramble from
Power-On Posture and assumes previous accomplish-
23. Personal gear-Connected.
merit of normal Cocking checklists. It is also used to
24. AFRS SYNCHRONIZATION INDICATOR - cock the aircraft for a Power-On Posture that is en-
NULLED. tered after accomplishing the Scramble checklist.
25. FLIGHT INSTRUMENTS-CHECKED.
1. Auxiliary/parking brake-Pulled.
26. WARNING AND CAUTION LAMPS-CHECKED.
2. Ground jettison switch-OFF.
27. GROUND JETTISON SWITCH-ARM. (LAUNCH
ONLY) 3. Ejection handle and center beam safety pins-
Installed.
28. PITOT/PROBE HEATER SWITCH-HEAT. 4. Left throttle-OFF.
29. Instruments-Checked and set. N 5. INS alignment-Accomplished. (If required)
30. Radio call-Completed. If aircraft was moved prior to flashing align
31. TAKEOFF DATA-REVIEWED. lamp, a complete gyro compass alignment
32. TAKEOFF TRIM/FLAPS AND SLATS-CHECKED. should be accomplished prior to engine shut-
down if time permits.
Proceed with Takeoff checklist. NotI3

NAVIGATOR: momentarily after the gyrocompass align-
merit will improve the subsequent stored
1. Oxygen--ON/100 percent.
heading alignment.
2. CANOPY HATCH - CLOSED AND LATCHED.
3. CANOPY LATCH HANDLE LOCK TAB - FLUSH.
4. Personal gear-Connected. N 6. INS ground align knob-OFF.
5. Ejectiorr handle and center beam safety pins- N7. Function select knob-OFF.
Removed. N 8. INS ground align kno&STRD HDG.
6. IFF MASTER CONTROL KNOB - AS BRIEFED. 9. Ground connect electrical power cart - Con-
7. INS align indicator Lam-Lighted. nected. (GO)
10. External power switch-ON.
Note 11. Engine ground start switch-OFF.
12. Cartridge-Installed. (If required) (GO)
. If align lamp is lighted, it is possible to use Cartridge installation must be performed at
the inertial navigation mode prior to full this time if external starting air is not avail-
warm up (align lamp flashing); however, de- able; otherwise, cartridge installation may be
graded accucacy will result. delayed until after tight engine shutdown.
l Do not delay takeoff for ground alignment.
If time does not permit ground alignment,
accomplish an inflight alignment.
8. Inertial nav mode-Check selected.

9. Align Iam~Flashing. The pilot will verbally confirm with the
If aircraft is to be moved to improve posture, ground observer that the left throttle is OFF
delay taxiing if possible, until align lamp is and the engine ground start switch is OFF
flashing to impove system accuracy for sub-
prior to cartridge installation. I
sequent alignments.
IO. FUNCTION SELECT KNOB - NAV.
11. WEAPON BAY DOOR-CLOSED. 13. Right throttle--OFF.
12. Automatic Sequencing-Initiated. If a starter cartridge is not installed after left
engine shutdown, insure that external air is
13. TAKEOFF DATA - REVIEWED.
available for immediate restart prior to shut-
ring down right engine. (Air running but not
Note
connected)
Proceed with Takeoff checklist. 14. Cartridge-Installed. (If required) (GO)
2-42
1.0. 1 F-l 1 I (B)A-1 Section II
Normal Procedures
B 15. External B-43 plenum block coversRemoved. 14. FLAP/SLAT-SET FOR TAKEOFF.
(If required) 15. TAKEOFF TRIM-SET.
E
16. Taxi light switch-OFF. 16. Hydraulic pressure indicators-2950-3250 psi.
17 Radar altimeter control knob-XXX. 17. RIGHT GENERATOR SWITCH-START, (PAUSE)
18. Pitot/probe heater switch-OFF/SEC. RELEASE TO RUN, POWER FLOW INDICATOR
UHF #2 radio-OFF. NORMAL.
19.
20. TACAN-OFF. 18. Electrical power and air Conditioning-Normal.
N 21. Radar function knob-OFF. 19. TAXI LIGHT-ON.
N 22. IFF master control k~no&OFF.
23. Generator switches-RUN.
22. NOSE WHEEL STEERING - ENGAGED, INDI-
24. Engine feed selector knob--OFF.
CATOR LAMP LIGHTED.
25. Fuel transfer knob-OFF.
23. FLIGHT INSTRUMENTS-CHECKED.
26. Anti-collision lights-OFF.
Position lights-OFF. 24. WARNING AND CAUTION LAMPS-CHECKED.
27.
28. Formation lights--OFF. 25. GROUND JETTISON SWITCH-ARM. (LAUNCH
ONLY)
29. Fuselage lights-OFF.
26. PITOT/PROBE HEATER SWITCH-HEAT.
30. Ground air conditioner/heater-Connected. (If
required) (GO) 27. Instruments-Checked and set.
831. Canopy hatches--Climatic. 28. Radar altimeter control kno&On.
32. Wheels-Chocked. (GO) 29. Radio call--Completed.
33. Auxiliary/parking brake-In. 39. TAKEOFF DATA-REVIEWED.
31. TAKEOFF TRIM/FLAPS AND SLATS-CHECKED.
Climatic conditions should be monitored and

takeoff data revised as necessary.
Proceed with TakeoIl? checklist.
POWER-ON SCRAMBLE.
NAVIGATOR:
PILOT: > 3-c
1. AUXILIARY/PARKING BRAKE - PULLED.

2. ENGINE FEED SELECTOR KNOB - AUTO. 2. FUNCTION SELECT KNOB - GND ALIGN.
3. FUEL TRANSFER KNPB - AUTO. 3. Formation lights-BRT.
4. ENGINE GROUND START SWITCH - CART. 4. Fuselage lights-On.
5. LEFT THROTTLE-START POSITION. 5. Oxygen--ON/100 percent.
Advance throttle 1~ IDLE immediately.
6. CANOPY HATCH - CLOSED AND LATCHED.
6. Oxygen-ON/100 percent.
7. CANOPY LATCH HANDLE LOCK TAB - FLUSH.
7. HYDRAULIC LOW PRESSURE CAUTION LAhlPS
8. Ejection handle and center beam safety pins-
- OUT.
Removed.
8. LEFT GENERATOR SWITCH-START, (PAUSE)
9. IFF MASTER CONTROL KNOB - AS BRIEFED.
RELEASE TO RUN, CAUTION LAMP OUT.
10. INS align indicator lamp--Lighted.
9. CANOPY HATCH -. CLOSED AND LATCHED,
WARNING LAMP OUT.
Closing of rhe pilots canopy is the signal for Note
the ground observer fo remove electrical con-
nections, air conditioner/heater, ground static . If align lamp is lighted, it is possible to use
wires, and chocks. rhe inertial nav mode prior to full warm up
(align lamp flashing); however, degraded ac-
10. CANOPY LATCH HANDLE LOCK TABS-FLUSH.
curacy will result.
11. ENGINE GROUND START SWITCH-PNEU.
G Do not delay takeoff for ground alignment.
12. LEFT ENGINE-B5 PERCENT. If time does not permit ground alignment,
13. START RIGHT ENGINE. accomplish an inflight alignment.
2-43
_.-,- __,.-,. __,, ..- .._-.- .-._ -.-,.,- ~~...--_--A

Normal Procedures
11. Inertial nav mode select pushbuttonSelected. 25. Pivot pylon jettison ground safety lockpins-
12. Align lamp-Flashing. Installed, LOCKED.
Do nor delay launch until align lamp is flash- 26. Internal/external bomb/missile rack ground
ing; however, if changing ground position safety pins and external fuel tank pylon ground
only, delay taxiing until align lamp is flash- safety pins--Installed.
ing if possible. 27. Internal/external B-43 plenum block covets-
Ii. FUNCTION SELECT KNOB - NAV. Installed.
14. WEAPON BAY DOOR-CLOSED.
15. Selected sequencing-Initiated.
16. TAKEOFF DATA-REVIEWED. STRANGE FIELD.
If it is necessary to land at an airfield where normal

NOt.2
ground support equipment or personnel are not avail-
Proceed with Takeoff checklist. able, the air crew will he responsible for performing
or closely supervising the required aircraft servicing.
There are several items which must he performed after
UNCOCKING. engine shutdown, and additional items of servicing and
inspection are required prior to takeofi. It is recom-
Accomplish this checklist when the aircraft is removed mended that the air crew become familiar with the
from alert status, or whenever maintenance is to be servicing procedures for all items listed on the Servic-
performed while the aircraft is on the alert line. ing Diagram, Section I. Engine starting is normally
1. Anti-skid switchaFF. accomplish with gas turbine generator set A/M32A-
60. The unit supplies engine starting air and ac power
2. Ground jettison switch-OFF.
for the aircraft electrical systems. Alternate engine
3. ODS mode select knob--OFF. starting equipment consists of ao MA-1A gas turbine
4. Radar altimeter control kno&CCW. as B source of air pressure with MD-3A, or MD--I, or
5. Engine feed selector knob-OFF. the aircraft hatrery as a source of electrical power for
6. Fuel transfer knob--OFF. ignition. Electrical power requirement for ground re-
6 7. UHF radio-OFF. fueling, if power is deemed necessary, consists of an
A/M3EA-60, or either MD-)A or MD-4 as a substitute.
8. TACAN-OFF.
The following check list supplements the normal oper-
N 9. Radar function knob-OFF. ating procedures and includes items that would nor-
N 10. IFF master control knob-OFF. mally he accomplished by the ground crew.
N 11. INS ground align knobOFF.
12. External power switch-ON. (If required) AFTER SHUTDOWN.
N 13. Bay doors-As applicable:
1. Engine oil level-Checked.
a. Bay doorsClear. (GO)
Check oil level indication on dipstick and de-
h. Bay door auxiliary switch-AUX. termine quantity required to bring oil level
c. Bay door control switch-OPEN. to the 20 quart level or FULL MARK. Service
d. Bay door interlock switch-SAFE. (GO) with oil MIL-L-7808 F or later.
e. Bay door lockpin-Installed. (GO)
N 14. Mission data-Destroyed. (If required)
Note
15. External power switch-OFF. (If required)
N 16. HSD classified data-Removed. (As required) The engine oil system most he checked with-
in 15 minutes after shutdown in order to
N 17. Function select knob--OFF.
determine accurate consumption as variable
N 18. General navigation computer switch-OFF. amounts of oil can leak from tank into the
N 19. Weapons delivery computer switch--OFF. gearbox over longer periods.
20. Ground check panel 1 AI1 switches OFF or
NORM.
2. Hydraulic reservoirsChecked.
N 21. External stores jettison A, jettison B, and nu- Check the utility and primary hydraulic res-
clear master circuit breakers--Out. (Bombs/mis- ervoirs for specified accumulator preload and
siles aboard) fluid level in accordance with placard.
22. All interior and exterior IightdFF. 3. Refueling-Accomplish. (As required)
23, Combat mission folder containers-Removed. If high ambient temperatures (above 100 de-
(If required) grees) ate anticipated, a full fuel load should
24, Ground safety pins and safety locks-Installed. nor he taken on. Excessive fuel venting will
2-44
T.O. 1 F-l 1 I (WA-1 Section II
Normal Procedures
occur which may create a hazardous condi- Note

tion.
If fuel flow drops to 10 gpm or less, proceed
a. Single point refueling,
co step 10. If fuel flow does not drop, deter-
mine which refuel valve has malfunctioned by
NOtI? reducing flow from servicing unit to a mini-
mum and operate valves individually as fol-
. The lower engine access doors should lbe lows. Select the aft tank valve to SEC and
closed prior to ground refueling. The added observe the tlowmeter for 30 seconds, then
fuel weight may preclude closing the doors select PRI. If flow did not drop below 5 gpm
after refueling. when SEC position was selected, repeat the
test for the forward rank. If flow is not
. External electrical power may be connected
stopped when SEC position is selected for the
during refueling if desired for monitoring
forward tank, repeat the test for each wing
instruments; otherwise, external power is not
by changing positions for rbe wing precheck
tZCC%l~y.
sekctor valve located on the lower surface of
each wing. The defective valve will he indi-
(1) Aircraft and refueling equipment - cated hy a drop of How.
Grounded.
Insure that the aircraft and all refuel-
(9) Fuselage rank and weapon bay tank (if
ing equipment are statically ground.
installed) precheck selector valves-RE-
ed.
FUEL then SEC.
(2) Nose gear chocks-Removed.
Individually rotate the fuselage tank
and weapon bay rank (if installed)
iIIxr.l
CAUTION
precheck selector valves to REFUEL
and then to SEC while observing
Howmeter. Flow should rise while
the
in
Remove nose wheel chocks and work stands, the REFUEL position, indicating that
compression of the nose wheel strut causes the selected refuel valve has opened.
nose wheel movement which could result The valve should then close when the
in structural damage if chocked. SEC position is selected.
(10) Precheck selector valves-REFUEL.
Precheck selector valvesREFUEL. Conrime refueling operations.
(3)
(11) Position lights/stores refuel battery
(4) Fueling hose ground cable-Connected.
power switch-STORES REFUEL.
Cormect the grounding cable from
the fueling hose to the aircrafr. If external tanks are installed, place
the position lights/stores refuel bat-
(5) Ground refueling receptacle cap-Re-
tcry power switch to STOKES RE-
moved.
FUEL.
(6) Fuel nozzle--Connected to refueling re- (12) Tank pressure gage-Monitor.
ceptacle. If pressure exceeds 3 psi, discontinue
(7) Start fuel servicing unit and open fuel refueling operation and determine the
not2le. cause. The tanks should he depres-
(8) Precheck selector valv+PRI or SEC. surized and air should flow from the
(As applicable) vent during fueling.
Within a few seconds after fuel flow
is indicated, position all precheck se-
lector valves to PRI or SEC as appli- Note
cable. The fuel flow should drop to Fuel tanks ate full and valves are closed when
less than 10 gpm indicating that all
primary wives have closed. the i-lowmeter on the fuel truck falls to zero.
(13) Fuel nozzle-Closed.

At completion of refueling, close the
Do not allow fuel flow to the aft tank or wing fuel nozzle and stop the refueling
tanks for mote than a few seconds when the truck pump.
forward tank quantity is below 7500 pounds. (14) Fuel nozzle and grounding cable--Dis-
To do so may cause a Iongirudinal unbalance connected.
and cause the aircraft to tip up, (15) Refueling receptacle cap-Installed.
2.45
Section II T.O. IF-I 1 I (WA-1
Normal Procedures
(16) Single point refueling control access (5) If the forward tank quantity is 4000
doors-Closed and latched. pounds or greater, place forward rank
(17) Position lights/stores refuel battery selection switch to forward feed and al-
power switch - NORM. (If external low fuel pumps to operate for approxi-
tanks were fueled) mately 2 minutes to assure a full reser-
voir rank.
(6) Bay F-I and F-2-Refueled.
Note
Failure to return position lights/stores refuel Note

battery power switch to NORM will produce
l Remove filler cap from bay F-l and then ba)
drain on the battery when external electrical E-2. If fuel seeps out as bay F-2 filler cap is
power is not connected.
loosened, do not continue removing cap as
bay F-2 is full. Fill bay F-l only. Otherwise.
b. Gravity refueling. fill hay F-2 and then bay F-l.
(1) Connect external power. 0 If forward tank initially had less than 4000
pounds, perform step 4 after the forward tank
has been Iilled above .iOOO pounds, and then
Note continue filling.
External power is not required; however, a
full reservoir tank will not be assured until (7) Gravity refuel the remaining tanks in
after engine start unless forward feed is se- the following order:
lected and fuel pomps operated for approxi- (a) Bay A-l
mately 2 minutes with the forward rank ar
(b) Bay A-2
4000 pounds or more.
(c) Wing Tanks
(2) Aircraft and refueling equipment - Note

Grounded.
Insure that the aircraft and all refuel- If a partial fuel load is required, the forward
ing equipment are statically ground- tank should contain 8200 pounds more fuel
ed. than the aft tank. Any fuel added to the wings
(3) Nose gear chocksRemoved. shall he distributed equally between the wing
tanks.
(8) Fuel filler caps--Secure.

CAUTION
iIIzxl c. Gravity refueling external wing tanks.
For servicing the external pylon tanks us-
Remove nose wheel chocks and work srands, ing gravity (overwing) refueling proce-
compression of the nose wheel strut causes cedure, the fuel must first be serviced into
nose wheel movement which could result in wing tanks and then transferred into ex-
structural damage if chocked. ternal pylon tanks. To service external
pylon tanks proceed as follows:
(4) Fuel tank pressurization. (1) Fully wrv%e wing and fuselage tanks.
If tanks are pressurized, place the (2) Apply electrical power to aircraft.
rank pressurization switch IO AUTO (3) Position lights/stores refuel battery
to relieve pressure. power switch--STORES REFUEL.
(4) Engine selector kno&OFF.
(5) Tank pressurization switch-OFF.
CAUTION
iIIII-2 (6) Transfer selector knob-WING.
The vent tank is within the vertical stabilizer
and extends near the top; therefore, if fuel Note
has entered the vent tank a head pressure
will exist. Extreme care most be exercised l If the fuselage tanks ate not full fuel will
flow into the fuselage tanks and external
when removing the gravity refuel caps from
tanks.
any fuel tank. Loosen the cap slightly watch-
ing for signs of fuel flow prior to removing 0 Fuel will flow into all installed external
the cap. tanks simultaneously.
246
T.O. lF-Ill(B)A-l Section II
Normal Procedures
(7) Position transfer selector knob to OFF 2. Liquid oxygen-Checked.

when advisory lamps light steadi,ly for Service with liquid oxygen MIL-Q-27210,
pumps 7, 8, 9, and 10 or when desired Grade B, Type II.
amount of fuel has been transferred into 3. Pneumatic pressure--Checked.
external tanks. Pneumatic pressures should be checked for re-
(8) Electrical pawer-OFF. quired pressure range specified for the am
bient temperature. Service with Nitrogen:
(9) Repeat steps (1) thru (8) until external FS BB-N-411, Type I, Class I, Grade B, of
pylons are serviced with desired amount
Air: MIL-P-55 18.
of fuel.
4. Constant speed drive-Checked.
(10) Position lights/stores refuel battery
Check outboard sight gage on both left and
power switch-NORM.
right drive units. If oil is in the green band,
(11) Disconnect electrical power from air- no servicing is required. If servicing is re-
craft. quired, proceed as follows. Service with oil
MIL-L-7808.
POSTFLIGHT. * Refill very sIowly until oil level reaches the
bottom of the green band. Shut off oil sup-
I. Exterior inspection--Complete. ply to avoid overfilling, and allow oil level
Folknv route shown in figure 2-l. Make: neces- to equalize. As much as 5 minutes may ht:
sary entries in the Form 781. required.
* Repeat preceding step until oil level is sta.
bilized in the green hand.
Note 5. Utility and primary hydraulic reservoirs --
While performing the strange field postflight, Checked.
Check the utility and primary hydraulic res-
and preflight, exterior inspections check for
ervoirs for specified accumulator preload and
rhe following: fluid level in accordance with instruction
placard. If servicing is required, proceed as
follows. Service with oil: MIL-H-5606.
* Curs, scratches, loose rivets and fuel leaks. * Check the hydraulic reservoir pneumatic
* All drain plugs for leakage. pressurization system for proper seruice. For
. That all access doors and panels are secure. pneumatic servicing requirements refer to
Servicing Diagram. Section I.
* Tires for condition.
* Position aircraft hydraulic hand pump se-
* Reservoirs and accumulators for proper sew- lector valve to BRAKE and pump brake ac-
icing. cumulators to 3100 psi pressure prior to
* Ground area around aircraft for cleanliness. servicing the utility reservoir.
* Fill reservoir sIowIy until quantity gage ia-
Aircraft is now ready for relaunch; however, dicares proper fluid level as shown on reser-
if flight is terminated or takeoff substantially voir service placard.
delayed, accomplish the following:
* Open reservoir air bleed valve (lower aft end
a. Canopies-Closed, of reservoir) sufficiently to bleed trapped air
from the reservoir fluid chamber.
b. Ground locks-l:nstalled. (If available)
* Check the reservoir quantity indicator for
c. Pitot cover-Installed. (If available) pope* fluid level.
. Repeat sreps d through e until the reservoir
DELAYED TAKEOFF. is fully serviced and free of air.
6. Landing gear shock struts-Checked.
If takeoff has been delayed for an extended time (over Check nose landing gear shock struts and
12 hours), a normal exterior preflight should be ac- main landing gear shock strufs inflated in ac-
complished following roufe shown in figure 2-l. The cordance with strut instruction placard. Ser-
following systems should be checked and serviced as vice with Nitrogen: FS BB-N-411, Type I,
required, refer m the Servicing Diagram, Section I. Class I, Grade B, or Air: MIL-P-5518.
Upon completion, follow normal procedures Section
7. Tires-Checked.
II. Complete required Form 781 entries prior to take-
Refer to figure Z-7.
off.
8. Angle-of-arrack and side slip probes-checked
1. Preflight and Form Xl-Completed. for slot cleanliness and freedom of movement.
2-47
Section II
Normal Procedures T.O. 1 F-l 11 (R)A-1
Tire Inflation Pressures (PSI)

"tl,P:
T..--
" IVIAKLri
I .r.,.r.
IY,"
.__^
h-cm/t
Nose Gear Nose Gem
Gross Weight MNilZ C;ear
11000 Pounds) (2 x 6.6 - 10) (21 x 7.75 - IO)
69 AND BELOW 115.125 160-170 235.245

69-73 125.135 170.I80 245.255
73.77 135.145 180-190 255.265
77-x1 145.155 190-200 255.265
Xl-86 155.165 200.210 265-275
86.90 155.165 210.220 275.285
90-94 165.175 220.230 285.295
94-99 175.185 230.240 285.295
99.103 185.195 240.250 295.305
103.107 195.205 250.260 295.305
107-110 205.215 260.270 305.315
110 & ABOVE 2:5-220 270.275 315.320
OVERINFLATION PERMISSIBLE FOR ALL GROSS WEIGHTS BUT NOT TO EXCEED MAXIMUM
SPECIFIED ABOVE.
Figure 2-7.
AIRCRAFT EMERGENCY MOVEMENT 9. Throttle-Start, then IDLE:

CHECKLIST. a. On a cartridge sfarf, advance the applicable
throttle fo IDLE immediately.
b. On a pneumatic star, advance the applicable
throttle to IDLE after engine rpm reaches 17
pKYllt.
Pilot will ascertain from ground crew or 10. Engine instruments, caution lamps and hydrau-
form 781 that the aircraft status will allow lics-Checked.
ground movenvznf. 11. Engine ground sfarf switch--OFF.
Note
STARTING ENGINE.
If engine ground scarf switch is nor re-
1. Connect external power and air or install car- turned to OFF, nose wheel steering will be
tridge-Accomplished. inoperative.
2. Ground ignition cutoff switch-NORM.
3. Battery and/or external power switches-ON. 12. Generator switch-START (pause), release ro
(As applicable) RUN.
Engine start may be accomplished using either
battery or external power, or both.
NOtI2
4. UHF radiosON and set.
5. Engine feed selector knob-AUTO. If the generator caution lamp remains lighted,
6. Position 1ightsBRT and FLASH. place the generator switch co OFF/RESET,
7. Auxiliary/parking brake-Pulled. hold to START (pause), then release to RUN.
8. Engine ground start switch-PNEU or CAR-
TRIDGE. (As applicable) 13. Air refueling switch-CLOSE.
Place the engine ground start switch to PNEU 14. External power switch-OFF, external power
when starting the engines with external start. and air units removed.
er air or to CARTRIDGE for a cartridge start. 15. Rudder authority switch-FULL.
2-48
1.0. lF-I 1 l(B)A-1 Section II
Normal Procedures
TAXIING. B-57 Bomb:

1. A&* +r,bi4 Lf- onl,
,734 l.fi Auxiliary/parking brake handle-lo. 1. Ready/safe switch-SAFE.
2. Nose wheel steering-Engaged. 2. Pylon access door (external)-Opened.
Check that the non: wheel steering indicator 3. AMAC SPU power cable-Disconnected.
lamp is lighted. Check engagement of nose
4. Wire rope assembly (pullout switch lanyard)-
wheel steering by slight movement of rudder
Disconnect. (Deployment/Dispersal/Recovery
pedals.
only)
3. Brakes-Checked.
5. Pylon access door (external)-Closed.
Depress brake pedals and check for proper
braking.
4. Hydraulic pressure -. Checked. (2950 to 3250 B-61 Bomb:
psi)
1. Ready/safe switch-SAFE.
2. Preflight selection panel door-Opened.
ENGINE SHUTDOWN. 3. Strike enable plug-Removed.
1. Wheels-Chocked. 4. Preflight Selection panel door-Closed.
2. Throttle-OFF.
AGM-69A:
BEFORE LEAVING AIRCRAFT. 1. Right forward equipment bay access door-

Opl.
1. All switches and controls--OFF, normal or safe. 2. Electrical connector (247PlO) on CES-Discon-
netted.
3. Right forward equipment bay access door-
Closed and secured.
BOMB/MISSILE MOVEMENT, PREFLIGHT
AND CONFIGURATION. 4. SAF Prearm/Safe indicator-Checked S.
5. Missile fins (internal)-Checked.
For any bomb/missile movemenf (Ground Safing, De- 6. Tail Cone (external)-Attached.
ployment/Dispersal/Recovery, Tactical Ferry or EWO
Restrike) accomplish the normal Stores Station In- EWO RESTRIKE (MMS PERSONNEL NOT
spection (Both) and the applicable checklist below. AVAILABLE).
Note Note
If any bomb/missile discrepancy is noted, To reconfigure the bomb/missile for EWO

cease all physical activity and call qualified restrike after ground saling, accomplish the
personnel. following steps during normal preflight.
GROUND SAFING, DEPLOYMENT/DISPERSAL/ B-43 Bomb:

RECOVERY.
1. Strike enable plug-Installed.
Note B-57 Bomb:

. For a deployment/dispersal mission, bomb/
1. Pylon access door (external only)-Opened.
missile configuration will be accomplished by
MMS personnel and checked by the aircrew. 2. AMAC SPU power cable-Connected.
3. Wire rope assembly (pullout switch lanyard)-
l For ground safing or a recovery mission Connected.
(qualified MMS personnel not available)., If only the bomb safing check has been com-
Bomb/missile configuration will be accom pleted, the lanyard will not have been dis-
plished by the aircrew. connected.
4. Pylon access door (external only&Closed.
Ed3 Bomb:
B-61 Bomb:
1. Ready/safe switch-SAFE.
2. Strike enable plug-Removed 1. Preflight selection panel door-Opened.
2-49
Section II 1.0. lF-11 l(B)A-1
Normal Procedures
2. Strike enable plug-Installed. DCU-137/A Conrrol Panel, in Interior inspection

(Power On) and any prearming or bombing/launch
3. Preflight selection panel door-Closed.
procedure checklist. An uncommanded ejector rack
unlock status will be indicated by the nuclear caution
AGM49A:
lamp. Application of system power for missiles is not
required.
Open.
2. Electrical connector (247PlO) -Connected to
CES. PREFLIGHT CHECK (NON-NUCLEAR).
Flight crew station time will normally be one hour
Closed and secured.
before scheduled takeoff rime. If rhe stores station in-
spection reveals a discrepancy, all physical operations
TACTICAL FERRY PROCEDURES.
will cease until qualified MMS personnel have deter-
For a tactical ferry mission, bomb/missile conligura- mined the necessary corrective action to be taken.
tion will be accomplished by qualified MMS personnel.
BEFORE EXTERIOR INSPECTION.
All Bombs:
I. Security guards posted. (If required)
1. Ready/Safe swirch-S (SAFE).
2. Strike enable plug-Installed. 2. Form 78l-Checked.
Pilot checks Form 781 for engineering status,
discrepancies, stores configuration, and mis-
AGM-69A: sion rape loading. He also notes fuel loading
and distribution for comparison with sched-
1. SAF Prearm/Safe indicator-Checked S.
uled fuel load and gages later during pre-
2. Missile Fins (internal)-Checked, flight.
3. Tail Cone (external)-Attached.
INTERIOR INSPECTION/INFLIGHT PROCEDURES. EXTERIOR INSPECTION.
Deployment/Dispersal/Recovery. The exterior inspection is based upon the fact that

maintenance personnel have completed all of the re-
Note quirements of the Scheduled Inspection and Mainte-
nancc Requirements Manual for preflighr and post
Bomb/Missile monitor and control is not flight; therefore, duplicate inspections and operational
possible but n release may be accomplished checks of systems have been eliminated except for
by any method other than a normal launch those needed in the interest of flight safety. The flight
for missile. Accomplish normal checklist pro- crew should keep in mind that the exterior inspection
cedures except the step addressing the DCU performed by them is only a flight crew inspection of
137/A Control Panel, in Interior Inspection readily accessible items. Should the pilot wish in-
(Power On) and any prearming or bomb- formation on non-accessible items, he should examine
ing/launch procedure checklist. Application the Preflight Inspection Record. Following the route
of system power for missiles is nor required. shown in figure 2-1, check all surfaces for any type of
damage: signs of fuel, oil, hydraulic or other fluid
leaks that nray have developed since the preflight in-
EWO Restrike. spection. Check hydraulic accumulators. Check all ac-
cess doors and covers for security. Check that gravity
NOi. fuel filler caps are flush. Check the angle-of-attack and I
All normal aircrew procedures will be ac- side slip probes for slot cleanliness and freedom of
complished. Safety wires or seals broken as a movement. Check main landing gear uplock assembly
result of a previous bomb/missile prearming for proper positioning as indicated by the red tip of
need not be resealed. the lock assembly being aft of the uplock roller guide. ,.
1. Ground safety pins and safety locks-Removed.
Tactical Ferry. (As required)
Those marked with asterisk, stow in aircraft.
Bomb/Missile monitor and control is not possible but *a. Nose gear
a release may be accomplished by any method other
*b. Main gear
rhan normal launch for missiles. Accomplish normal
checklist procedures except the step addressing the *c. Arresting hook
2-50 Change 1
1.0. 1F.11 I (B1 Section II
Normal Procedures
2. External fuel rank pylon ground safety pins- 4. General condition of born&Checked.
Removed. (Stow aboard aircraft) 5. Bomb rack ground safety pin-Removed. (Stow
aboard aircraft)
NOW
BEFORE ENTERING COCKPIT. (PILOT)
. For normal operations, the speed brake/main
I. Ejecrion handle safety pins (Zl-Installed.
landing gear door ground lock should be left
installed until one engine has been motored 2. Canopy renter beam safety pins (3)-Installed.
or started. This will prevent safing of the door 3. Bilge pump lock pins--Stowed.
after the ground lock is removed. 4. Emergency oxygen bottle pressure Check-1400
to 2500 psi.
. The stores station iapection and bomb pre-
Aighr will be accomplished concurrently with 5. All circuit breakers--lo.
the aircraft exterior inspection. 6. Ground check t~aoel-Check.
- Computer power switches (3)-ON.
. The landing gear emergency system may be
actuated by contact with the lever actuator * CADC power switch-POWER.
located in the main wheel well on the left * Ground ignition cutoff switch-NORM.
side. Exercise care when inspecting this area. * Gyros power switch-GYROS.
* Mach trim test switch--NORM.
STORES STATION INSPECTION. (NAV) * Fire detect switches--NORM.
7. PublicationsChecked.
Fxternal Bomb Stations: 8. Radio beacon set-ON or as applicable.
1. MAUI2 bomb rack:

BEFORE ENTERING COCKPIT. (NAV)
a. Ground safety pin-lostalled.
tb. Inflight safety lockpin-Removed or in- 1. Ejection handle safety pins (2)--Installed.
s&d (a ;tpl;licahlej. 2. Canopy WOKT beam safery pins (J)-Installed.
t2. Pivot pylon jettison ground safety lockpin-ln-
3. Survival equipment compartment covers (2)--
stalled, LOCKED, NON-NUCLEAR/NU-
Closed and sealed.
CLEAR (as ;~pplicable).
4. Crew module chaff dispenser control lever-As
3. General condition of munitions-Checked.
required.
.4. Pivot pylon jettison ground safety lockpin-
The lcvcr should be ON over friendly terri-
UNLOCKED, removed. (Stow aboard aircraft) tory and placed to OFF as directed by tactical
5. BRU-3 bomb rack: requirements.
a. Electrical safety pin-Removed.
5. Quick rescue kit-Stowed. (If applicable)
h. Mechanical safety pins-Removed.
Internal Bomb Stations: INTERIOR INSPECTION.
Power Off. (Both)
1. Battery switch---OFF.
2. External power switch-OFF.
3. Cahin air distribution lever-set.
The weapons bay doors safety interlock
B 4. Personnel equipment.
switch will be in the SAFE position and the
a. Restraint harness and inertial reel-Connect-
weapons hay door kxkpin installed before
ed and checked.
entering the weapons bay. hue that the yoke of the restraint har-
ness is adjusted firmly against the neck
with head againsr~ headrest and sitting
1. Weapons hay doon interlock switch-SAFE.
erect to allow full reel-in in the event of
2. Weapons bay doors, lockpin-Installed. subsequent ejection. Check the condition
3. MAIJ-12 bomh rack: of the restraint harness. Check operation
a. Ground safety pin--Installed. of the inertia reel in the locked and un-
tb. lnflighr safety lockpin-Removed or in- locked position.
stalled. (As applicable) b. Oxygen regulator-Installed.
2-51
Normal Procedures
8. Control system switch-NORM.
iIIzr2
CAUTION
10.
9. Rudder authority
Throttles-OFF.
switch-AUTO.
Care musf he taken so as not to damage valve II. Speed brake switch-IN.
port screens when connecting oxygen regula-
12. Anti-skid switch-ON.
tor to restraint harness and oxygen supply
hose, or when connecting mask-hose fo 13. Ground roll spoiler switch-OFF.
oxygen regulator. These screens are easily Ii. Flap/slat system selector switch-NORM.
damaged by improper/careless handling, and 15. Flight control disconnect switch-NORM, cover
inadvertently placing fingers on screens while down.
performing any of the aforementioned tasks.
16. Flight instrument reference select switch-PIU.
17. Landing/taxi lights switch-OFF.
c. Oxygen mask and communication cotd- tl8. Nuclear consent switch-OFF, guard down. (If
Connected. required)
19. Bombing timer-OFF.
d. Oxygen lever-OFF, then ON.
Turn the oxygen lever OFF and inhale 20. Landing gear handle-DN.
several times. Note that breathing becomes 21. Utility hydraulic system isolation switch -
more difficult due to the restrictions of NORM.
the antisuffocation valve. Also observe 22. Ground jettison switch-OFF, guard down.
that the antisuffocation valve on the front 23. Arresting hook handle-In.
of the regulator unseats with each in-
24. Clock--Set.
halation, then turn the oxygen lever ON.
25. Optical display system mode select knobMAN.
26. Aiming reticle cage lever-Uncage.
27. Radar altimeter control knob--Full CCW.
iIYzI2
CAUTION 28.
29.
Engine/inlet
Pitot/prohe
anti-icing switch-AUTO.
heater switch-OFF/SEC.
To Prevent possible regulator damage, do not 30. Windshield wash/rain removal selector switch-
turn oxygen ON until dust cap has been re- OFF.
moved from quick disconnect fitting and
il. AFRS compass mode selecror knob-Slaved and
mask hose has been connected.
LAT set.
32. Hemisphere selector switch-As requited.
e. Oxygen regulator-Checked. 33. Emergency generator indicator/cutoff pushhur-
ton-In and safetied.
* Oxygen control knob-EMER.
Check that a positive pressure is felt in 34. Emergency generator switch-AUTO.
the mask and that the diluter valve does 35. Generator switches (2)-RUN.
not nle. 36. Antenna select switchesAs required.
* Oxygen control knob-100 percent. 37. Landing gear emergency (alternate) release
Inhale and check that the diluter valve handle--IN.
does not move. 38. Fuel dump switch-OFF.
* Oxygen control knob-NORM.
39. Air refueling switch--CLOSE.
Inhale and check movement of the di-
luter valve through the screen on the 40. Fuel tank pressurization selector switch-AUTO.
top of the regulator. 41. Engine feed selector knob-OFF.
5. Air conditioning control panel: 42. Fuel transfer knob-OFF.
a. Temperature control knob-As desired. 43. TFR channel mode selector knobs (2)-OFF.
h. Air source selector knobBOTH. 44. Spike control switches (2)-NORM.
c. Mode selector switch-AUTO. 45. UHF #-m-OFF.
d. Pressurization selector switch-NORM.
46. TACAN-OFF.
e. Air flow selector switch--NORM. (If in-
47. ILS power switch-OFF.
stalled)
f. Exchange exit air control switch-NORM. N 48. Radar transponder control panel-Checked.
(OVRD if external stores are installed) . I%KxKI~ knob areas briefed.
B 6. Communications panelSet. . Power k;roh--OFF.
7. Auto TF switch--OFF. . DeccKir knob--As briefed.
252
T.O. IF-lll(WA-1 Section II
Normal Procedures
N 49. UHF f* I-OFF. f. Bny door control switch--Checked.

N 50. TFR scope panel4lhecked. Check that the position of the bay door
control switch is in agreement with the
* Polaroid filter control (2).-Full up.
position of the weapons hay doors.
. Tuning control knobs (4)-Full CCW.
* Range selector knob--E.
N 51. RHAW scope controls-Checked.
* Gate selector k&-N.
* Brighrnessireticle intensity kooh--C\X.
* Sensitivity knah---Full CW. If the position of the bay door control switch
* Memory control knob-Full CCW. is not in agreement with position of the weap-
ons hay doors, the doors may actuate to the
. Mode selector knob--As desired.
command position when hydraulic and/or
. View control knol-Full CCW. electrical power is applied to the aircraft.
* Scope filter-As desired.
N 52. RHAW threat display panel--Checked.
g, Bay door auxiliary switch-NORM.
* Remaining dispowhle counter--Checked
h. Station selecwr switches-All deselected.
* Iesr knob-OFF.
N 58. SRAM cooling switch-OFF.
* Power/audio control knob--OFF.
N 59. Computer control unit:
N 53. Attack radar scope panel--Checked. a. Function select knob-OFF.
* Beta switch-NORM.
I,. Test selector knt,h-NORM.
* Sweep switch--NORM. c. Test switch-NORM.
* Test switch.-OFF.
d. General navigation computer switch-GNC.
* Range intensity knob--Midpoint. e. Weapons delivery computer switch---WDC.
* North orientation selector switch-As desired.
f. INS ground align know/C.
* Azimuth intensity knr)h--Midpoint. N 60. HF radio mode selector knob-OFF.
* Betel/range mark intensity knobs-Midpoint. N 61. CMDS c,mtrol lxnel:
* Scope intensity knob---CCW. a. Arming switch-SAFE.
. Range selector knob-15/5.
- Vidco/rransmit tuning knobs-Midpoint.
* Sensitivity time control knobs--OFF. 1 WARNING 1
. IF gain/ant~enn;r tilt knobs--Midpoint,detent.
* Photo mode selector switch-OFF.
Placing thu arming switch and mode selector
* Magazine data slac~e/clock-Annotared and set.
knobs to xny other position rhan SAFll or
N 51. Artack radar control panel-Checked. OFF could resulr in iwrdvertent dispensing of
. Mode selector kmph-GND MAN explosive ch;lff lnd Hare%
. Frequency control knob--AFC-1.
f Radar foncrior? kmr&OFF. b. Mode selector knobs (3)-OFF.
* Present position correction switch---OUT. N 62. ECM CO~~II)I knobs (3)--OFF.
* Antenna ;x>larization switch--NORM. N 63. IRKS control panel:
. Side lohe ~;ancellatiw~ switch--OFF. a. Iuncrion selector knob-OFF.
* r;:sr rime i. ~ast;lilf/l,(tilCOII :witch OFF. b. Azimuth blanking control knob--AIJlC.
N 55. c. Flewrio,, bl;mking control kno&AUTO.
Power On. (Both)

N 56. 1. Battery switch--ON.
N 57. TIT power-off flags out of view indicates
battery is on.
E
2-53
Section II 1.0. 1 F-l 11 (WA-1
Normal Procedures
If the engines are to he started using battery

power, the following Power On checks
must be delayed until the engines are running.
If pitot/probe heater switch has been in the
HEAT position, residual heat in the probe
*B 3. Seat and headrest-Adjusted. may be sufficient to cause injury to ground
*N 4. Circuit breakers: peISOlUEl.
a. External stores jettison A and B circuit
breakers-OUT.
b. All others-lo. * Alpha probe slots-Full up, (Lowest angle-of-
attack value) (GO)
5. Central air data computer test switch-LOW
* Malfunction and indicator lamps test button-
and depress master tesf button and check.
Depress and check all mnlfuncrion and indi-
il. Angle-of-attack indexer-High speed sym- cator lamps light, check for intermittent (land-
bol. ing gear) audible warning tone through head-
b. Angle-of-attack-7.0 (i0.75) degrees. set.
c. Mach number-O.40 math. *With malfunctions and indicator lamps test
d. Indicated airspeed-153 (-tll) KIAS, OFF button depressed.
flag in view. * Warning horn silence button operation.
e. Altitude vertical velocity-(? 100) feet per * Malfunction and indicator lamps test button-
minute. Release.
f. Altimeter (with 29.92 setI-2000 (~1130) * Stall warning system-Check. (After T.O. lF-
feet, OFF flag in view. Ill-891)
g. Central air da& computer true airspeed-158 * Alpha probe slots-Full down. (Highest angle-
(i-13) TAS. of-attack value) (GO)
h. CADS caution lamplighted. *With malfunction and indicator lamps test
button depressed, check stall warning lamp
flashing, steady audible warning tone through
headset, and rudder pedals shaker activated.
When the CADC test switch is used in con-
junction with the master test switch, the
function select knob or the INS ground align
knob should be in the OFF position or fluct- When the lamps test button is depressed, the
uations of system alrirude may be experienced rudder may deflect due to AYC input and the
for time periods up to 20 minutes. yaw channel caution lamp may light. This is
normal.
6. UHF radios-ON.
. Malfunction and indicator lamps test burton-
Release.
* Check malfunction and indicator lamps for
abnormal indications.
UHF radio(s) may he turned ON, but do not
transmit without cooling air on the aircraft Not&?
(unless required by an emergency).
When the lamps test button is released, the
yaw channel caution lamp may remain
7. Lighting control panel-Checked. lighted, in which case, resef to put the lamp
Check operation of the interior light rheostats 0C.
and set for desired intensity. Check operation
of bright and dim switches and select desired 9. Flap/slat and wing sweep handles correspond
intensity. with surface position-Checked.
B 8. Malfunction and indicator lamps and stall warn- 10. Oil quantity indicators-Checked.
ing system--Check. Check that indicators show 16 quarts, place
* Picot/probe heater switch-OFF/SEC. the oil quantity indicator test switch to OIL
254
7.0. IF-tll(6)A-l Section II
Normal Procedures
QTY and check that indicators decrease to c. Check that forward and aft tank fuel quan-
5 quarts on the left indicator and 5.7 quarts tity indicator pointers, totalizer, and select
on the right indicator and check that the tank pointer move smoothly.
oil low lamp lights. Release test switch and
check that indicators return to original read-
ings.
piGi-
11. Oxygen quantity-(::hecked,
Check that oxygen quantity is adeqwte for
mission. Place oxygen quantity test switch to If either forward or aft rank fuel quantity
OXY QTY. Oxygen quantity indicator should indicator pointers indicate a malfunction, do
decrease to zero. Note that the oxygen quan- not fly the ;airccaft.
tity caution lamp lights when indication
is 2 liters, Release the test switch and nore
that the caution lamp goes out and that the d. Fuel distribution caution lamp-Lighted af-
quantity indication returns to original value. ter I? seconds.
12. Fire detect circuit--,-Checked. e. Fuel quantity indicator test button-Release.
* Hold the agent discharge/fire daect tes: switch f. Fuel distribution caution lamp-Remains
to FIKE DETEC1 TEST and check that the lighted for IO to 15 seconds, then goes out.
wheel well hot caution lamp and both engine 17. Engine feed selector knob-AUTO.
fire warning lamps are lighted. Release the Select AUTO when the forward tank pointer
switch. is approximately 2000 pounds outside the bar
index of the fuselage fuel quantity indicator.
* Position the fuselage overheat test switch to
LOOP 1. The wlheel well hot caution lamp
shall not light. Not=2
* Position the fuselage overheat test switch to If fuel tank expansion space has been reduced
LOOP 2. The wheel aell hot caution lamp due to fuel overfill or rhermal expansion, some
shall not lighr. fuel venting may occur while the fuselage
fuel quantity indicators are returning from
the test indications if the engine feed selector
Note
knob is positioned to AUTO too soon. Fuel
The fire detection system ground test switches venting must cease prior to takeoff.
(on ground check panel) should be checked
for normal position. a. fuel distribution caution lam~lighted uo-
til distribution is within limits.
13. Ground check panel door-Closed.

Note
14. AFRS synchronization indicator-Nulled.
15. Engine feed selecrcmr knob--FWD, then AFT. If a malfunction is indicated in the fuel dis-
Check that the appropriate id pump low tribution system, position the engine feed se-
pxvure indicator lamps (six) light and go lector knoh to OFF to preclude possible fuel
rm and that the L and R FUEL PKliSS au- venting.
rion lamps are out.
*B 16. Fuel qmntiry am? ;i,dicators~.-Check. b. Appropriate fuel pump low pressure indica-
If forward or aft tank pointers or totalizer tor I;unp+Light and go out.
fails to test or a11 tank quantities do not add c. All indicators-Return to original indica-
up to chc total fuel indic:ltian ( t 1000) tions.
pounds, a mallunction is indicated.
18. Fuel transfer kno&AUTO.
a. Fi,el quantity---Cl;ecked. Hesitate at each position containing fuel and
Check fuel q~uantiry indicarions ot all fuel check that fuel low pressure indicator lamps
ank gagrs against xbedulcd fuel load. hlink and go out.
+. ., ~1 q~.untity indic;~tor x- h~tt~n---Dep~~~ *Nl9. Stores umtro! panel:
:i ! check: a. Store present lamps--Checked.
Check that store present lamps are lighted
and displnying the proper store identifica-
(21 Select lank-~-2000 (1 100) pounds. ri<,n at each Ioaded station.
(0 Iotzrl fuel--LOO0 ( 1250) pounds. b. Master switc+~~ON.
2-55
Section II T.O. 1 F-l 11 (B)A-1
Normal Procedures
N 20. Computer program unit test/enable switch -

ENABLE. (GO)
If electrical power is interrupted, either by
turning the mnster power switch to OFF or
removing ground power, the ENABLE relay The slotted head on the entrance ladder
will deenergize. 10 reenergize, ground power release button must be aligned with indices
must be available, the master power switch on eirhrr side of the button to be assured that
ON, and the CPU Test/Enable switch mo- the ladder is latched in stowed position. Fail-
mentarily actuared to FNABLE. ure to do so could result in the ladder being
blown into the engine inlet should it extend.
N 21. Srores control panel:
a. Selector mode! kno&-STA JFTT.
b. Station select lamps-Out. DEFINITIONS:
If any station select lamp is lighted, de-
Hot Start-TIT exceed 710 degrees C.
selecr starions.
If during start TIT increases at an abnormally rapid
c. Test hutt~rn~l)el,ressed.
rate or approaches 655 degrees C and is still climb-
While the stores control test button is ing, a hot start cat be expected.
depressed, check that station selected lamps
ire lighred for all loaded stations, all False or Hung Start-TIT increases but rpm will not
others out. increase to IDLE within 2 minutes.
d. Selector mode knoll-BOMB STEP S. Failure to Start-Engine does not light-up within 20
e. Test button--Depressed. seconds after throttle is positioned to IDLE. If TIT
Check select lamps lighted for all weapon does nor rise or rpm does not increase above maximum
loaded starions, our for all others. starter output. a light-up has not been obtained.
f. Selector mode kno&OFF. Cartridge Start Misfire-Cartridge fails to ignite as
g. Master switch-OFF. indicated by lack of smoke at the starter exhaust port.
There n-ill be no engine rpm indication.
Cartridge Starr Hangfire-Cartridge ignites as indi-
BEFORE STARTING ENGINES. cated by smoke at the starter exhaust port; however
there will be little or no rpm indication.
Refer to figure 2-2, Danger Areas, for the extent of If any of the above conditions occur retttrn the throttle
engine intake and exhaust hazard areas, and the en- to OFF. Crew will record magnitude, duration, and
gine turbine and starter turbine planes of rotation. other pertinent information to aid maintenance investi-
gation of the malfunction.
1. Auxiliary/parking brake handle-Pulled.
The engine should be insPected for residual fuel
before a second start is attempted. If no fuel is visible
a second start may be attempted. The engine should
CAUTION
iIIzz! be motored until 1IT is below LOO degrees C before
advancing the throttle to minimize the possibility of a
Do plot Paform this step if brakes are over- hot start.
&ted.
: If visible fuel or vapors are found the engine must be
, ) , _,
,fZY cleared using the pneumatic starter as follows:
2. Position lights-BRT and FLASH.
ENGINE CLEARING.
3. Weapons bay doors:
a. Lockpin-&moved. (GO) * Engine ground start switch-PNEU.
b. Safety switch-NORMAL. (GO) * Affected engine throttle-Lift.
c. Safety panel cover-Closed. (GO) Lift the throttle of the affected engine out
of the OFF detent to motor the engine. This
4, Type start-Pneum;ltic/cartridgc. may be accomplished any time the engine
Confirm type of start with ground observer. rpm is below 20 percent.
5. Ground crew report-Keady for engine start.
(GO)
Fire guard posted, engine run area clear, CAUTION
iIIrz2
chocks in place, both entrance ladders closed
and latched with slot and indices lined up, To avoid a possible hot start do not advance
and report ready for engine start. the throttle.
Z-56
T.,O. 1 F-l I1 (B)A-1 Section II
Normal Procedures
* Affected engine throttle--Release. 1. Engine ground start switch-PNEU or CAR-

Release the throttle to OFF prior to the time TRIDGE. (As applicable)
limit specified for starter operation in Section 2. Applicable engine throttle-Lift to start posi-
V. tion.
a. On a cartridge start advance the throttle to
STARTING ENGINES. IDLE immediately.
Engine starts can be accomplished by using air pres- b. Oil pressure-Checked.
sure from a ground source or by a pyrotechnic car-
tridge. Only the left engine has cartridge starting ca- Note
pability. Either engine may be started by the use of ex- 0 Oil pressure should be indicated within 10
ternal air when supplied by an adequare sootce; how- seconds after first indication of rpm.
ever, under some combinations of ambient temperature
exrremes and starter cart output variations. left engine 0 During second engine start, check that the
starting capability may be marginal. For normal tlight engine ground start switch moves co OFF
operations, it is recommended that t,he left engine be prior to reaching 50 percent engine rpm.
started first. This sequence will provide positive indi- Cooling air will not he aviiilable if the switch
cations of sfarter dropout on both engines (tight en- is in any position other rhan OFF.
gine only after T.O. IF-1 ll(B)A-650). With either en- l Starter dropout is normally indicated by the
gine operaring, the orher engine may be started by hydraulic low ptessure caution lamps going
pneumatic crossbleed; however this is necessary only out at 38 to 41 percent on the left engine (ex-
during a cartridge start when no externnl :tir sou::ce is cept after T.O. IF-1 Lola-650), and whet,
available, or when starting the right engine first be- I
the engine ground start ~.uitch moves to OFF
cause of marginal aircraft c;l~pability. Electrical power for the right engine.
required for engine starting may be supplied by either
the aircraft battery or by an external pow~ sou~c.
piGi-
In the e\ent of aborted star: dutmg a cat-

tridge smrt due to misfire, hangfire, or slow
. DO not attempt a pneumatic start or fly rhe burning cartridge, the breech will nor he
aircraft with an untired cartridge in the opened until a rime period of 5 minores has
breech. Abnormal cartridge conditions of wl elapsed after attempted start and no smoke
explosive nature could be generated due to can he observed emitting from the starter
the combination of vibration and high tern. exhaust.
peratures that can exist in the engine oa-
Cdk.
3. Engine throttle-IDLE.
. Do not initiate a cartridge start with any na- On a pneumatic srart advance the ~hrot&
celle door open on the engine being started. to IDLE after the engine rpm texhvs 17
To do so could result in possible overheating peKXIlt.
of adjacent structure and/or ignition of ac,-
cumulated foe1 and oil. Note
TIT rise should occur within 20 seconds af-

CAUTION ter throttle advance.
iIIzx!
. If engine has had insufficient time IO cool
4. Engine instruments--Check.
from a previous operaCon, do not attempt:
a re~farc until TIT is below 100 degrees C. a. Fuel flow-l 100 pph max.
Motoring of the engine will reduce the tem- b. T11 indicator--: IO degrees C max.
p~Klt,lPC. c. Idle rpm-58 t 71 percent.
. If hydraulic cooling ejector air is not present, d. Hydraulic pressure indicators - 2950.3250
do not advance throttle above IDLE. psi, caution lamps out.
c. Idle oil pressure--O to 50 psi.
0 Insure that pivot pylon jettison ground safe-
f. Nor& position-open.
ty lockpin and homb tack ground safety pin
streamer are not hanging within the danget- 5. Engine overspeed caution lampOut.
area around the inlet ducts if pins are left in 6. Generator switch-START (pause), then release
place during engine run. to RUN, check caution lamp out.
Change 1 2-57
Section II T.O. 1 F-l 1 I (WA-1
Normal Procedures
Note 2. ILS and TACAN-On and set.

If the generator caution lamp remains lighted, 3. Radar altimeter-On, cleared. (GO)
place the switch to OFF/RESET, hold to Set SO feet.
START (pause), then release to RUN. 4. Wing sweepSet for takeoff.
5. Wing sweep handle lcckout controls-ON.
7. Power flow indicator-TIE or NORM. (As ap-
6. Flight controls clear-Cleared. (GO)
plicable)
8. Hydraulic cooling ejector airflow-Check. (GO) 7. Flight control and damper system-Check.
After engine has been started, check that the
engine ground start switch is in OFF so that Note
the ground observer can check for the cooling
ejector airflow. During the following checks, the required
9. Speed brake ground lock-Removed. flight control surface positions will be verified
10. External power switch-OFF. by the control surface position indicator or
the ground observer.
11. Start remaining engine-Repeat steps 1 thru 8.
12. External air conditioning, starter air and electri-
cal power unit-Disconnected (GO) a. Slats--Extended.
b. Takeoff trim-Set.
c. Damper switches (3)-OFF.
Note
Place the pitch and roll autopilot/damper
Obtain ground clearance prior co advancing and yaw damper switches to OFF and
throttle to 80.85 percent for crossbleed starts. check that the pitch, roll and yaw damper
caution lamps light.
13. Engine ground start switch-OFF. d. Flight controls--Checked.
14. Power flow indicator-NORM. * Move the control stick aft, then left wing
down, right wing down: check for freedom
15. Emergency generator switch-TEST, ON, then
of movement and verify that the control
AUTO.
surfaces and surface position indicators
Place the emergency generator switch to
correspond with control stick movement.
TEST, The emergency generator indicator
Check that pitch and roll channel caution
lamp will light after I second indicating that
lamps do not light.
the emergency generator is operating wirh-
in limits, The power flow indicator should * Move the control stick full forward, then
display a crosshatch. Check operation of T/R rapidly full left through the detent to the
units by noting that the angle-of-attack in- forward left corner and hold firmly for one
dexers and ODS reticle lamps are lighted. second. Verify that the right horizontal sta-
Place the emergency generator switch to ON, bilizcr indicates 12 to 18 degrees down
check power flow indicator displays NOKM. while the stick is held in this extreme posi-
Place the emergency generator switch to tion.
AUTO. Check that indicator lamp goes out f Move the control stick rapidly full right
and that the power flow indicator displays through the detent to the forward righr
NORM. corner, firmly holding forward pressure.
Verify that the left horizontal stabilizer in-
dicates 12 to I8 degrees down while the
Note stick is firmly held for one second in this
extreme position, then release.
If battery power was utilized for engine start
complete the Power On checks prior to . Rudder pedals-Check for more than 25
proceeding to the next checklist. degrees of rudder in each direction.
e. Damper switches (3)-DAMPER.
f. Damper reset button--Momentarily de-
AFTER ENGINE START. pressed. (If necessary)
Check that the pitch, roll and yaw damper
After Engine Start checklists may be accomplished caution lamps go out.
simultaneously. g. Trim-Checked. (Optional)
Move auxiliary pitch trim switch to OFF,
PILOT. actuate stick trim button toNOSE DOWN
and NOSE UP and check for no movement
1. TFR mode selector knobs (2)-STBY. of stabilizers. Move auxiliary pitch trim
2-58
T.O. lF-11 l(B)A-1 Section II
Normal Procedures
switch to NOSE DN, then NOSE UP; * Both horizontal stabilizers may drift together
check control surfaces travel in response in pitch.
to switch positions. Move auxiliar:y pitch 12. Surface motion and light test-Complete.
trim switch to STICK and check trim but- * Stability augmentation test switch-SURFACE
ton NOSE DOWN, NOSE UP, RWD, MOTION & LIGHTS and hold until next step
LWD, and rudder trim left and tight, is completed.
check control surfaces give proper re-
sponse to trim inputs. Leave control sor-
faces out of center for subsequent check of
takeoff trim system. CAUTION
IIY.IIl
8. Flaps/slats-Retracted.
Do not initiate the next step unless the hori-
zontal stabilizers are more than 8 degrees
Note trailing edge up, If necesary, place the auto
TF switch to OFF and repeat Series Trim
When the control system switch is in N0R.M
checks.
and the slats are retracted, a small oscillation
may occur in the horizontal stabilizers which
will be transmitted through the airframe. * Flight control mater test button-Depress and
This condition is normal and will disappear hold for the following checks:
when the slats are enended. * Rudder initially drives right then returns to
ne11tral.
9. Series trim--Check. * Left horizontal stabilizer drives to near zero
* Takeoff trim-Set. degrees.
* Trim nose up for one second. * Right horizontal stabilizer drives to approxi-
mately IO degrees down.
* Wait for tbc horizontal stabilizers to stop driv-
ing at more than 8 degrees trailing edge up be- * Pitch, roll and yaw damper, channel, and
fore completing the next step. pitch and roll gain changer caution lamps
light (8).
10. Auto TF switch-AUTO TF.
The control stick shall drive slightly forward, * Flight control master test button-Release.
the TF fly up off caution lamp shall light and * Rudder initially drives left then returns to
the reference not engaged lamp shall. light. lletIal.
These checks are valid whether TF is opera- * Both horizontal stabilizers may drift together
tional or not. in pitch.
Note
CAUTION
iIIxx3 If all the lamps do not light, cycle the control
Do not initiate the next step unless both sta- system switch to T.O. & LAND and return to
bilizers indicate more than 8 degrees trailing NORM, then repeat the Surface Motion and
edge up. If necessary, place the auto TF switch Light Test checks. If al1 lamps still do not
to OFF and repeat Series Trim checks. light, a malfunction is indicated and correc-
tion will he requited before flight.
11. Surface motion test--Complete.

* Stability augmentation test Switch-SURFACE 13. Damper reset button-Depress momentarily.
MOTION and hold until next step is corn- 14. Auto TF switch-OFF.
pleted. 15. All caution lamps-Out.
* Flight control master test button-Depress and 16. Flap/slat handle-Set for takeoff.
hold for the following checks: Spoiler monitor test-Checked.
17.
* Rudder moves to right, then to the left. * Flight control master test button--Depress and
. Left horizontal stabilizer drives to near zero hold.
degrees. * Spoiler test switch-OUTBD and hold until:
* Right horizontal stabilizer drives to approxi- * Outboard spoilers momentarily extend, then
mately IO degrees down. retract.
* Control system caution lamps do not light. * Spoiler caution lamp lights.
. Flight control master test button-Release. * Spoiler reset button-Depress.
* Rudder returns to neutral. Check spoiler lamp out.
Z-59
Section II T.O. 1 F-l 11 (S)A-1
Normal Procedures
* Spoiler test switch-INBD and hold until: Check that the roll and pitch autopilot/
* Inboard spoilers momentarily extend, then damper switches go to DAMPER and that
retract. the altitude/math hold and constant track/
* Spoiler caution lamp lights. heading nav selector switches go to OFF.
22. Radar altimeter--Checked,
* Flight control master test button-.-Release.
Depress and hold radar altimeter control
. Spoiler reset button-Depress. knob, check for a indication of 95 (~~12)
Check spoiler caution lamp out. feet prior to T.O. lF-111-996 or 300 (-t15)
18. Ground roll spoilersithrottles-Check. feet after T.O. 1F.Ill.996 and that radar al-
* Ground roll spoiler switch-BRAKE. titude low lamp goes out. Select another chan-
Check all spoilers extend. nel and repeat test.
23. IX&As desired.
* Left throttle-Advance slightly, then IDLE.
2/t. Takeoff trim-Set, confirmed. (GO)
Check all spoilers retract, then extend.
25. TFR operational check: (Prior to T.O. lF-lll-
* Right throttle-Advance slightly, then IDLE. 996) I
Check all spoilers retract, then extend.
* Ground roll spoiler switch-OFF.
Check all spoilers retract.
19. UHF, TACAN and ILS radios-Checked.
Ohtain altimeter setting and runway temper-
ature from tower. Do not transmit with the TFR if personnel
20. EPR/nozzle--Checked, set. or equipment are within the dangerous radar
emission area. See figure 2-2.
21. Autopilot--Checked.
* Prior to T.O. IF-lll(B)A-593:
* Pitch and roll autopilot/damper switches- Note
AUTOPILOT. Control stick motion may c- 0 If time prohibits pilot accomplishing this
cur. check on the ground, both crew members
* Control stick steering-Checked. must accomplish inflight prior to TF pera-
Move control stick and check that reference tion.
not engaged caution lamp lights. Lamp will
0 This check must be accomplished on the
go out when stick is returned to neutral.
ground or above low altitude radar altimeter
* Altitude hold and constant track switches range (5000 feet absolute) to obtain proper
Engaged. light indications.
Reference not engaged caution lamp lights.
* Reference engage button-Depressed. 0 When switching channels, or changing clear-
Reference not engaged caution lamp goes ance plane settings, a momentary TF fail and
out. fly-up maneuver may occur. Prior to T.O. lF-
lll(B)A-593, the autopilot release lever can
* Move stick, then release.
be held depressed to prevent the fly-up ma.
Reference not engaged caution lamp lights.
neuver from occurring. After T.O. lF-Ill(B)
* Reference engage button-Depressed. A-593, the autopilot release/pitch control
Reference not engaged caution lamp goes stick steering lever can be held depressed to
Of. the first detent to prevent the fly-up maneu-
* Autopilot release lever-Depressed. ver from occurring.
Check that the roll and pitch autopilot/
damper switches go to DAMPER and that l The flight vector caution lamp will be on u-
the altitude/math hold and constant track/ til the INS is partially aligned.
heading nav selector switches go to OFF.
. After T.O. lF-lll(B)A-593: a. Antenna cage pushbutton indicator lamp
* Pitch and roll autopilot/damper switches - Out.
AUTOPILOT. Control stick motion may oc- b. TF, SIT and GM mode check-Complete.
cur.
* Altitude hold and constant track switches- NOit?
Engaged. If, on the ground, the TF warning lamps stay
The autopilot captures the reference alti- lighted, check angle-of-attack indicator. If the
tude and track. reading is not in the range of plus 2 to plus 6
* Autopilot release/PC% lever-Depressed to degrees, moving probe into this range will
second detent. put the lamps out.
2-60 Change 1
1.0. 1 F-l 11 (g)A-1 Section II
Normal Procedures
(1) TFR channels mode selector knobs--L (9) SIT and GM check--Checked.
TF, R SIT. Rotate range selector knob from E to
(a) Channel fail caution lamp-Lighted. 5, checking for following indications:
The Channel Fail Caution Lamp In 15 mile position, scope should show
of the channel in TF should be 15 mile range with three cursors even-
ON, and the lamp of the channel ly spaced. Check 10 and 5 for proper
in SIT should be OFF. range and live evenly spaced range
(b) Reference or ATF not engaged can- cursors. Switch to GM and check an-
tion lamp (as applicable)-Lighted. tenna tilt in 5 NM range. Return
(c) TF fly-up off caution lamp- selector knob to E and check range
Lighted. cursors in GM 5, 10, and I5 as above.
(d) TF fail warning lamp-Lighted. c. TFR channel mode selector knobs-STBY.
(2) ISC pitch steering mode switch-TF. d. Radar altimeter channel selector switch-
The IX most be in a mode other than Opposite channel.
ILS, AILA, or TKR RV. e. Repeat TF, SIT, and GM mode check with
(3) ADI/ODS pirch steering barsFull up. TFR and radar altimeter channels reversed.
(4) Radar altimaer bypass switch--BY- 25A. TFR Operational Check: (Afrer T.O. lF-lll-
PASS. 996)
If check is performed on the ground
the switch must be held in the bypass
position.
(a) Check TFR channel
lampsOut.
(b) Check TF fail warning
(c) TF fly-u~p off caution
fail caution
lamp--Out.
lamp--Out. Do not transmit
I with the TFR if personnel
(d) Reference not engaged caution or equipment are within the dangerous radar
lamp-Lighted. emission area. See figure 2-2.
(e) ADI/ODS pitch steering bars -
Dive.
(5) Radar alrimerer bypass switch-R~elease Note
to NORMAL. (Ground check only) . If time prohibits pilot accomplishing this
Any time the aircraft is below 5000 check on the ground, both crew members
with radar altimeter operating, this must accomplish TFR Inflight Operational
switch will automatically release f Check, Section IV prior to TF operation.
normal.
. This check must be accomplished on the
(6) E scopcchecked.
Adjust the: confrasf control until a ground to obtain proper lamp indications.
thin vertical line along the right side . When switching channels or changing clear-
of the E scan is discernible. Adjust the ance plane settings, a momentary TF fail may
memory cmtrol knob so rhe sweep is occur.
repainted just prior to the fade point.
Set the video knob to mid-poin.t (ad- . The flight vector caution lamp will be lighted
just the optimum target display when until the INS is partially aligned.
at low alrirude).
(7) Self-test p&c-Checked. a. Antenna cage pushbutton indicator lamp -
Check for the presence of a test pulse. OUt.
(8) Zero command line-Check. b. TF, SIT, and GM mode check--Complete.
(a) Ride cootrol knobchecked.
Rotate thru each position. ,Check
the zero command line position Note
for proper movement and a
l If, on the ground, the TF warning lamps stay
smooth curve for the three ride
lighted, check angle-of-attack indicator. If the
settings.
reading is nor in the range of plus 2 to plus 6
(b) Terrain clearance knob--Checked.
degrees, moving probe into this range will
Rotate thru each position. Check
put the lamps out.
the zero command line position
for proper movement and a . After T.O. lF-lll(B)A-651, rhe velocity cau-
smooth cllrve for all clearance tion lamp will be lighted during ground
settings. checks.
Change 1 2-60A
Section II 1.0. lF-I 1 l(B)/\-1
Normal Procedures
(1) Terrain clearance knowet 300 feet. (4) ISC pitch steering made switch-TF.
(2) Radar altimeter index pointer-Set 100 (5) Radar altimeter control knob -Depress
feet. and hold.
(3) TFR channel mode selector knobs -L (a) Radar altimeter-300 (&15) feet.
TF, R SIT.
(b) Radar altitude low warning lamp--
(a) Channel fail caution lamp-Lighted. Out. I ,.,.
The channel fail caution lamp of
(c) TF failure warning lamp--Out.
the channel in TF should be
lighted, and the lamp of the chan- (d) TFR channel fail caution lamps-
nel in SIT should be out. Out.
(b) Reference or ATF not engaged cau- (e) TF fly-up off caution lam&+-Our.
tion lamp (as applicable)-Lighted. (6) Radar altimeter bypass switch - BY-
(c) TF fly-up off caution lamplighted. PASS and hold.
(d) TF fail warning lamp-lighted. (a) TF failure warning lamplighted.
(e) Radar altitude low warning lamp- (b) Radar altitude low warning lamp-
Lighted. Lighted.
2-608 Change 1
1.0. 1 F-l 11 (WA-1 Section II
Normal Procedures
(c) TFR channel fail caution lamps- (13) SIT and GM check-Checked.
Lighted. Rotate the range selector knob from
(d) TF fly-up off caution lamp-Out. E to 5, checking for following indi-
cations: In 15 mile position, scope
(e) Pitch steering bar and aural com-
should show 15 mile range with three
mand will indicate a maximum climb
cursors evenly spaced. Check 10 and
command.
5 for proper range and 5 evenly spaced
range cursors. Switch to GM and
Note check for antenna tilt in 5 NM range.
The pitch steering bar and aural command Return range selector knob to E and
may be indicating a climb command due to check range and cursors in GM 5, 10,
the presence of forward video. However, rhe and 15 as above.
induced fail condition of this test will pro- c. TFR channel mode selector knobs-STBY.
vide a maximum climb indication for both
d. Radar altimeter channel selector switch-
the manual and aural command devices.
Opposite channel.
e. Repeat TF, SIT. and GM mode check with
(7) Radar altimeter bypass switch-Release TFR and radar altimeter channels reversed.
to NORMAL.
26. Pitot heat--Checked (GO), then OFF/SEC.
(a) TF failure warning lamp-Out. Turn pita/probe heater switch to HEAT and
(b) Radar altitude low warning lamp- have ground crewman check probes for op-
Out. eration.
(cl TFR channel fail caution lamps-
0C
(8) Terrain clearance knob--Set 400 feet.
pii-
(a) TF failure warning lamplighred.
Lighted. Do not place pitotlprobe heater switch to
(c) TFR channel fail caution iamp- HEAT unril ground crewman is ready to
Lighted, for channel in TF mode. check the pitot probes, otherwise overheating
(d) Pitch steering bar and aural com- may result with possible injury to ground
mand will indicate a maximum climb
CreWtll*.
command.
(9) Radar altimeter control knob--Release
(10) E scope--Checked. NAVIGATOR.
Adjust the contrast control until a thin
This checklist may be accomplished any time power
vertical line along the right side of the
E scan is discernible. Adjust the mem- and air conditioning are available.
ory control knob so the sweep is re- 1. Function select kno&GND ALIGN.
painted just prior ro the fade point. Check that the INS hear lamp lights im-
Set the video knob to midpoint (ad- mediately after entering ground align mode.
just for optimum target display when The align lamp should light within 90 sec-
at low altitude). onds after going ro the ground align mode.
(11) Self-test pulse--Checked. Alignment is complete when the align lamp
Check for the presence of a test pulse. mwts flashing.
(12) Zero command line--Check.
(a) Ride cor~trol kno&Checked.
Note
Rotate thru each position. Check
the zero command line position If only one computer and the INS are pow.
for proper movement and a wed up simultaneously, the computer will
smooth curve for the rhree ride
halt.
settings.
(b) Terrain clearance knob--Checked.
Rotate thru each position. Check 2. RHAW Power/audio control knob-Midpoint.
the zero command line position 3. Radar function knob-STBY.
for proper tno~ement :and a
smooth curve for all clearance set- 4. Data entry:
tings. a. Data switch-ENTRY.
Change 1 2-61
Section II 1.0. IF-III(B)A-I
Normal Procedures
b. Data number-Enter 00. b. Sensitivity knob-As desired.

c. Latitude/longitude-Enter to nearest .Ol. c. Memory control knob-As desired.
d. Magnetic variation-Enter to neatest .I. Normally fully counterclockwise.
d. Brightness/Reticle intensity knob-As de-
sired.
Note 11. Attack radar-ON, tuned.
Data cannot be entered into the computers Tune the radar for proper scope sweep,
if the ALT CAL pushbutton was depressed cursots, and range marks. The radar function
when the DCC was powered up. knob will be placed to XMIT only during
alert aircraft acceptance.
5. INS reset button-Depress momentarily.

If the align lamp is lighted, it will go out for
one second after the INS reset button has been 1 WARNING 1
depressed.
6. Doppler radar pushbutton-Depressed, light on.
Do not place radar function knob to trans-
7. Astrocompass pushbutton-Depressed, light on.
mit if personnel or equipment are within the
8. Astrocompass: dangerous radar emission areit. See figure 2.2.
a. GHA of Aries-Enter to nearest 41.
Depress (ENT) pushbutton at the time of
12. Mode selector knob-GND AUTO.
selected GHA.
13. IFF-STBY and set.
b. Star altitude error/heeding difference dis-
play-Checked. 14. IRRS function selector kno&STBY.
Chet-k that the star altitude error/heading 15. Sequence number verification -Accomplished
difference display is lighted and the astro as desired.
con~pmr is searching. 16. Weapon location and identification verification
-Accomplished az desired.
17. Recording camera--Checked.
Note Place the photo mode selector switch in AUTO
Any momentary power interruption such as and check for proper operation, then place
switching from external to aircraft power the switch to OFF. (Use of narrow sector will
necessitates reentering GHA or Aries. If the decrease the time required to complete check.)
stat lost lamp is lighted when GHA of Aria
is reentered, depress the star advance pushbut-
ton after GHA of Aries reentry. BEFORE TAXIING. (NAV READS)
B 1. Altimeters-Set
9. Horizontal situation display (HSD) data entry:
(If applicable)
a. Data switch-ENTKY.
b. Address select switch-Data number. (201.
250)
c. Sequence number set wheels--Set to 00.
d. Address select switch-LAT. Do not push in on standby altimeter set knob
Fnter reference latitude. when setting barometric pressure as disen-
e. Address select switch-LONG. gagement of the gear train between the indi-
Enter reference longitude. cating pointers and the barometric scale may
f. Address select switch-ELEV/RMAP. occur, resulting in erroneous altimeter read-
Enter map radius (inches). ings. Observe that the pointers and barometric
g. Sequence number set wheels-Set to 01. scale move simultaneously with set knob ro-
tation.
h. Address select switch-LAT for Lambert
Conformal or LONti for Mercator.
i. Data entry pushbuttons-Enter central LAT B2. Ejection handle and center beam safety pins-
or LONG. Remove, display to ground crew, and stow.
10. RHAW systemxhecked. 3. Weapons bay doors:
a. Power/audio control knob-As desired. a. Weapons bay doors-Clear. (GO)
2-62
T.O. 1 F-l I l(B)A-1 Section II
Normal Procedures
b. Weapons bay door control switch-CLOSE. 4. Brakes-Checked.

E. Report weapoo bay doors closed--Con- Depress brake pedals and check for proper
firmed. (GO) braking.
4. Air refueling receptacle - Confirmed closed. 5. Flight instrumentsChecked.
(GO) Check the flight instruments for proper oper-
ation during taxi.
5. Remove ground wire, interphone and chocks-
Removing ground wire, interphone, and c:hocks,
taxi on my signal. (GO) TAXIING WITH WINGS AFT OF 26 DEGREES.
N 6. Nav mode select pushbuttons-Check I s&c&. 1. Flap/slat handle-UP.
N 7. Function select knotr-NAV. 2. Wing sweep handle lockout controls--Checked.
prior to obtaining a flashing align lamp can
result in reduced INS accuracy.
CAUTION
8. Ready to taxi. (GO) iIIxI!
Pilot will signal with steady taxi light for If fixed stores or multiple weapon racks are
ground observers co clear aircraft for taxiing. being carried, place the appropriate lockout
Flashing taxi light will notify crew chief to control to ON to prevent sweeping stores in-
re-establish interphone communication. to the fuselage and/or to prevent store-to-
store Contact.
3. Wing sweep handle-As required.

For normal training missions proceed with
Taxiing checklist. If aircraft is to be placed
on alert proceed with Cocking checklist.
lIIzz2
CAUTION
At light gross weights or with external stores,

TAXIING. (NAV READS) sweeping the wings full aft may establish an
aft center of gravity condition, resulting in
full nose strut extension and free catering
NOi=2 of the nose wheel.
For Turning Radius during taxi opera-
tions, see fignre 2-3. 4. Nose strut extension-Checked. (GO)
5. Rudder authority switch--FULL. (Confirm)
6. Perform the stei s under Taxiing with Wings
1 TAXIING WITH WINGS AT 16-26 DEGREES. ar 16.26 Degrees, this ser~inn.
-._._-..
1. *n - aoccmou c*he - ok, #oAti
-J3-4 l&Auxiliary/parking brake handle-In. AU&A
I~---
2. Nose wheel steering--Engaged BEFORE TAKEOFF. (NAV READS)

Check that the n&e wheel steering indicator
lamp is on. Check engagement of nose wheel 1. Wings, flaps, and slats--Set for takeoff.
steering by slight movement of rudder pedals. Check for surface position indicator for se-
lected wing, flap, and slat settings.
2. Ground roll spoiler switch-BRAKE.
Note
Full nose wheel steering will not be available 4. Anti-skid switch-ON, caution lamp out.
when slats are retracted and the flight control 5. Control system switch-NORM.
switch is in NORM. If full rudder authority
is desired, place the rudder authority swirch 6. Rudder authority switch-AUTO. I
to FULL. Use of the T.O. & LAND positi,on 7. Takeoff trim--Checked.
is nor recommended. If turn radius is a-
ceedcd, range switch will automatically dis-
engage controlled steering from rudder pedals
and NWS/AR lamp ,wiIl go out.
A malfunction is indicated if the takeoff trim

3. Hydraulic pressure--Checked. indicator lamp does not light immediately
Check for 2950 to 3250 psi indication, after takeoff trim button is depressed.
263
Normal Procedures
8. Engine/inlet and anti-icing switch-AUTO.

B 9. Fuel quantity and fuel distriborion-Checked.
Prior fo placing the ground jettison switch to

ARM, insure that immediate area is clear of
N I I.Automatic sequencing-Initiated.
personnel, other aircraft and equipment.
* Sequence number set wheels-First destination.
* Destination pushbutton-Depress.
B 26. Lower helmet visor-As practical.
* Sequence number select pushbutton-Depress.
6 12. Flight instruments and radios--Set for takeoff.
Command math, airspeed, and altitude digital Note
readouts should be set fo meaningful values
Whenever practical the flight crew shall
that are coordinated and understood by both
lower helmet visors for protection against
crew members.
birds strikes which might cause windshield
failure when flying at low levels.
TAKEOFF.
Do not take ofi if the airspeed math indicator

reads greater than math 0.42. An erroneous CAUTION
D
CADC output can result in improper math
trim functions of the engine fuel control Failure of the engine nozzle to close when
unit causing a significant reduction in engine throttle is advanced to slightly above IDLE
thrust (as much as 40 percent) on both en. or nozzle failure in the open position will
gines, when the landing gear handle is placed result in engine overspeed if throttle is ad-
CO UP after takeoff. In the event of a sudden vanced to II higher power setting.
thrust reduction when the landing gear han-
dle is placed to UP, with an accompanying I. ThrottlesMIL.
abnormal math indication, recover normal
2. Brakes-Release.
thrust by returning the landing gear handle
fo DN and land as soon as practicable. 3. Throttles-MAX AB.
4. Engine instruments-Checked.
N 13. Altitude calibration-Complete. (If desired)

B 14. Canopy hatches -Closed and latched, unlock NORMAL TAKEOFF.
warning lamp out.
Normal takeoffs will be accomplished with wings posi-
6 15. Canopy latch handle lock tab-Flush. tioned at 16 degrees and 25 degrees flaps. The recom-
Snap the spring-loaded latch handle lock tab mended flap setting provides an optimum wade off
into the locked (Hush) position and pull on between single engine rate of climb at takeoff speed
the latch handle to check that it is locked. and ground roll. It is recommended that maximum
B 16. Warning and caution lamps-Checked. afterburner thrust be used for all normal takeoffs.
Asymmetric afterburner operation presents no direc-
Check that all warning lamps are oat and that
tional control problem and an easily be controlled
caution lamps me compatible with mission.
with nose wheel steering or rudder as required. Take-
N 17. Radar transponder-As required. offs may he made from a standing or rolling sfxt.
B 18. Oxygen-As reqoired. 1. For standing start takeoffs, hold the brakes and ad-
B 19. Takeoff data-Checked. vance rhrottles to MIL. When engines are stabilized
20. Nuclear at MIL, release brakes and smoothly advance throt-
caution lamp--Out.
tle to MAX AB power. The engine instruments
N 21. IFF master control kookAs required. check should be made as soan as possible after
22. Pirot/probe heater switch-HEAT. reaching full maximum afterburner power.
N 23. Radar function knob--As desired. 2. For rolling start takeoffs, the takeoff check should
be starred as the aircraft becomes aligned with the
24. External stores jettison A and jettison B circuit
runway. The engine instrument check should be
breakersset.
made as soon as possible after reaching full mnxi-
25. Ground jettison switch-ARM. mum AB power.
2-44
1.0. lF-I 1 l(LVA-1 Section II
Normal Procedures
Nose wheel steering should he used during the takeoff 0 If obstacle clearance is required, aircraft pitch
roll and should he disengaged at 80 knots (rudder attitude should be increased after takeoff co
becomes effective at 50 co 70 knots), since rud<.ier dis- 15 degrees (not co exceed 13 degrees angle-of-
placement necessary for directional steering may be attack). Do not retract flaps or slats until
excessive for nose wheel steering. The aircraft instro- the obstacle has been cleared, pitch attitude
mencs must be monitored closely co assure normal air- reduced, and angle-of-attack is within recom-
craft performance and operation. Particular attention mended limits.
must be paid co the nozzle position and EPR indicators
CO assure thrust requirements are at acceptablu levels.
Crosscheck airspeed indicators for proper operation. Immediately after nose wheel lift off, a forward stick
Decision (Sl) speed is used as the decision point for motion may he required co arrest the rotation of the
either aborting or continuing the takeoff. The takeoff aircraft, ;and the stick shoold he adjusted co maintain
will be continued if aircraft operation is ,normal: 10 degrees of pitch attitude for aircraft lift off. Land-
otherwise the takeoff will he aborted. (Refer to T.0. ing gear retraction should he initiated when safely
IF-11 I(BI-I for takeoff date computacions.~ At 15 airborw After lift off, maintain this attitude constant
knots below takeoff speed initiate back stick pressure and as the aircraft accelerates retract the Haps/slats
co achieve a rotation race that will result in a takeoff incrementally at a race which will result in an angle-
attitude at the recommended takeoff speed. Rotate the of-attack not to exceed IO degrees. During heavy gross
aircraft smoothly co takeoff attitude nod avoid abrupt weight takeoff <:onditions (above 90,000 pounds) it wiii
stick inputs (especially at light gross weights) that be necessary co olaintaio angle-of-attack between X xnd
would result in rapid strut, extension of the main iand- 10 degrees IO avoid exceeding the flap limit spee<l
ing gear at liftoff.
(,,.,.,
CAUTION
iII.zzl
Abrupt stick inputs co rotate the aircraft will . Excessive angle-of-attack may result from re-
produce rapid rotation and liftoff, and may tracting flaps.
cause excessive loads to be applied co the main . Maneuvering flight at angles-of-attack greater
landing gear ~tr~~c~wz. possibly resulting in than 10 degrees should he avoided.
damage to the gear.
For typical takeoff, see figure 2-4. Refer co the Per-

Adequate longitudinal control may be available co lift formance Appendix for takeoff data.
the nose wheel from the runway at lower speeds but it
is recommended that thi,s not be done since it will
lengthen the takeoff distance slightly due co increased CAUTION
drag. rz
Failure co arrest rapid rotation races generated
at nose wheel lift off can result in aircraft tail
NOte bumper and/or engine tail feathers concact-
ing the runway.
. Rotational characteristics of the aircraft will
vary with gross weight, center-of-gravity posi-
tion and external scores loading. Certain c<:m~- CROSSWIND TAKEOFF.
binations (light gross weight and/or aft
center-of-gravity location) will result in a Under crosswind conditrons, the aircraft tends co
fairly rapid rotation when aft stick force is weather-vane into the wind. The weather-vaning ten-
applied. With a heavy aircraft and/or a for- dency can he easily controlled with nose wheel steering
ward center-of-gravity location, immediate ro- until the rudder becomes effective. As forward speed
tarion may not occur with zfc stick movement increases, the weather-vaning tendency decreases. AC
and B much slower rate of rotation may be speeds above approximately 50 knots rudder effective-
experienced. In some cases, takeoff attitude ness will norlally he suRicient to maintain directional
may nor he achieved until takeoff speed is control. Use of roll control wili aid directionnl control
reached. Therefore, takeofT should not be and keep the wings level. Cue should be exex -:<I.
aborted due co failure co rotate until takeoff however, to prevent inducing an excessive wing-low
speed is attained. attitude af lift.off.
I
2-65
Section II T.O. lF-111 (B)A-1
Normal Procedures
Note . If aircraft staru to roll off white retracting

the flaps immediately rerun the flap/slat han-
Application of roll control may delay rotation dle to o:iginat position and make no further
due to a slight reduction in available pitch attempts to operate the flaps. Sulficient lateral
control. control may not be available co co~lnter a
asymmetrical flight condition. Refer I the
appropriate procedure under Landing With
After the aircraft teavcs the ground. ir should be Flap And Slat Malfunctions. Section III.
crabbed into the wind, wings level, to maintain run-
way alignment. Refer to Cxrsswind Takeoff and Land-
ing Limits, Section V.
h. Stats-UP, and verified.
Retract stats after verifying flaps are full
up. Check that slat/aux flap indicator dis-
AFTER TAKEOFF/CLIMB. (NAV READS) plays UP.
The ) items will be accwnplished when climbing f

of tow level routes. Note
1. Landing gear handle-UP.
When rhe aircraft is definitely airborne, re- . The rudder authority caution Inmp will tight
trnct thr: landing gear. Check that :he landing momentarily while slars are in transit.
gear position indicator lamps and the warn- . Maintain 1 g until slats/flaps are fully re-
ing lamp in the landing gear handle g out. tracted.
The landing gear and landing gear doors
should be up and locked before reaching 2%
KIAS. ) 3. Wing sweep handle-As required.
If the slat/aux Rap indicator displays cross-

If it is ecessary ro depress the landing gear hatch, do nor sweep the wings without other
handle lock release hurr,x, c move the handle verification that the flaps are up.
to the UP position, the crew member should
suspect a malfunction (rf rhe landing gear
ground safety switch. In this eveac the spoil-
) 4. Auto TF switch-OFF.
ers will remain armed even with the Ixnding
gear rcrractrd and the ground roll spoiler + 5. lhrnttles--As required.
switch should hc placed t OFF. For military power climb reduce throttles to
MIL when climb speed is attained.
6. Ground jettison swin:h-.-OFF, guard down.
Note
)B 7. Engine instruments---Checked.
The fuel tank pressurization caution tamp
)B 8. Fuel quantity indicators--Checked.
may light when the landing gear handle iq
Check the fuel quantity indicators for normal
moved to the UP p&&n and remain lighted
fuc! usage.
until the tank:; are pressurized.
)N 9. TFR mode s&ctr knobs (2)-SiBY.
N IO. Nav mrxles-Selected.
2, Flap/slat handle:
Select desired NAV modes.
a. Flaps--Retract flaps incrementally ai a ratc
which wilt result in an angle-of-attack not ) B11. Oxygen and cabin altitude--Checked.
to exceed IO degrees. N 12. Photo mode selector switch-AUTO.
*Bl 3. Altimeters-Reset.
piGi-
CLIMB.
. Excessive angle-of-attack may result from re- The recommended ~:timh speed, as shown in Appendix
tracting Haps too rapidly. I, should he fottowcd.
2-66
T.O. 1 F-l 11 MA-1 Section II
Normal Procedures
LEVEL OFF. BEFORE DESCENT. (NAV READS)
B 1. Station check-Completed.
Note
2. IX-As desired.
N 3. HF radio-SSB. The nitviyator will monitor aircraft altitude,
N .f. airspeed, angle-of-artack, configuration, and
IRRS function selectnr-As desired.
position during lxneuation, approach, and
N 5. liCM mode selectors (3)--K%. (If installed) missed ;~pprmch. Reference will be made fo
N 6. RHAW power/audio control knob-As desired. the applicable FLIP cbarr to ascermin that the
7. Radar alrimerer--Set *o 5000 feet. aircraft is following the established pattern.
The pilot will be notified of any significant
deviation irc)rn rhr desired parameters, pene-
tration, approach or missed approach pattern.
Do not open rhu weapon bay doors in flight B 1. Penrtrerion and approach pmcedures--(:hecked.
if a flight data recorder is installed (as indi-
a. Letdown plate--Reviewed.
cated in the Form 781).
h. Altitude calls-Kcviewed.
The navigator will announce the altitude
Note when passing li,OOO, 10,000, and 5,ooO
feet MSI.. He will also notify the pilot
Refer co crew duties, Section IV. for in flight 1,000 feet above initial level off and when
procedures. approaching the ~DH/MDA. Both crew
members will crosscheck altimeters during
dcscrnc.
CRUISE. 2. Kadar altimeter-Set.
Set rhc radar altimeter to the ahsolure altitude
After transfer of all external, w,eaPon bay, and wing that corresponds fo the DH/MDA.
tank fuel, check fuselage fuel quantity indicators for 6 3. Fuel panel and quantity--Checked.
normal disrriburion and usage. Forward ancI aft to- Check fuselage fuel indicator totals against co-
gether should equal toralizer, ( + 10001 pOds. talizer reading (i 1000) pounds. If engine
feed is in AUTO. verify normal distribution.
If aft tank is empty (pump lamps !ighted)
swircb LO FWD.
N 4. Landing data--Checked.
Compure approach speed and stopping dis-
fance for initial landing/approach weight and
Failure of either f<rrw;ird or aft indicaror configuration. If runway conditions remain
pointers will cause kmproper fonvard and aft the same, only approach speed need he com-
tank fuel distribution if engine feed itr in puted for subsequent approaches and landing.
AUTO. Do not remain in AlJTO. Fuel dis- If desired, compute wing sweep for landing
tribution must he controlled manually to from Wing Sweep for Landing chart.
maintain cg within safe limits. A redumlant 5. Wing sweep handle and lockout controlsSet
fuel distriburion monitoring system is in- 26 degrees, ON.
cluded to provide aft center-of-gravity m,oni- Check wing position indicator to assure wings
toring in any mode of engine feed. R,efer moved to position selected.
to Abnormztl Fuel Uistriburion/lndicati~,n, 6. Cabin air distribution control lever-As re-
Section 111. quired.
7. Anti-skid switch-ON, caution lamp oaf.
Refer co Appendix I for cruise operating data. Refer B 8. Oxygen-As required.
to Section I for fuel system operation.
9. lSC/HSI course XI knob---As required.
IO. Ground roll spoiler switch-As required.
AIR REFUELING. Bll. AltimetersSet.
12. Damper switches (3)~DAMPER.
Rtvfer co I.<). i IC- I for general air refueling proce-
N 13. TFK mode selector knohsSTBY.
dures and 10 I,(). I-IC-!-21 for specific air refueling
procedures for i.i::r ail-wift. N l.<. RHAW system Power/audio knob-.-OFF.
2-67
Section II T.O. lF-1 ll(B)A-1
Normal Procedures
N Ii. CMDS-Checked, SAFE and OFF. I. Speed brake switch-IN.

N 16. ECM control knohs (3)-OFF. 2. Wing Sweep-Set for landing and checked.
N 17. IRRS function selector knob-OFF. Use one of the following procedures to deter-
mine wing sweep for landing.
Note a. Elevator check-Complete.
The elewror check may he performed ac
Accomplish items 18 rhru 21 if bombs are math 0.70 or below and below 20,ooO feet
aboard the aircraft. MSL in level flight with 26 degrees wing
sweep and speed brake retracted. If the
elevator trailing edge deflection is between
N 18. Bay door control circuit breaker-Out.
2 degrees trailing edge up and I degree
N 19. Stores control panel: trailing edge down, 26 degrees sweep
a. Release enable switch--INHIBIT. should he used for landing. If the elevator
I
h. Master switch--OFF. trailing edge deflection is greater than 2
c. Delivery mode knoLOFF. degrees trailing edge up, the wing should
be swcpr forward until an elevaror posi-
d. Selector mode knol-OFF.
tion of 0 degrees or 16 degrees wing sweep
20. Nuclear consenr switch--OFF, guard down. (As
is reached. lhis wing swveep should he
applicable) used for landing. For trailing edge dcflec-
21. Dangerous cargo radio call-Accomplished. tions grez~cer than I degree trailing edge
down. refer to Landing With Abnormal
Note Fuel Distribution, Section III.
b. Wing sweep from chart-Determined,
Accomplish items N22 through N3O for all
Determine wing sweep for landing by re-
AILA/Monitorcd Approaches.
ferring to the Wing Sweep for Landing
chart (if not previously determined).
N 22. Function Select Knob-NAV.
N 23. Select sequence point pushbutron-DEST. N0ie
N 24. Fix mode selector knob-DEST.
. The wings must be at 26 degrees or less fo
N 25. Present position correction switch-IN.
allow Aap/slnt extension.
N 26. Glide angle-Set to nearest 0.1 degree.
N 27. ODS mode selector knob-CMD. (If required) . Prior to slat/flap extension. maintain an air-
N 28. Aiming reticle cage lever-Uncage, (If required) speed (250.3OC KIAS) compatible with air-
craft configuration and gross wcighr to insure
N 21. Altitude calihr;!tion-Completed.
that IO degrees angle-of-attack is not exceeded
Perform a low altitude calibration over the
during maneuvering llighr conditions or dur-
runway of intended landing if possible. If the
ing aircraft configuration changes.
cursors were repositioned to the end of the
runway/offset and present position was not
updated, when exiting the altitude calibration 3. Landing gear handle-DN.
mode the cursors will jump the amount of Extend the landing gear after airspeed is
present position error, and must be reposi- below 295 KIAS. Check chat warning light in
tioned to the runway/offset. landing gear handle is out and landing gear
position indicator lights are lighted.
N 30. Attack radar cursors-Positioned.
Place the cursors as precisely as possible on
the desired touchdown point or OAP. Prior
to selecting AILA, on the ISC, if the cttrsors
are repositioned to rhe end of the runway/off-
set and prexnr position is not updated, the
cursors will jump the amount of present po- . After landing pe;u erccnsion, selecrion of
sition error when AILA is selected on the ISC, slats/flaps during decelerating flight should
and must be repositioned to the runway/off- nor be delayed, and extension of slats should
ser. be accomplished while gear is in the extend
BEFORE LANDING. (NAV READS) drag rise as airspeed decreases without slats
and flaps extended. This may result in a rapid
NOtI increase in nnglc-of-attack which the pilot
may not he able to arrest before critical angle-
See figure 2-5 for Final Approach Airspeeds. of-attack limits are exceeded.
2-68
1.0. IF-lllfSlA-I . Section II
Normal Procedures
. Under landing conditions wherein airspeed 5. Flaps-Down and verified:

may be above the gear warning horn setting, a. Flaps--Down to 15 degrees.
160 (112) KIAS, exercise caution to insure
the landing gear is down and locked.
Note (,,.,.,
The pitch and roll gain changer caution

lamps will light when the gear is extended If aircraft sfarfv to roll off after the slat/Hap
and will remain lighted until the slats are handle is placed co the 15 degree position,
extended to approximately 70 percent. sufficient lateral control is available to count-
er an asymmetrical flight condition. Refer
to Flap/Slat Malfuncrion, Section III.
4. Slats-Extend. (240 KIAS minimum)
Extend the slats while the gear is in the extend
cycle by posirioning the flap/slat handle to the
b. Flaps-Full down.
slat gate and make positive verificatioo of slat
6. ISC/HSl course set knob-As required.
position using the wing sweep flap/slat posi-
tion indicator, visual check of slats and/or 7. Landing light-On.
observation of the gain changer caution 8. Elevator position indicator (EPl)--Check.
lamps. Since the gain changer caution lamps At 10 degrees angle-of-attack, check elevator
will remain lighted until the slats have ex- position. If the elevator position is between
tended to approximately 70 perceot, this 12 degrees trailing edge up (forward limit)
will provide ao indication of slat position. and 4 degrees trailing edge up (aft limit) at
When the gain &anger caution lamps go out, 26 degrees wing sweep, or between 15 degrees
extend the flaps. If the gain changer lamps trailing edge up and 6 degrees trailing edge
remain lighted, and 70 percent flaps cannot be up (I2 and 4 respectively with Aux Flaps)
verified by other rneaos. do not extend flaps; at 16 degrees wing sweep, the aircraft is
refer fo Section III. within the center-of-gravity limits. For wing
sweeps berween 26 and I6 degrees linearly
interpolate using the elevator position values
for noauxiliary flaps at I6 degrees wing sweep
and values of 12 degrees (forward limit)
to 4 degrees (afr limit) trailing edge up for
. For normal operation, slats should be ex- 26 degrees wing sweep. If the elevator posi-
tended by a minimum airspeed of 240 KIAS. tion is not in the above envelope, sweep the
Do not roll or execute abrupt maneuvers with wing until it is. As the wing is swept forward
slats only exrended. from 26 degrees, rhe elevator required to trim
. Do not extend flaps by normal or emergency will move in the down direction.
method until approximately 70 percent slat
extension has been verified. To do so could
NOW
result in the flaps being locked at approxi-
mately 15 degrees with zero (or partial) slat The ahove elevator position range will
extension. Flight in this configuration could provide safe operation for all landing wing
result in stall or uncontrolled roll off. If the sweeps and store loadings. For the aft limit
system locks, refer co No (Or Partial) Slats for landing with a specific configuration, refer
And Partial Flaps Landing, Secrion 111. to Section V.
Note
. In the event slats/flaps do not extend with the LANDING.
wing sweep handle at the 26 degree detent,
move the handle sli,shtly forward of 26 de- Not.2
grees and reattempt extension.
. Airloads may prevent full slat extension at See figure 2-6 for typical Landing Pattern
airspeeds approaching the slat limit speed; and airspeeds.
however, as airspeed is reduced resultant low-
ering of airloads will allow full slat extension.
Brakes should be used as required compatible with
. Maintain 1 g wings level until slats/Haps runway available. For Landing Data, refer to the Per-
are exrended to the desired position. formance Appendix.
2-69
Section II 1.0. IF-1 1 l(B)A-1
Normal Procedures
NORMAL LANDING. NOW
Normal landings should he accomplished with wing Turbulence, gusty winds, or other conditions
sweep as required, full flaps and the pattern flown as may exist which may induce variations in
illustrated on figure 2-6. For clean configuration, the angle-of-attack or airspeed or will cnose ex-
initial approach should be entered at 300 KIAS. Enter cessive sink rates to develop on final approach.
the pattern as local policies dictate, using the throttles The pilot may decrease angle-of-attack to
as necessary to maintain pattern airspeeds and altitudes. eight degrees or increase final approach speed
During the crosswind turn, do not exceed 60 degrees 10 knots in such cases to improve aircraft
of hank maximum and adjosr power to 80-X5 percent. handling characteristics. To avoid undesirable
On downwind leg-. wings level. extend the landing touchdown characteristics, this additional air-
gear, slats, and flaps. Do not decelerate below 240 KIAS speed should he dissipated so that an on-
prior to full extension of slats. Flaps should be extend- ;yrey indication exists prior to initiation of
ed by it two-step procedure; first. extend flaps to I5
degrees, then to full down when helow 220 KIAS. Al-
though trim changes associated with gear and flap After the aircraft enters ground effect (approximately
extensions are small, a noticeable decrease in angle-of- 30 to 50 feet above the ground), the aircraft will tend
attack (approximately 0.25 degree per degree of flap to rotate in the nose-down direction. At this point, the
exrension) will be evidenced as slats and flaps are pitch attitude should he increased slightly (3-4 de-
extended. Approximately 30 seconds (no wind condi- grees) to reduce the descent rate to approximately one-
tion), start base leg turn, with computed final approach half that used on final approach. Allow the aircraft to
speed plus 20 knots or 160 KIAS minimum, whichever touch down in this attitude. This results in a slow
is higher. Do not allow airspeed to drop below final indication at touchdown. After establishing touchdown
approach speed plus 20 knots until rolled out on final attitude, reduce power slightly to lower aircraft to
approach. runway. Upon touchdown, smoothly retard throttles to
IDLE, then lower nose wheel to runway. No attempt
should he made to grease the aircraft on, as this de-
lays compression of the struts and subsequent spoiler
extension. A firm touchdown will allow spoiler exten-
p-E-,..,., sion when throttles are retarded to IDLE and result
in a mote comfortable and safer landing. When the
spoilers extend. the aircraft will tend to fall thrwgh
Throughout traffic pattern maneuvering, cross due to the center of rotation being shifted from the
check the angle-of-attack indicator and in- aircraft center of gravity to the main gear. Maintain
dexers to assure IO degrees angle-of-attack is directional control with rudder nod differential hrak-
not exceeded. ing until ready to turn off the runway or turn around
on the runway. Normally nose wheel steering should
nor he engaged until speed has decreased to normal
Complete the final turn with minimum clearance of taxi speed. Normal ground roll distance is computed
500 feet above field elevation. After rolling out on fin;!1 with brakes applied at X0 knots; however, brakes can
approach and establishing the desired glide angle, be used throughout the landing roll. Refer to Appen-
adjust power as necessary to attain approach angle-of- dix 1 for landing data.
attack indexer on-speed indication.
pii-,..,.,
NCd.3
Verify on-speed indexer operation by cross

. Under no circumsronces, during the landing
checking against angle-of-atrack indicator and
phase, should the I-< degree angle-of-attack
indicated airspeed.
or stall warning activation limit he exceeded.
Possible inadvertent stall and post-stall gyra-
tions can result from exceeding this limit.
Flying a 3.0 degree glide slope will produce a rate of
descent of approximately 700 feet per minute. Use the . Flying a steeper than normal final approach
angle-of-attack indexer to maintain an on-speed in- and/or not maintaining sufficient power
dication during final approach since this represents through the llarc for landing. m;xy cause sink
optimum approach angle-of-attack and airspeed and rates CO exceed aircrafr ;md lnndin,q gear de-
will automatically adjust airspeed for the gross weight sign limirs and increase the possibility of
of the aircraft. landing short of the runway.
270
Normal Procedures
HYDROPLANING.
Rapid or abrupt lateral or longitudinal stick

pii-,..,.,
motions can cause momentary increases in rate
of sink and therefore should be avoided.
If hydroplaning conditions exist. the landing
roll will be increased by an indeterminate
SHORT FIELD LANDING. amooot; therefore, he prepared for a depar-
cure end barrier engagement.
A ihort field landing is accomplished in the same mao-
ner as a normal landing except that particular attention
mwc be given to precise airspeed, angle-of-attack, and Dynamic hydroplaning is a condition where the tires
glide slope control. Touchdown should be as close to of the aircraft are separated from the runway surface
the end of the runway a:; possible, with no landing by a fluid. Under conditions of total dynamic hydro-
planing, the hydrodynamic pressures between the tires
flare. Observe sink rate limits. Refer to Section V. Re-
and runway lift the tires off the runway to the extent
duce the power to IDLE at touchdown if this has
that wheel rotation slows or actually stops, The major
not previously been done. Allow the aircraft to settle factors in determining when an aircraft will hydro-
on the main landing gear and the ground roll spoil- plane are groundspeed, tire pressure, and depth of
ers to extend. After the spoilers have extended and \\afer on the surface. To a lesser degree, the surface
the nose wheel is hrmly on the runway, apply maxi- texture, type of tire, and tire tread depth influence the
mum anti-skid braking. Maximum braking perform- total hydroplaning speed. Total dynamic hydroplaning
ance is obtained in the three-point attitude wi!:h max- in this aircraft with recommended tire pressure and
imum weight on the main landing gear. Because of .Ol inch or more of water or slush on the runway can
this, the stick should be eased aft when the brakes ate be expected at approximately 115 knots groundspeed
applied, but caution should be exercised to inaxe that (main landing gear) and 150 knots groundspeed (nose
wheel) considering a takeoff gross weight of X6.000 to
the nose wheel does not rise from the runway. The
90,000 pounds. These speeds will change as tire pres-
stick can be brought to the full aft position without
sure is varied for takeoff gross weight. Partial dynamic
unsticking the nose wheel at speeds below approxi- hydroplaning occurs to varying degrees below these
mately 90 KIAS. He prepared to loaner the arresting speeds. When an aircmft is subjected to hydroplaning
hook and engage the runway barrier if the aircraft can- to any degree, directional control becomes difficult.
not be stopped prior to reaching the end of the run- Under total dynamic hydroplaning conditions, no!;e
way. Maximum braking should be released, if practi- wheel steering is ineffective and wheel braking is non-
cal, at approximately 25 knots to prevent the brakes existent. In addition to dynamic, two other types of
from fusing nod immobilizing the aircraft oo t~he ruo- hydroplaning can occur. Viscous hydroplaning can
way. At light gross weights, the anti-skid system cy- occur on a damp runway and ai speeds less than those
associated with dynamic hydroplaning, and is caused
cling will be quite extreme and will continue through-
by a thin film of water mixed1 with rubber deposits
out the ground roll until just before the aircraft is
and/or dust. Reverted rubber hydroplaning is caused
stopped. At heavier gross weights, little anti-skid cy-
by skid which boils the water on the runway, causing
cling will be noted. If safety or operational considera- the rubber to revert to its natural latex state and seals
tions dictate that the ground roll must he the :absolute the tire grooves, delaying water dispersal. Keverted
minimum possible, touchdown can be made with full rubber hydroplaning can occur at very low airspeeds.
anti-skid braking applied. When possible hydroplaning conditions exist, pilots
should be aware of the following:
HEAVY GROSS WEIGHT LANDING. 1. Smooth tires tend to hydroplane with as little
as .OR inch of water. New tires tend to release
A heavy gross weight landing will he accomplished hydrodynamic pressures and will require in ex-
with a I6 degree wing sweep (if cg permits:1 in the cess of .? inches of water depth to hydroplane.
same manner as a normal landing except that, main- 2. Takeoffs with crosswinds on water covered run-
taining an on-speed indication will result in higher ways should be made with caution. An aborted
approach and touchdown speeds. These higher speeds, takeoff on a wet runway initiated at or near
due to heavier weights, result in increased braking hydroplaning speed will require considerably
requirements and stopping distances. Refer to Appen- more runway than a dry runway abort and di-
dix I for landing data. rectional control of the ;tirplnne will he critical
2-71
Section II 1.0. lF-11 I (BI
Normal Procedures
until the speed has decreased below hydroplan- flow IO the angle of attack sensor begins to be blanked
ing velocity. by the aircraft nose at a sideslip angie of approximntely
IO degrees. As the sideslip angle 1:; increased beyond
3. In the absence of accurately measured runway
this point, the angle of attack wnsor indicates increns-
water depths, pilots may use the following in-
ingly lower values of angle of attack. Lherefore, it is
formation to determine the possibility of hydrw
recommended that steady-state rudder inpots he kept
planing when landing must be accomplished on
beIon, seven degrees as inputs of .t larger magnitude
a wet runway that does nor have it porous sor-
may result in crroneum angle of attack inclications.
face or is not grooved:
Sideslip to the left will not affect the angle of attack
Kain reported as LIGHT-Dynamic hydro- sensor; therefore. the aircraft may sidesl!l> to the left
planing unlikely. viscous and reverted rob- to the limits presented in the Hight manual. Doring the
ber hydroplaning are possible. transition to touchdown (approximately 75 feet above
Rain reported as MODERATE-All types of the ground), the drift correction technique should siriit
hydroplaning are possible. Smooth tires will gradually from a crab to a wing low crabbed correc-
likely hydroplane; however, new tires are tion at touchdown. The pilot should atrcmpt to touch
less likely to hydroplane. down with no drift and the longitudimd axis of the
aircraft aligned with the runway. which will minimize
Rain reported as HEAVY-Hydroplaning
sideloads on rhe landing gear. 1However. if the cross-
will occur. wind component is excessive, it will hc necessary to
land in a combination wing-low crabbed attitude, oat
to exceed 10 degrees yaw or cruh angle at touchdown.
LANDING ON SLIPPERY RUNWAYS.
runway landing is essen-

rially the same as that for a short field landing. During
the hirrh soeed oortion of the landinlr roil. owticularlv CAUTION
UL I CI .
iI,ozxl
under wet or icy conditions, little braking capability
wi!l he available. This is because of the low coefficient External tanks at stations 2 or 7 will contact
of friction available doe to hydroplaning or a very low the ground at a bank angle of Ii degrees.
RCR. Maximum aerodynamic braking should be used
throughout the landing roll to aid in decelerating the
aircraft. To avoid inhibiting wheel spin-up. and to During touchdown from a wing-low crabbed ap-
improve wet ronway wheel cornering capability, in- preach. the pilot may experience the sensation of
sure that the aircraft is firmly on the runway ;md booncing from gear to gear which may be aggravated
positively under control prior to applying brakes. On by use of roll control in attempting to keep the wings
wet runways during the high speed portion of the roll, level. lbe probability of this occurring will be reduced
little deceleration will lx felt due to rapid anti-skid if a firm touchdown at the recommended angle of
cycling. As speed decreases. braking potential oo a wet attack is accomplished. If this condition is encountered,
runway will increase aod broker should be applied as minimize USC of roll control until the aircraft has
required tu stop the zlircrafr. On an icy runway, the settled through the strots and is firmly on the ground.
urefficient of friction will remain fairly constant After touchdown, the pilot should use rudder, roll
ri~ruughout the Ixnding roll and brakes should be control and differential braking as required to maintain
xpplied as required. Aerodynamic control, differential directional control. Roll control effectiveness may be
braking and nose wheel *twring may he used to main- increased signifvxntly by cracking a tb:ottle, thereby
r:lin directional control. Nose wheel steering should retracting the spoiler brakes and allowing tbc spoilers
not be required until areodyni~mic control becomes fo function as an :xid to roll control. When :!:c desired
ineffective. If planned stopping distance indicxres that dirccrkLr;tI ~~~::,trol ch>nge is ;achicved. return LIGII
a stop on the runway is doubtful, divert or rtinke either
rbrottlc to idle to crruul the spoiler brakes. If nose-
an approach end or departure end harrier en~:~gemeot,
wheel steering is reqoircd, it should be initiated with
depending on the severity of the sitoati<,n. Refer to
Appendix l for grouod roll distance for wriwas rut,- the rudder pwlals ilt or ocitr neoiral, since the oosc-
way c<~nditiuns. wheel will rapidly assume B position relative to the
rudder pedxl position at engagement. Unless required
for directional control, nosewheel steeriog should not
CROSSWIND LANDING (DRY RUNWAY). be rogaged until zhe airt-rxft has ::I ,wed to t-xi speed
32-L imd juw prior Iri ttlroing ofl tile rt;nw;~y. Win3 land-
ing with slsts/flnps up, refer to Crosswind Takeoff
And Laming r.l:nits +uioo V; for recomn:xxled
roochdrrwn rech~~:que ~4 limits. X!KXI landing with
au~et:ltin <ii, refer 0 D;lmpers off L;mding,
Section 111.
Normal Procedures
CROSSWIND LANDING (SLIPPERY RUNWAY). NOi.

>-L-Z
lhe problem of maintaining directional control on a . If directional control cannot be established or
slippery runway becomes more difficult as the elfrctive mainrained, immediately advance power its
crosswind is increased. Consequently, aitcrafr flight required to accomplish a go-atound.
path alignment with the runway musr he established . After directional control is well established.
during the approach to prevent drift at touchdown. use the technique described under landing on
Restricted visibility, poor ground references, and crab Slippery Runways, this section, to stop the
angle will further complicate the task of esvablishing airplane.
alignment during the approach. Pilots should hv: aware
that excessive maneuvering during the final phase of
the approach may induce misalignment and/or drift LANDING WITH PARTIAL FLAPS.
and may make it impossible for the pilot to dewrmine
actual aircraft track. A partial flap landing is accomplished in the same
manner as a normal landing except that, maintaining
an on-speed indication will result in higher approach
and touchdown speeds (approximately 1.7 knots in-
crease in airspeed for each degree of Hap less than
full flaps with I6 to 26 degree wing sweepl. Due to the
higher approach and touchdown speeds, braking re-
Proper runway aligmnent for approaches sod quirements as well as stopping distances will he inI-
landings under low RCR conditions is ex- creased.
tremely critical. Avoid excessive maneuvering
on fine1 approach unda these conditions. Air- LANDING WITH SLATS EXTENDED AND FLAPS
craft drift or flight Path misalignment at RETRACTED OR WITH SLATS AND FLAPS
RETRACTED.
touchdown increases susceptibility to skid-
ding or hydroplaning, which may cause loss Approaches with wings and Haps in other than normal
of directional control rhxing landing roll. If
landing configuration will necessitate a long shallow,
aircraft drift is not corrected prior to tooctt-
straight-in approach. If it is necessary to land the
down. execute a missed approach.
aircraft in this configuration, refer to No Flap Land-
ing, Section III.
Plan the landing pattern to he established on final
approach using a crab technique to correct for drift. TOUCH AND GO LANDINGS.
This will insure that the aircraft is tracking rtraight
dowo the center line of the runway. Establish a normal Touch and go landings should be accomplished using
rate of descent and plan to touch-down approximately the same technique as presented in the Normal Land-
500 feet down the runway or at the glide slope/runway ing and Normal Takeoff procedures this section.
interception point (if applicable). Make a firm touch- After touchdown power should he reduced co IDLE to
down with no flare (obserue sink rate limitations, allow the aircraft to decelerate and the nose wheel low-
Section V) while maintaining the drift correctioo. ered to the runway. Directional control should he main-
I-onching down in a crab will help insure that the tained with the rudder pedals. After the nose wheel has
runway center line track is maintained. Due to visi- ken lowered to the runway, smoothly advance the
bility restrictions that may occur with a ctahbed ap- throttles co MII. or AH power as required. Check engine
preach, II combination crabbed/wing-low technique instruments for normal indications and citation lamps
may be necessary during the transition to touchdown. for malfunction warning. Lift nose wheel off runway
Immediately after touchdown, retard throtrlcs to idle IO knots below previous approach speed. Accomplish
and lower the nose to the runway. Aerodynamic (rud- Transition Checklist prior to each Touch and Go
der and roll) control, differential braking, ;md nose- Landing. If the aircraft reenters normal visual traffic,
wheel steering may he u,wd to maintain directional refract A;~ps/slats and accelerxc to 300 KIAS (ZiO-300
control; however, nose-wheel steering should not he KIAS for rectangular traffic pattern). For suhseqnenr
required until aerodynamic control becomes ineffec- r;xl;tr patterns. traffic density will dictate airspeed and
tive. Roll control effectiv~aess will he increased sig- Hap/slat position.
nificantly by cracking a throttle, thereby retracting
the spoiler brakes and allowing the spoilers to function TRANSITION CHECKLIST.
as an aid to roll control. When the desired directional
control change is achieved, return the throttle to idle When making a series of approaches and/or landings,
to extend the spoiler brakes. If nox-wheel steering is this checklist will be used io lieu of Before L;lmlin;:
engaged, inputs should hc kept small xs steering cffec- checklist pro\ ided the Bcforc Landing checklist n IS
tiveness diminishes rapidly with nosewheel dellections wxunplished Ivior to the inlri.tl ;1l~prox3~ .~ndYor
of tnore than IO. landing.
2-73
Section II T.O. lF-11 l(B)A-I
Normal Procedures
On The Go: 10. Landing gear handle-DN.

Extend the landing gear after airspeed is be-
low 295 KIAS. Check that warning light in
2. Power-Advanced. landing gear handle is out and landing gear
6 3. Engine instrumentsChecked. position indicator lights are lighted.
4. Landing gear handle-UP.
5. Flap/slat handle:
a. Flaps-Retract flaps incremenrally at a rate
which will result in a angle-of-attack not
co exceed IO degrees.
l After landing gear extension, selection of
slats/flaps during decelerating flight should
not be delayed, and extension of slats should
1 WARNING 1 be accomplished while gear is in the extend
d) Excessive angle-of-attack may result from re- drag rise as airspeed decreases without slats
tracting flaps foe rapidly. and flaps extended. This may result in a rapid
increase in angle-of-attack which the pilot
. If aircraft starts to roll off while retracting
may not be able to arrest before critica an-
the flaps immediately return the flap/slat han-
gle-of-attack limits are exceeded.
dle to original position and make no further
attempts to operate the flaps. Sufficient lateral . Under landing conditions wherein airspeed
control may not be available to counter a may be above the gear warning horn setting,
asymmetrical flight condition. Refer to I60 (:k 12) KIAS, exercise caution to insure
Landing With Flap and Slat Malfunctions, the landing gear is down and locked.
Section 111.
. If any malfunction is indicated or suspected N01e
during flap retraction it is recommended,
flight conditions permitting, that the flaps not The pitch and roll gain changer caution
be further actuated until over an approved lamps will light when the gear is extended
drop or unpopulated area. A landing utiliz- and will remain lighted until the slats are
ing normal landing procedures can be ac- extended to approximately 70 percent.
complished if the slats/flaps return to original
position. If they do not, refer to Landing
11. SlatsExtend. (240 KIAS minimum)
With Flap and Slat Malfunctions, Section
Extend the slats while the gear is in the ex-
111.
tend cycle hy positioning the flap/slat handle
to the slat gate and make positive verification
b. Slats-UP, and verified. of slat position indicator, visual check of
Retract slats after verifying flaps are full slats and/or observation of the gain changer
up. Check that slat/aux flap indicator dis- caution lamps. Since the gain changer a-
plays UP. tion lamps will remain lighted until the slats
have extended IO approximately 70 percenr,
this will provide an indication of slat posi-
Note tion. When rhe gain changer caution lamps
go out, extend the flaps. If the gain changer
. The rudder authority caution lamp will light
lamps remain lighted, return the flap/slat
momentarily while slats are in transit.
handle to up and make II No Flap Landing,
. Maintain 1 g wings level until slats/flaps refer IO Section III.
are fully retracted.
On Downwind (Nav Reads):
6. Wing sweep handle--Set for landing.

7. Hydraulic pressure--Checked.
Check for 2950 co 1250 psi indication, . For normal operation slats should be er-
tended by a minimum airspeed of 2dO KIAS.
B 8. Fuel quantity and feed--Checked. Do not roll or cxccuw abrupt maneuvers wirh
N 9. Landing data--Checked. slats only extended.
2-74
1.0. lF-lll(WA-I Section II
Normal Procedures
l Do not extend flaps by normal or emergency vator position is not in the above envelope,
method until approximately 70 percent slat sweep the wing until it is. As the wing is
extension has been verified. To do so could swept forward from 26 degrees, the elevator
result in the flaps being locked at approni- required to trim will move in the down di-
mately 15 degrees with zero (or partial) slat rection.
extension. Flight in this configuration could
result in stall or uncontrolled roll off. If tbe Note
system locks, refer to No (Or Partial) Slats
And Partial Flaps Landing, Section III. The above elevator position range will pro-
vide safe operation for all landing wing
sweeps and store loadings. For the aft limit for
NOta
landing with a specific configuration, refer to
0 IO the event slats/flaps do not extend with the Section V.
wing sweep handle at the 26 degree detent,
move the handle slightly forward of 26 de-
grees and reattempt extension. SIMULATED SINGLE ENGINE LANDING.
. Airloads may prevent full slat extension at
Simulated single engine landing should be flown with
airspeeds approaching the slat limit speed;
one engine at idle rpm, following the Single Engine
however, as airspeed is reduced resultant
Go-Around procedure, Section III.
lowering of airloads will allow full slat ex-
tension.
. Maintain 1 g wings level until slats/flaps GO-AROUND.
are extended to the desired position.
The decision to go around should he made as early as
possible. When the decision to go around is made,
12. FlapsDown and verified. smoothly advance the throttles and continue the ap-
proach because a touchdown may be necessary. As the
a. Flaps-Down to 15 degrees.
aircraft accelerates, rotate the nose to a climbing atti-
tude and when the altimeter and vertical velocity show
a definite rate-of-climb proceed with the normal after
takeoff checklist. Fly clear of the runway as soon as
practicable. In the accomplishment of a go-around
from the approach condition at light gross weight,
If aircraft starts to roll off after the slat/flap application of MAX AB on both engines will result
handle is placed to the I5 degree position, in a significant nose-up pitching moment. The forward
sufficient lateral control is available to counter stick movement to counter the induced nose-up mo-
an asymmetrical flight condition. Refer to ment, plus the normal forward stick required to main-
Landing With Flap/Slat Malfunction, SW- rain level flight as the aircraft accelerates, results in
tion 111. a large forward stick deflection. Forward stick trim
authority may not be sufficient to correct this nose-up
tendency, and forward control stick application may
b. Flaps-Full down. he required. However, adequate longitudinal control is
13. ISC/HSI course set knob-As required. available to maintain level flight.
14. Landing lights-on.
15. Elevator position indicator (liPI)--Check.
CLOSED PATTERNS.
At IO degrees angle-of-attack, check elevator
position. If the elevator position is between Closed traffic patterns are normally flown in clean con-
12 degrczs trailing edge up (forward limit) figuration at 250-300 knots by initiating a smooth
and 4 degrees trailing edge up (aft limit) climbing torn to a point abeam intended touchdown,
at 26 degrees wing sweep, or between I5 where aircraft configuration for landing is established.
degrees trailing edge up and 6 degrees trailing
edge up (12 and ,I respectively with auxiliary
flaps) at I6 degrees wing sweep, the aircraft TAXI-BACK LANDINGS.
is within the center-of-gravity limits. For
wing sweeps berween 26 and 16 degrees, When accomplishing a taxi-back landing, do not turn
linearly interpolate using the elevator posi- off the runway short of the end if braking require-
tion values for no auxiliary flaps at 16 degrees ments cause the normal brake energy limits in Section
wing sweep and values of I2 degrees (for- V (I8 million foot pounds) to be exceeded. The full
ward limit) to 4 degrees (aft limit) trailing runway length should be used if excessive braking
edge up for 26 degrees wing sweep. If the ele- would be required to torn off sooner. This will reduce
l-75
Section II 1.0. IF-1 11 (B)A-1
Normal Procedures
heat build-op io the brakes and insure maximum brak- 17. Radar altimeter--As required.
ing capability for suhscquen~ operations. 18. Take off trim-Set.
B 19. Flight instruments and radio-Set for takeoff.
t----w B 20. Canopies-Closed and latched, warning lamp
CAUTION 0C.
t .rr~...rm..J 1 821. Canopy larch handle lock tab-Flush.
Have ground crew check brake remperatxe B 22. Warning and raurion lamps-Checked.
prior co setting auxiliary parking brake. B 2.3. Oxygen-As required.
If the temperature is :~cceptahle to the bare B 24. Lkkeoff data-Checked.
hand, the auxiliary paking brake may be set. Determine the nozzle/EPK values used for
The Taxi-Back Checklist will he accom- takeoff. Rotation speed will beihe final ap
plished after clearing the runway. When a preach speed used for rhe previous approach.
sear change is required, the change sequence
N 25. Attack radar-As required
is immaterial. During the seat change,
ground interphone communications will be N 26. JFF mnxer control km,h-As required.
esrahlished. When both xatioos we being N 27. Nav mode select pushbutton--As required.
changed, a responsible individual will cxcupy 28. Pitot/probe hexer-Hear.
the hrsr vacated sear until the other se-eat B 29. Lower helmet v&-As practical.
change is completed. Extreme caution must be
exercised throughout rhe ~maneuver. Ingines
should remain at IDLE. Personnel will .secure NCh
loose equipment fo prevent its ingestion into
an engine. lf the forward equipment hot lamp Proceed with Takeoff Checklist. If aircraft
lights insure that the arc3 in front of either is co remain in closed traffic accomplish
engine is clear, then advance engine rpm co Transition Checklist after takeoff.
80 percent. When the I;unp goes oaf, retard
rhc throttle to IDLE and complec the seat
change. If the lamp does nor go of, refer fo
Gution Lamp Analysis. Section III. AFTER LANDING. (NAV READS)
NOit?
Items preceded by an asterisk are accom.

plished only if a sea rhange is required. To prevent damage to the canopy, do nof
open canopy with cabin pressurized. Prior to
1. Nose wheel steering--Engaged. opening canopy, check that cabin pressure al-
timeter agrees with held elevation. If cabin is
N 2. Radar function knob-STBY.
pressurized, place the pressurization selector
N 3. Nav mode select pushbutton-TAS/J)/A de. switch co DUMP prior to opening canopy.
selected. (Equipment cooling is nor affected with this
4. Radar altimeter-OFF. switch in DUMP.)
5. Landing and taxi lights switch-OFF.
At light gross weights or with external srores,
6. Ground roll spoiler switch-OFF. sweeping the wings full aft may establish an
7. Iicot/prbe heater-Ol:F/SEC. aft center-of-gravity condition resulting in
N 8. IFI master control knob-STBY. full nose smut extcnsinn and free castering
*By. Ejection handle and center heam safety pint of the nose wheel.
Installed.
* IO. Ground c~,mmunicati,,ns-Est~,l,tished.
1. Nose wheel Steering-Engaged.
* 11. Scat ch;lnged-Ac~oml~lishcd.
2. Pit&probe heater-OFF/SEC.
812. Ejection handle and ceofer beam safety pins-
Kcmovcd. N 13. Radar function kno&STBY.
* Ii. Remove interphone and chocks-Chocks re- N 4. Nav mode select pushbuttons - TAS/D/A de-
mrwcd, disconnecting interphone (GO). sclecred.
1. Wings, flaps, and slats-Set for takeoff. N 5. 11F radi*OFF.
Check the surface position indicac<,r for se-
6. R;ldar altimeter--OFF.
leered wing, flaps, ;md shl *ctringr.
Ii. Speedbrake-IN. 7. Landing and taxi light switch-OFF.
16. 8. (iround roll spoiler switch-OFF.
l-76
1.0. 1F1 llWA-1 Section II
Normal Procedures
9. Flap/slat handle-As required. (Normally ex- Note

tended) Do not move the control stick after shutting
If slats are retracted, place rudder authority down the last engine. To do so will invalidate
switch to FULL to insure full nose wheel the following horizontal tail droop check.
steering.
N 10. IFF master control knob--OFF. 11. Horizontal tail droop check-Completed.
N 11. Weapons bay door control swi,tch--OPBN. (As
required)
pii-1
safety pins-Installed.
If borh horizontal stabilizers do not droop
(symmetrically or asymmetrically) within 60
Note
seconds, a malfunctioning horizontal stabili-
l The ejection handle safety pins provided zer servo valve is indicated, which will re-
must be inserted center console outboard to quire corrective action prior to next flight.
preclude interference of the pins with seat
adjustment. 12. Emergency generator--Checked.
. Destruct panel lockout pins installed if pre- The emergency generator-indicator lamp will
light momentarily as the last engine driven
viously removed.
generator disconnects from the ac buses. The
lamp will go out when hydraulic pressure
14. Engine feed selector knob-OFF. driving the emergency generator is depleted.
B 13. All switches and controls--<)ff, normal or safe.
ENGINE SHUTDOWN. (NAV READS)

pii-
3. Flap/slat handle-As required. If the oxygen lever is left on and the regula-
N 4. Function select knob-OFF. tor is set tu EMER, liquid oxygen may flow
5. Aerial refuel switch-OPEN. (If used) through the regulator, creating a potentially
The engine feed selector knob must be in hazardous situation.
AUTO or BOTH before the air refueling re-
ceptacle will open. POSTFLIGHT.
6. Applicable throttle--OFF.
I. External stores jettison A, jettison B and nuclear
Note master circuit breakersOut. (Bombs aboard)
2. Ground safety locks and safety pinsInstalled.
The flight control system computers operate
(GO)
on 115 volt ac power from the essential ac
Pilot must insure maintenance personnel have
bus. The essential ac bus is, in-turn, normally
installed all ground safety locks aad pins
fed by the kit generator. An interruption of
prior to departing. If qualified personnel are
power to the essential ac bus, such as loss or
not available, locks and pins will be installed
shutting down of the left generator or switch-
by aircrew.
ing from left generator to external power will
cause a mild shifting of the flight controls.
This may also be accompanied by stick move- Note
ment. Usually this will be felt as a mild air Ground safing procedures will be performed
frame disturbance and should not be cause for by aircrew if qualified MMS personnel are
COIICW. not available. (See ground safing procedures,
this section.)
7. Dampers-OFF.
8. Hydraulic pressure--Checked. 3. Ground saiing procedures-Performed. (If ap-
Check for 2950 to 3250 psi indication. plicable)
9. Power flow indicator--Check TIE. 4. Bomb discrepanciesReported.
10. Remaining throttle--OFF 5. Applicable forms--Completed.
Tbis is the last page of Section II.
Change 1 2-77/2-78
T-0. IF1IIIlllA-I
Emergency Procedures
1 EMERGEtVCY
PROCEDORES 1
Page
Landing With Abnormal Fuel Distribution ~~~~.~~~~3-27
Landing With Flap and Slat Malfunctions ~~~ ~~3-28
Landing With Asymmetric Stores ~~~~ ~~~~~.~~~~3-32
Hydraulic System Failure Landing ~3-32
Landing Gear Malfunctions ~~~~~3-32
Single Engine Landing ~~ ~~~~ ~3.34
Single Engine Emergency Generator Landing ~~~3-35
Single Engine Go-Around ~~~ ~~~~~~~~~~3-35
Pitoc Probe Icing ~~~~~3.36
Nuclear Malfunction Analysis 3-36
Caution Lamp Analysis 3-39
This section conrains procedures to be followed in the

event of an emergency condition. These procedures
will insure maximum safety for the crew and/or air-
craft until a safe landing or orher appropriate action is
accomplished. Although rhe procedures contained
herein are considered the best available, the pilot mnsf
exercise sound judgment when confronted with an
emergency. The CRITICAL items (ALL CAPITAL
BOLD FACE LETTERS) conrained in the various
emergency procedures are those steps which must be
performed immediately without reference to written
checklists. These critical steps shall he committed to
memory. All other steps, wherein there is time avail-
able to consult a checklist, are considered NON-
CRITICAL. The nature and severity of the encoun-
tered emergency will dictare the necessity for comply
ing with all or part of the steps in a particular
procedure. It is essential, therefore, that aircrew de-
termine the correct course of action by use of sound
judgment. As soon as possible, the pilot (aircraft com-
mander) should notify the otber crew member and
flight leader of any existing emergency and of the in-
tended action. When an emergency occurs, three basic
rules are established which apply to airborne emergen-
cies. They should be thoroughly understood by all air-
crews.
1. Maintain aircraft control.
2. Analyze the situation and take proper action.
3. Land as the situation dictates.
Change 1
Section III 1.0. IF-I 1 I (EI
NOW Note
It is impossible to establish a pre-determined
0 During any inflight emergency when strut-
set of instructions that would provide a
tural damage is known or suspected that may
ready-made decision applicable to all situa-
adversely affect aircraft handling character-
tions. Tbe emergency conditions combined
istics, a controllability check should be per-
with the pilots analysis of the conditions of
formed at a safe altitude. This check should
the aircraft, type of emergency and his pro-
be performed in the anticipated landing con-
ficiency are of prime importance in deter-
figuration. If adequate control response is
mining the urgency to land. The following
available, and if it is practicable, maintain
provides general guidance.
this configuration for landing.
0 All odors not identifiable by the flight crew

Land As Soon As Possible: shall be considered toxic. Immediately go on
100% oxygen. Properly vent the aircraft and
An emergency will be declared. A landing should be
land as soon as practicable. Do not take off
accomplished at the nearest suitable airfield consider-
when unidentified odors are detected.
ing the severity of rbe emergency, weather conditiotw,
field facilities, aircraft gross weight and command
0 The canopy hatches should remain closed
guidance. during all emergencies that could result in a
crash or fire such as crash landings, aborted
Land As Soon As Precticable: takeoffs, and barrier engagements. The pm-
rection the canopies afford the crew during
The mission should be terminated. Landing will be these emergencies far outweighs the isolated
accomplished at a suitable alternate or the planned risk of entrapment due to a canopy malfunc-
destination at the discretion of the pilot. tion 01 overturn.
ENGINE FIRE. If Fire Persists:
3. Fire pushbutton for affected engine-Depress.

1. THROTTLEW-OFF. 4. Agent discharge-Actuate.
2. Motor engine.
Affected engine throttle--lift for 20 seconds. (If pii-1

air is available)
The fire extinguishing agent is available for

one actuation only. Depressing the engine fire
Note
pushbutton the second time will reopen the
fuel shutoff valve and disarm the fire extin-
When the engine ground start switch is out
guisher agent discharge valve.
of the OFF position, nwe wheel steering will
be operative only while the nose wheel steer-
ing/air refuel button is depressed. 5. Abandon the aircraft.
1.0. 1611 l(BlA-1 Section III
EMERGENCY AIRCRAFT BRAKING. ABANDONING THE AIRCRAFT ON THE

GROUND.
In an emergency requiring ground abandonment, the
In the event normal pedal braking is not availabl,e,
primary concern should be to leave the immediate
several methods may be used to obtain braking and/or area of the aircraft as soon as possible. Salvaging
control aircraft speed to prevent damage to the aircraft emergency and survival equipment should not be con-
and other equipment. The following are suggested sidered. To abandon the aircraft, disconnect personal
solutions. However, the sequence will be dictated by leads and harness, open canopy hatches and exit over
the situation. the side of the cockpit.
1. Throttles-OFF.
1. Anti-skid--OFF. 2. Fire pushbuttons-Depress.
3. Battery switch-OFF.
2. Thrust reduced.
3. Barrier engagement. EMERGENCY ENTRANCE.

4. Auxiliary/parking brake handle-Pull. Emergency entrances are shown in figure 3-6.
TAKEOFF EMERGENCIES
ABORT/BARRIER ENGAGEMENT.
THROTTLES-IDLE. (OFF FOR FIRE)
EXTERNAL STORES JETTISON BUTTON-DEPRESS. Hot brakes will usually occur during any
(If required) maximum
Brake
braking abort, wet ot dry. Refer to
Energy Limits, Section V. Do not t
Note
set parking
abort.
brakes after a maximum braking
I
Nuclear stores will not be jettisoned.
HOOK-EXTEND. (If required) It is recommended

below the pedals prior
that the heels be located
to brake application
I
Shoulder harness-Locked. for wet runway
from sliding
differential
aborts to prevent
up on the pedal during
rudder deflection.
the foot
large I
ABORTED TAKEOFF (WET OR DRY RUNWAY).
I
Full pedal deflection anti-skid braking
stick full aft and centered will give the most effective
deceleration for both dry and wet runways
with control
at normal
BARRIER ENGAGEMENT.
On center engagements of the BAK.9, BAK-12, ex- 1

d
take-off gross weights. Nose wheel steering may be tended runout BAK-12, dual BAK-12, and BAK-13 bar-
used throughout the roll, except during barrier en- tier present no special problem to the aircrew. Tests
gagement. The chances for a successful barrier arrest- show that with off center engagement the aircraft will
mem are greatly reduced by tire failure (blowout). be pulled to the off center side of the runway during
The rim of the affected wheel normally snags or dam- the run out. Barrier contact should be made with nose-
ages the cable, causing a missed engagement ot cable wheel steering disengaged. No attempt to correct yaw
failure. When a barrier engagement is anticipated, or roll tendencies during the arrestment should be
brake application of a severity great enough to cause made until the aircraft is slowed sufficiently to insure
tile blowouts should be avoided. Wet runway aborts aircraft control. Due to inherent stretch characteristics
are essentially the same as dry runway aborts with a of the nylon tape used on the BAK-12, extended run-
noticeable exception: nose wheel steering and differeo- out BAK-12, and BAK-13 barriers, a roll back occuu
tial braking may be necessary to maintain directional at the end of the tape run out. The aircraft will be
control. rolled backwards from 10 to 200 feet, depending on the
Section 111 T.O. IF-1 I l(B)A-1
energy absorbed during the engagement. When toll 6. Fuel dump-As requited.
back occuts after an engagement the aircraft will roll 7. Flap/slat handle-As required.
bade parallel to the center line of the runway for a. Flap/slat retraction-Maintain established pitch
either on center ot off center engagements. Roll attitude and retract flaps/slats at a rate to main-
hack may be shortened by the use of even braking; tain 8.5 degrees angle-of-attack.
however, difficulties may be experienced in maintain-
ing aircraft alignment with braking while it rolls back.
The following recommended steps will aid in success-
ful barrier engagements:
[ WARNING 1 Excessive angle-of-attack may result from te-

Use of the MA-l and MA-IA barrier with this
aircraft has not been tested, therefore, results
of their engagement cannot be accurately Note
predicted.
A normal reduction of rudder authority will
occur as slats are retracted. This may be felt
* Disengage nosewheel steering prior to barrier con- as a kick-back on the rudder if mote than
tact. 7.5 degrees rudder deflection is being held.
* Do not attempt to correct yaw or roll tendencies dur-
ing the attestment until the aircraft is slowed suffici-
ently to insure aircraft control. 8. Air source selector knob-As required.
*Apply light braking at the end of the atrestment 9. Throttle of failed engine--OFF.
when possible to minimize roll back without causing 10. Attempt airstart if failure was nonmechanical and
the aircraft to pitch up. engine appears normal.
11. Land as soon as practicable.
ENGINE FAILURE DURING TAKEOFF. SINGLE ENGINE RATE OF CLIMB.

If Decision Is Made To Stop: Due to temperature, pressure altitude, gross weight,
I. ABORT. pilot technique, etc., the time and distance required
Refer to Abort/Barrier Engagement proce- to accelerate to best single engine climb speed is wide-
dures, this section. ly variable. The altitude attainable at a specific close-in
obstacle is unpredictable unless takeoff speed is main-
If Takeoff Is Continued: tained until such obstacles ate cleated. After close-in
obstacles are cleared, maintain an attitude which will
1. THROTTLES-MAX. clear terrain and accelerate to best single engine climb
2. EXTERNAL STORES JETTISON BUTTON-DEPRESS. sped. This speed will equate to 8.5 degrees angle-of-
(If required) attack. Maintain established pitch attitude and retract
the flaps/slats at a rate to maintain 8.5 degrees angle-
NOW of-attack.
Nuclear stores will not he jettisoned.
3. Maintain takeoff speed until obstacles ate cleared. ENGINE FIRE DURING TAKEOFF.
4. Landing gear handle-UP, when safely airborne.
5. Air source selector knouFF. (If required) If Decision Is Made To Stop:
1. ABORT.
Refer to Abort/Barrier Engagement ptoce-
0 Significant thrust is gained with the air source dures, this section.
selector knob OFF.
If Fire Persists:
. l With air source off, no servo air will be
available for throttle boost or fuel rank pres- 2. Fire pushbutton-Depress.
surization. Lack of tank pressurization will 3. Agent discharge-Actuate.
degrade fuel dump rate. 4. Abandon the aircraft.
1.0. 1 F-l 11 (B)A-1 Section Ill
lf Takeoff Is Continued: Note

If dumping operation is necessary during
afterburner operation, the fuel may ignite
(,..l.a behind the aircraft. This should cause no
concern however, since the fire will remain
behind the aircraft. Observers may interpret
With any engine fire indication, immediate
this as an aircraft fire.
and positive steps must be &en to shut off
fuel/hydraulic supply and extinguish the fire. 11. Flap/slat handle-As required.
Otherwise, the flame may be drawn into rhe a. Flaps/slats rerracrion - Maintain established
rudder actuator bay area resulring in damage pitch attitude and retract flaps/slats at a rate to
to the rudder control system and subsequent maintain 8.5 degrees angle-of-attack.
loss of control.
1. THROTTLE GOOD ENGINE-MAX. piz-(

2. FIRE PUSHBUTTON-DEPRESS.
I
Excessive angle-of-attack may result from re-
piiq
Note
. Use caution to prevent inadvertently depress,. A normal reduction of rudder authority will
ing the wrong pushbutton and shutting down occur as slats are retracted. This may be felt
the good engine. Even though the button may as a kick-back on the rudder if mote than
be depressed again to open the fuel shutoff
7.5 degrees rudder deflection is being held.
valve and allow restarting the engine, the
hydraulic shutoff valves cannot be reopened
12. Air source selector knob-As required.
to provide hydraulic power for flight control
13. Land as soon as possible.
system operation.
l Deoressine the enaine fire pushbutton the
_ I .,
AFTERBURNER FAILURE DURING
second time will reopen the f;el shutoff valve
and disarm the fire extinguisher agent dis- TAKEOFF.
charge valve. Full afterburner thrust will be required for normal
takeoff. If afterburner fails during takeoff the thrust
I
3. AGENT DISCHARGE-ACTUATE. loss is significant. Abort the takeoff if failure occurs
4. EXTERNAL STORES JETTISON BUTTON-DEPRESS. prior to being committed to takeoff. If failure occurs
(If required) after takeoff is committed, attempt to regain AB by
recycling the throttle to MIL and back to AB.
Note
Nuclear stores will not be jettisoned. TIRE FAILURE DURING TAKEOFF.
Directional control is not difficult with a blown tire
1; Throttle bad engine-OFF.
if nose wheel steering and differential braking are used
Landing gear handle-UP, when safely airborne.
properly. The aircraft will lean significantly to the
7. Maintain takeoff speed until obstacles are cleared. side of the blown tire. The brake on the good tire
8. If fire is confirmed and continues-Eject. should be used normally. Do not lock the brake on the
wheel with the blown tire.
If Fire Is Extinguished:
If Decision Is Made To Stop:
9. Air source selector knob-OFF. (If required)
1. ABORT.
Note Refer to Abort/Barrier Engagement proce-
dures, this section.
G Significant thrust is gained with the air source 2. Nose wheel steering-Engaged.
selector knob in OFF.
If Takeoff Is Continued:
. With air source off, no servo air wilI be
available for throttle boost or fuel tank pres- 1. External stores jettison button-Depress. (If re.
surization. Lack of tank pressurization will quired)
degrade fuel dump rate.
Note
10. Fuel dump-As required. Nuclear stores will not be jettisoned.
Change 1
,---- --------- mm--- ---
Section III T.O. 1 F-l 11 @)A-1
2. Do not refract landing gear. 2. Speedbrake switch (left crew station)-In.

Recycle speedbrake to correct possible out-of-
sequence condition.
3. Speedbrake hydraulic valve circuit breaker-Pulled,
If gear is retracted with a blown tire, possi- then reset.
ble damage to the wheel well area may occur.
4. Obtain visual confirmation of landing gear posi-
tion if possible. Check for possible malsequence of
3. Instruments-Check.
nose gear and uplock malsequence.
Check hydraulic, fuel and engine instruments to
determine possible damage resulting from the 5. Do not recycle the landing gear.
disintegrated rite.
4. Fuel dump-As required.
FLAT MAIN STRUT DURING TAKEOFF. Recycling of the landing gear could result in
damage to the gear, nose wheel steering mech-
The first indication of a flat main gear strut will be a
anism, ot the aircraft.
drop in the wing on the side of the flat sttut. Direc-
tional control will he less difficult than with a blown
tire and stores ground clearance will not present a If The Landing Gear Warning Lamp Is Still Lighted:
problem. If a flat main strut is experienced, follow the
procedures under Tire Failure During Takeoff, this 6. Landing gear handle-DN. Obtain visual confirma-
_Z.~~~ot
-< lanamg
I-~~ I. ~~ pos1uon,
.L. .*.
Cl gear II.I poss,!xe.
__
a. It norma, Indications are not present, refer to
LANDING GEAR RETRACTION Landing Gear Malfunctions, this section.
MALFUNCTION. b. If normal indications ate present, check landing
gear doors, struts, steeringlinkages, and tires fo;
LANDING GEAR UP AND LOCKED INDICATION ptoper extension, alignment, and security.
NOT OBTAINED.
7. If any gear ot steering abnormality exists ot is sus-
If after 15 seconds following landing gear up selection petted, an approach end barrier engagement is rec-
the landing gear warning lamp remains lighted: ommended. Refer to Approach End Barrier En-
1. Landing gear control circuit breakersCheck. gagemenr this section.
INFLIGHT EMERGENCIES
CAUTION LAMP ANALYSIS. Note
0 For supersonic flight under conditions of high
See figure 3-5 for analysis and suggested corrective total temperature readings, placing the air
action to be taken whenever a caution lamp is lighted. source selector knob to EMER or RAM will
result in excessive cabin temperature.
. With air source in EMER ot OFF, servo air
will not be available for throttle boost, fuel
AIR CONDITIONING SYSTEM tank, ot cabin seal pressurization.
MALFUNCTIONS.
If Cabin Temperature Is Still Uncontrolksble In
CABIN OVERHEAT. EMER:
If Uncontrolled Cabin Overheat Occurs, Try To 4. Air source selector knob-OFF.

Close The Cabin Warm Air Valves As Follows: If Cabin Overheat Continues:
1. Mode selector knobOFF. 5. Left engine-Reduce to IDLE power.
If Cabin Overheat Persists:

2. Air source selector knoh4FF.
Immediately descend and decelerate to the Ram 6. Left engine-Power as required.
ot Emer Mode Flight Limits, Section V. 7. Right engine-Reduce to IDLE power.
If hot airflow is not reduced to a beatable level, reduce
3. Air source selector knob-EMER. airspeed. (10 degrees angle-of-attack with full flaps)
3.6 Change I
,._ The Following Moy Be Used As A Last Resorb
8. Canopy-Open one or both. [Be prepared for wind

blast)
9. Land as swn as practicable.
CABIN TOO COLD.
Excessive Cooling: (High Air Flow)
If the cabin temperature becomes uncontrollably coid

due to excessive cooling airflow in the MANUAL or
Sequence see figures 3-l and 3-2
AUTO modes, cabin cooling airflow can be reduced
as follows:
1. Air source selector knob-L ENG.
2. Left engine-Reduce to IDLE power.
3. Right engine--Power as required.
4. ECM selector knobs-ON. (All 3 bands)
l Under certain conditions of crew module
Loss of Heating: (Low Air Flow)
weight and/or tail wind, zero altitude and
If the cabin temperature becomes uncontrollably cold zero airspeed ejection capability may be prej-
in the MANUAL or AUTO modes due to a loss f udiced. Because of the variables involved, ejec-
heating airflow: tion should not be attempted at zero altitude
1. Set power on one engine (left or right) to MIL for with less than 50 KIAS.
20 seconds, then return as required. . When ejection is necessary with a known or
suspected pitot-static failure, every attempt
should be made to slow the aircraft t below
EJECTION.
an estimated 300 knots. At aircraft gross
weights up to 100,000 pounds and with the
Every emergency in which ejection is considered will wings forward of 50 degrees, a 10 degree or
have its particular set of circumstances, involving greater angle-of-attack in one g stabilized
such factors as speed, attitude and control, and altitude. flight will enswe that the airspeed is below
Under level flight conditions, eject at least 2000 feet 300 knots. At altitudes above 20,fKH) feet MSL,
above the terrain whenever possible.
slowing the aircraft before ejection is less
critical but is still recommended. In all cases,
ejection should be initiated before stall/de-
parture is reached.
l Ejection performance is valid only when crew
module gross weight and center-of-gravity is
Do not delay ejection below 2ooO feet above
within limits specified in T.O. 1-lB-40 and
the terrain in futile attempts to start the en-
gines or for other reasons that may commit reflected in Form 781.
you to marginal conditions for safe ejection.
Accident statistics emphatically show a pro-
gressive decrease in successful ejections as BEFORE EJECTION (IF TIME PERMITS).
altitude decreases below 2000 feet above the
terrain. 1. Reduce airspeed (as practicable).
2. Advise crew member of situation.
Under uncontrollable conditions, eject at least 15,000 3. Transmit MAYDAY (give position).
feet above the terrain whenever possible. If the aircraft 4. IFF master control knob-EMER.
is controllable, attempt r decelerate as much as prac-
5. Chaff dispenser control lever-ON.
tical prior to ejection by zooming the aircraft, thus
(OFF for tactical considerations nly)
trading airspeed for altitude. If rhe aircraft is not con-
trollable, ejection must be accomplished at whatever 6. Oxygen-100 percent.
speed exists, as this offers the only opportunity for 7. Inertial rel control handle--LOCKED.
surrival. An ejection at low altitudes is facilitated by
8. Oxygen mask and fittings-On arld checked.
pulling the nose f the aircraft above the horizon
(zoom-up munewer). This maneuver affects Ithe Keep mask on during ejection and descent.
trnjcctory of the crew module, providing a greater in- 9. Adjust seat full down and aft.
6
Y IL.-"-
DATA RASlb ESTIMATED
1. CREW MODULE GROSS WEIGHT AND C.G. WITHIN 3. SEA LEVEL ALTITUDE.
LIMITS SPECIFIED IN 1.0. l-16-40. 4. FOR DIVING TURNS THE CLEARANCE REQUIREMENTS
2. INITIAL YAW ANGLE LESS THAN 5 DEGREES FOR ARE ADDITIVE PLUS 300 FEm.
SPEED BELOW SD0 KNOTS AND LESS THAN 1 DEGREE. 5. NO ALLOWANCE FOR CREW REACTION
FOR SPEED ABOVE MO KNOTS. TIME INCORPORATED.
MNKEO LEvn nmm

T.O. 1 F-l 11 (B)A-1
Ground Landing.
1. EJECTION HANDLE - SQUEEZE AND PULL.
1. Severance and flotation handle-Pull.
2. Parachute release handle-Pull. (If required)
3. Canopy hatch&--Open.
0 A three tenths of a second delay should he ex-

pected between the time the ejection handle is
pulled and the rocket motor fires, This delay
allows the inertia reels to retract and lock the
crew member in the upright position. Injury
could occur if the crew member is not in a Crew exposure to toxic gas resulting from
firm upright position with head against head- ejection in the unventilated cabin is limited
rest when ejection is initiated. Ejecting with to 15 minutes after the oxygen supply is ex-
the seat high enough to cause the shoulders hausted.
or back to contact the headrest will increase
probability of spinal injury.
NotI2
l To prevent possible injury during landing, re-
straint harness should he cinched tight during After descending below So00 feet in an ejected
descent and remain tight until module comes crew module it is possible that atmospheric
to rest after impact. pressure differential on the canopy will pre-
DURING DESCENT. vent them from being opened. To eliminate
this pressure differential, remove the caps
1. Emergency oxygen handle-Pull. (If required) II
from the air mask connector valve (if in- ($G
stalled) and push in on the exposed tube,@
This should he done on the ground only after
the module has come to rest, due to the lo-
cation of the ventilation ports.
If crew module lands inverted:
4. Inertia reel control handle-Cycle to relieve ten-

If ejection occurs ahove 15,000 feet, do nor ac- sion.
tuate the parachute deploy handle until pass-
5. Single point harness release-Rotate 90 degrees,
ing through that altitude, if terrain elevation
either direction.
permits, to prevent loss of recovery parachute
and to assure sufficient oxygen supply. If ejec- Use caution because lap and shoulder straps will
release simultaneously, requiring crew member
tion occurs below 15,ooO feet, allow at least
to supporr himself.
five seconds prior to actuating the deploy
handle to assure that the module is clear of 6. Open canopy hatch as far as possible and lock in
the aircraft and to allow deceleration of the place by moving the latch handle to lock detent
module. Do not attempt to heat the system. (midpoint) position.
NOiS
Water landing.
0 Oxygen mask should he on prior to impact,
l If smoke or fumes are present in the cockpit, 1. Severance and flotation handle--Pull.
they should b- vented by opening canopy 2. Parachute release handle-Pull.
hatch(es) as soon as the main parachute has 3. Canopy hatch&)-Open.
deployed. The hatch(a) must be closed and
locked prior to impact.
AFTER LANDING.
Note (,,.,,
The right self-righting hag will start to in-
flate approximately 75 seconds after the sever-
ance and flotation handle is pulled. When the Crew exposure co toxic gas is limited to 15
right hatch is not opened prior to inflation, minutes after oxygen depletes. In the event
the bag will overlap the hatch and must be of ejection owr water, if it is necessary for
deflated to fully open the hatch. Egress can crew members to remain in the module for
he accomplished by opening the hatch par- an extended period of time awaiting recov-
tially and puncturing the hag or by exiting ery bath canopies should he opened approxi-
through the left hatch. mately every three hours for ventilation.
T.O. lF-I 1 l(BJA-1 Section III
4. Bilge pump-Engage and operate. (If required) DOUBLE ENGINE FAILURE.

5. Auxiliary flotation handle--Pull. (If required)
1. Fuel panel--Checked.
2. ThrottlesAs required.
Note 3. Airstart button(s)-Depress.
4. Eject. (If airstart cannot he accomplished)
Survival two way radio antenna must be
projected out of the module in order to func- AIRSTART.
tion properly.
Satisfactory airstarts may be accomplished throughout
the flight envelope. Approximately 300 KIAS may be
required for ram airstarts. Below these airspeeds, en-
ENGINE EMERGENCIES INFLIGHT.
gine crossbleed may be required to restart an engine.
SINGLE ENGINE FAILURE.
Note
Nonmechanical Failure. . The engine is equipped with am ignition
1. Attempt airstart. and will normally restart automatically. If the
If the engine failure is attributed to something engine has flamed out because of other prob-
lems such as fuel starvation, the following
other than a mechanical failure, an airstart may
procedure is recommended for airstarting.
be attempted. Follow Airstart procedures, this
. If the throttle has been retarded below IDLE
section.
position, the airstart ignition button must be
depressed to provide 55 seconds of ignition to
Mechanical Failure.
the engine to be restarted.
1. Throttle of affected engincdFF. 0 A hung start may occur if restart is attempted
with TIT above 400 degrees centigrade. In
2. Land as soon as practicable using Single Engine
this event, retard throttle of the affected en-
Landing procedures.
gine to OFF and allow TIT to decrease below
400 degrees before attempting another re-
SINGLE ENGINE FLIGHT CHARACTERISTICS. start.
Single-engine flight characteristics are essentially the

1. Fuel panel-Checked.
same as rhe normal flight characteristics due to the
Check fuel feed selection and fuel quantities to
proximity of the thrust lines to the center of the air-
assure that fuel is available to the engine.
craft. With one engine inoperative, slight rudder de-
2. Throttle of affected engine--OFF.
flection is required to prevent yaw toward the f;ailed
3. Throttle of affected engine-IDLE.
engine. The aircraft design is such that no one system
4. Airstan ignition button-Depress momentarily.
is entirely dependent upon a specific engine, thus loss
Check for relight within 20 seconds.
of one engine will not result in the loss of a complete
system. Aircraft service ceiling and/or range for single- 5. Generator switch of affected engine-OFF-RESET,
START (pause), then release to RUN.
engine operation (military or afterburner thrust) is a
If the generator caution lamp remains lighted,
function of aircraft configuration and gross weight.
For best range, set military power on the good engine after engine start, place the generator switch to
OFF-RESET, then to START (pause), then re-
(observing TIT limits) and maintain approximately
lease to RUN and check that the lamp goes t
285 KIAS, 26 degree wing sweep and allow aircraft to
and the power flow indicator reads NORM.
descend to but not below best single-engine cruise al-
titude as shown in Appendix I. As a rule of thumb,
when descent is made using this power setting and Note
airspeed, the best single-engine cruise altitude is that The generator switches are lever-locked in
altitude where rate-of-descent stops. If a climb is re- OFF-RESET, spring-loaded from START to
quired, best range can he obtained by anticipnting RUN, and the generator caution lamp will
altitude requirements in advance so as to allow a grad- go nt when the switch is held in START.
ual climb with minimum change to power setting
(285 KIAS). If time does not permit a gradual climb, If Airstart Has Not Been Accomplished By The Time
use afterburner thrust on the good engine (trading Engine RPM Is Below 16 Percent:
range for altitude). During single-engine operation
with various landing gear and wing flap configura- 6. Throttle of affected engitiFF.
tions, care must be exercised I avoid rapid aimpeed 7. Engine ground start switch-PNEU.
bleed-off and/or excessive sink rates. Limited thrust 8, Throttle of affected engine--Start position.
available makes airspeed response to power much 3. Throttle of affected engine (at 17 percent&-IDLE.
slower than normal two-engine operation. Check for relight within 20 seconds.
3-11
Scaion Ill 1.0. lF-I I l(B)A-1
10. Generator switch of affected engine-OFF-RESET, 6. Perform airstart and set power as desired.
START (pause), then release to RUN.
If the generator caution lamp remains lighted ENGINE FIRE DURING FLIGHT.
place the generator switch to OFF-RESET,
START (pause), then release to RUN and check
that the lamp goes out and the Power flow in- (,..,.,
dicator indicates NORM.
11. If start is not obtained:
a. Emergency generator switch-As required. With any engine fire indication, immediate
The emergency generator switch should be and Positive steps must be taken to shut off
left in AUTO to prevent a drain on the fuel/hydraulic supply and extingish the fire.
hydraulic system when flight is being con-
Otherwise, the flame may be drawn into the
ducted under visual flight conditions. Emer-
gency electrical power will be available rudder acflliltot hay area resulting in damage
within 1 second if the other generator fails. to the rudder control system and subsequent
Position switch to ON during instrument loss of control.
flight and prior to descent for night landings.
b. Engine ground start switch--OFF. 1. FIRE PUSHBUTTON-DEPRESS.
ENGINE STALL.
In the event of engine stall on one or both engines, pii-,..,.,

proceed as follows:
1. Throttle of affected engine(s):
. Use caution to prevent inadvertently depress-
a. If in AB-Retard to MIL.
ing the wrongpushbutton and shutting down
b. If at MIL ot below do not change powec
the good engine. Even though the button may
setting. When engine recovers, select desired
pCW?t. be depressed again to open the fuel shutoff
valve and allow restarting the engine, the
NQhZ hydraulic shutoff valves cannot be reopened
to provide hydraulic power for flight control
. In the event that a compressor stall and/or
system operation.
afterburner blowout occurs in afterburner
operation, but fully stalled engine condition . Depressing the engine fire pushbutton the
does not follow, an afterburner relight from
second time will reopen the fuel shutoff valve
MIL power may be initiated at any flight
condition. and disarm the lire extinguisher agent dis-
charge valve.
. In order to reduce the incidence of engine
compressor stalls, rapid throttle excursions
from MAX AB to IDLE should not be at- 2. AGENT DISCHARGE-ACTUATE.
tempted above 35,000 feet pressure altitude
subsonic, and any altitude at airspeeds above Note
1.9 macb.
Do not attempt restart.
If Stall Does Not Clear Within 10 Seconds:
2. Shut down stalled engine (one only). Note that 3. Throttle bad engine-OFF. I
rpm is decreasing. 4. If fire is confirmed and continuesEject.
3. Perform airstart and set power as desired.
Note
If Stall Is Not Cleared By Above Procedure:
4. Shut down stalled engine a second time. Note that Trailing smoke as viewed by another aircraft
rpm is decreasing. or ground observer may be used as an indica-
5. Decelerate to below math 0.90 ot 415 KIAS, which- tion of fire. Engine smoke should not be con-
ever is less. fused with an engine or aircraft fire.
3-12 Change 1
1.0. 1 F-l 11 WA-1 Section Ill
5. If fire ceases, land as soan as possible using Single

Engine Landing procedures. pik-1
SAFE JETTISON PROCEDURES. External fuel tanks must have been jettisoned
prior to jettisoning of external weapons.
In the event an aircraft emereenw
Y .
Drecludes landing
.
with bombs/missiles aboard or Command Tttni&i

JETTISON PREPARATION (NUCLEAR).
Doctrine procedures dictate a safe release of non=-
pended weapons, perform the following checklist. 1. SAC command post-Contacted. (If applicable)
Change 1 3-12A/3-128
T.O. lF.111 IB)A-1
.~.~ Section III
NOte c. Station select switches-Selected.

Check that the station select lamps are lighted
For bombs/missiles in a Tactical Ferry or De- for stations to be jettisoned.
ployment/Dispersal/Recovery configuration,
3. DCU-137/A panel:
monitor and control with the DCU-137/A
a. Option select switch-MON.
control panel is not possible.
b. Monitor lamps-Checked.
Rotate monitor and release knob to stations
2. Stores control panel: selected for jettison and check that the SAFE
a. Master switch--ON. and UNLOCK monitor lamps are lighted.
b. Delivery mode knobSRAM MAN. (missile c. Monitor and release knob--OFF.
jettison) d. Option select switch-OFF.
c. Selector mode kno&NUC WPN. 4. Impact area-Clear.
d. Station select switch-Deselected, Clear impact area both visually and by radar to
Deselect all bomb/missile loaded stations or the maximum extent possible.
check stations deselected if Prearming has not 5. Stores control panel:
been performed. a. Bay doors--OPEN. (If applicable)
e. Delivery mode knoHFF. b. Release enable switch-RELEASE ENABLE.
3. Nuclear consent switch--OFF, guard down. c. Weapon release button-Depressed.
Depress either the pilots or navigators wea- l
4. DCU-137/A control panel:
pm release button.
d. Weapon present and station select lamps--Out.
1
Note e. Weapon bay doors--Closed. - A
f. Release enable switch--INHIBIT.
The DCIJ-137/A panel checks need not be
6. AGM-69A control and display panel malfunction
accomplished when bomb/missile monitor
and status lamps-out.
and control is not available or if a nuclear
I
payload is not installed in missile.
a. Option select switch-MON.

b. Monitor lamps-Checked (N).
Rotate monitor and release knob to each nu- If a non-nuclear- burst occurs, aircraft damage c
clear loaded station and check lamp indica- may result unless bombs are released at least
tions: SAFE lamp lighted, all others out ex- 500 feet above the surface.
cept ENABLE lamp lighted for B-61 or B-431
B-57 PAL bombs.
7. Bomb/missile jettison radio call-Accomplished. I
c. Monitor and release kno@FF (N).
a. Geographical location at time of bomb/missile
d. Option select witchaFF (N). jettison.
h. Type of cargo dangerous or inert.
Note c. Type of burst. I
d. Crew intentions as to bailout, ditch, or crash
If bombs cannot be electrically safed, they
will be retained aboard tht: aircraft. land.
I
EMERGENCY EXTERNAL STORES JETTISON (NON-
STATION JETTISON (NUCLEAR). NUCLEAR). I
NOW
Accomplish the following only after arrival pik-1 ~
over authorized jettison area.
This procedure will not be used to jettison

1. Nuclear consent switch-REL ONLY. fuel tanks subsequent to nuclear weapon pte- t
2. Stores conrrol panel: arming.
a. Delivery mode knob-AUX. I
h. Selector mode kno&STA JETT. All external non-nuclear weapons and fuel tanks can
Other jettison modes may be used in the be jettisoned if an emergency requires the immediate
event of release system 01 malfunction o* reduction of weight and drag. Such condition would
special requirements. normally occur on takeoff. Switch positions prior to
Section III 1.0. 1 F-l 11 (BJA-1
weap lxeaming, including nuclear consent switch e. Bay door control switch-OPEN. (If applicable)
OFF, will prevent release of weapons during nuclear Nuclear ronsent switch-REL ONLY. (As appli-
carriage if fuel tank jettison is required. Pre-takeoff Uhle)
procedures include positioning of switches to enable Release enable Switch-RELEASE ENABLE. I
emergency ground jettison of non-nuclear bombs,
Weapon release button--Depressed.
missiles without a nuclear warhead installed, and/or
fuel tanks on aircraft modified by T.O. lF-Ill(B)A- Release enable switch-INHIBIT.
591. Ground jettison cannot be accomplished on air-
craft prior to T.O. IF-lll(B)A-591. Emergency jetti-
so of fuel tanks should be accomplished within the FLAP/SLAT MALFUNCTIONS.
following conditions:
* Fuel tanks-Empty or with more than IXIKI pounds If the flaps stop at an intermediate position during re-
fuel remaining. traction or extension, a likely cause is a dislodged or
broken flap vane. Further flap actuation could result in
- Wing swee~lh to 26 degrees.
extensive flap damage or loss of the malfunctioning
* Gear and flaps-Up t down. flap vane. It is recommended that further flap peta-
* Altitude-Below 10,000 feet. tion not be attempted, and a landing made with the
. Airspeed-Below 300 KIAS. existing Rap setting, provided landing conditions are
* Speed brake-Retracted. (If gear is up) acceptable (RCR, ceiling, etc.). Placing the flap/slat
system sclectr switch to EMER will relieve hydraulic
pressure t the Hap motor and could prevent further
.
a
The flaps may be damaged
CAUTION
if stres ate jetti-

damage. If marginal
flap extensi
should be accomplished
unpopulated
flaps-up landing
may be attempted.
over a designated
area. If landing
conditions
If practical,
drop area or
is made with existing
exist,
this
flap
soned with flaps down. position, refer to Landing With Partial Flaps, SW-
. When the sttes are jettisoned, interstores tion II.
collision may result in damage t the aircraft.
ASYMMETRIC SLAT.
1. External stores jettison button-Depressed.
If it is determined that an asymmetric slat extended
condition exists, proceed as follows:
SELECTIVE STORE JETTISON (NON-NUCLEAR). 1. Flap/slat handle-Position to obtain symmetric
slat extension.
Note Extend or rettact slats, monitoring operation, in
a attempt to obtain equal slat deflection on each
. Three options are available for selective jet-
side, and check for a reduction in degree of roll-
tison: (1) WPN JETT, (2) PYLON JETT, off.
and (3) STA JETT. The desired option is
selected by positioning the selector mode
knob on the stores control panel. For PYLON CAUTION
JETT, symmetrically paired stations must be iII.xx
selected before a jettison can ccut.
Do not place the flap/slat handle beyond
. WPN JETT is available for wing stations the SLAT DOWN position. If asymmetrical
only after T.O. lF-lll(B)A-620. slat extended condition exists, and the flap
and slat handle is in FLAP DOWN I the flap
and slat switch is in EMER, upon initial
1. SAC command post-Contacted (If possible). travel of the flaps the asymmetry device will
2. Open ocean (if possible) uninhabited area-Se- cause the torque shaft brakes to engage pte-
lected. venting any further flap or slat movement.
The impact area must be clear visually and by
radar t the maximum extent possible.
3. stores control panel: If Rolloff Is Reduced To Zero:
a. Master switchaN. 2. Slat deflection--Checked.
h. Delivery mode kno&AUX. Check for equal slat deflection on each side. If
c. Station select switches-Applicable stations se- slats are extended, observe the slats extended
lected, all others deselected. airspeed and limit manewer load factors limita-
d. Selector male knobApplicable jettison positions. With slats extended I retracted, refer to
tion. No Flap Landing, this section.
T.O. 1 F-l 11 (g)A-1 Section Ill
if Roll Off Is Still Presenti Note
3. Observe the slats extended airspeed and limit ma- Momentarily cycling the damper switch to
OFF does not necessitate going to the Dam-
neuver load factors limitations and refer to Land-
per Off operating region.
ing with Asymmetric Slat, this section.
ASYMMETRIC FLAP. UNSCHEDULED PITCH PARALLEL TRIM.

A malfunction in the pitch parallel trim system will
An asymmetric flap condition probably exists if dur-
cause the trim to drive nose up ot down and will be
ing takeoff or landing when flaps are retracted or ex-
evidenced by the stick driving at a normal system rate.
tended, the aircraft starts to roll off. Flight controls
should be applied as required to maintain wings level If condition occurs proceed as follows:
and the flap/slat handle should be returned toward its 1. Auxiliary pitch trim switch-OFF, then trim nose
previous position (25 degrees for takeoff or UP for up or down as required.
landing) until rolloff stops. This should place the flaps 2. Leave auxiliary pitch trim switch out of the stick
back in a symmetrical condition. For asymmetric flap position for remainder of flight.
condition proceed as follows: 3. Terminate pitch autopilot, manual and auto TF
1. Flap/slat handle-Return towards previous posi- operation.
tion until rolloff stops. 4. Land as soon as practicable.
UNSCHEDULED SERIES TRIM.
3. Land as soon as practical. Refer to No Flap Land-
ing, this section. Malfunctions within the series trim circuits can cause
the actuator to stop, or drive nose up or down. The
maximum rate of drive will be approximately 1.4
FLIGHT CONTROL SYSTEM degrees per second. Series trim driving will not cause
MALFUNCTIONS. the control stick to he driven. For unscheduled driving
of the series trim proceed as follows:
Note 1. Control stick trim button-Trim parallel trim to
counter the maneuver.
The flight control system emergency proce-
2. Terminate pitch autopilot, manual and auto TF
dures presented in this section are the im- operation.
mediate steps required to correct critical ah-
nornral flight characteristics. The sequeoce of 3. Land as soon as practicable.
these steps is determined by the degree of
emergency. It may cm be necessary to ac- UNSCHEDULED ROLL TRIM.
complish the complete procedure to correct a Should a malfunction occur in the roll trim circuit, it
particular malfunction. can be overcome by initially applying stick force. Plac-
ing the roll damper OFF will remove the roll trim
input. If unscheduled roll trim is encountered proceed
Various flight control system malfunctions are indi-
as follows:
cated by the lighting of an associated caution lamp.
Refer to figure 3-5 for analysis of all caution Lamps. 1. Roll damper--OFF.
2. Flight control disconnect switch--OVRD. (If de-
LOW FREQUENCY OSCILLATIONS IN PITCH sired)
OR ROLL AXIS.
Note
Although the pitch and roll gain changers are re-
dundant, certain malfunctions may occur which cause If desired, roll trim inputs may be removed
the pitch or roll adaptive gain to become high enough by placing the flight control disconnect switch
to cause the pitch or roll damper servo to drive the to the OVRD position. Placing the disconnect
horizontal tails in a limit cycle oscillation at a fre- switch to OVRD position removes the fol-
quency between 1.7 and 3 cps. Under certain conditions, lowing inputs from the system: pitch and
this oscillation may also appear in the control stick. A roll autopilot commands, pitch damper trim
decrease in airspeed or increase in altitude will alleviate inputs, TFR climb/dive commands, adverse
the oscillation. The pitch or roll gain can be reset to yaw compensation commands, and pedal
its minimum value by cycling the appropriate damper shaker inputs.
switch to OFF and back to DAMPER. If oscillation
occurs proceed as follows: 3. Roll damper switch-DAMPER. (If desired)
1. Decrease airspeed or increase altitude, and/or cycle If roll damping is desired after placing flight
the appropriate damper switch to OFF and return control disconnect switch to OVRD, return 1011
to DAMPER. damper switch to DAMPER.
Section III T.O. 1 F-l I 1 @)A-1
UNSCHEDULED YAW TRIM. UNSCHEDULED ROLL/YAW MANEUVER.
Should a malfunction occur during flight in the yaw The following procedure applies in the event of a
trim circuit which causes the trim unit to drive hard unscheduled roll/yaw maneuver. This type of maneu-
over, pedal force must he used to oppose the ensuing ver may t may not be abrupt. The maneuver will be
side slip. The required forces can be reduced by plac- characterized by the inability to hold constant heading,
ing the rudder authority switch to FULL position. a build-up of lateral acceleration, and the requirement
Should an unscheduled yaw trim condition occur, for increasing lateral control to maintain wings Level
proceed as follows: flight. For unscheduled roll/yaw maneuvers proceed as
follows:
1. Rudder trim-Retrim. (If possible)
2. Rudder authority Switch-FULL.
3. Land as so as practicable.
AUTOPILOT DISCONNECT PROCEDURE.

Engine stall may occr on one t both engines
If a malfunction should occur while on autopilot, the due to side slip.
autopilot should be disengaged through use of the
autopilot release lever. However, under certain mal- 1. Autopilot release lever-Depress and hold. (Prior
functions, this procedure may not fully suffice. The to T.O. IF-lll(B)A-593)
autopilot switches can be placed to the DAMPER 2. Autopilot release/PCSS lever--Depress and hold to
position if disengagement has not occurred, then posi- second detent. (After T.O. lF-lll(B)A-593)
tion the flight control disconnect switch to the OVRD 3. Rudder authority switch-FULL
position. These actions will terminate autopilot use. 4. Roll t yaw damper-OFF. (As required)
If a malfunction occucs, proceed as follows:
1. Autopilot release lever-Depress. (Prior to T.O. lF- Cycle the appropriate damper switch to OFF to check
if this eliminates the unscheduled maneuver. If it does,
lll(B)A-593)
leave the damper OFF; if not, return the switch to
2. Autopilot release/PCSS lever--Depress to second
DAMPER.
detent. (After T.O. IF-lll(B)A-593)
3. Autopilot damper switches-DAMPER. If Control Is Available:
If Disengagement Has Not Occurred: 5. Wing sweep-Sweep wings forward U, obtain
4. Flight control disconnect switch-OVRD. spoilers. (Within airspeed limits)
Sweep the wings forward of 45 degrees to provide
NOW spoilers to assist in controlling the roll t yaw maneu-
ver. The wings should be swept slowly when between
Placing the flight control disconnect switch
50 and 45 degrees in anticipation of a possible abrupt
to OVRD position temoves the following in-
lateral transient when the spoilers are activated, es-
puts from the system: pitch and roll autopilot
commands, roll trim commands, pitch damper pecially if a large lateral control stick displacement is
auxiliary trim inputs, TFR climb/dive corn- being held to counteract the maever.
mands, adverse yaw compensation commands,
and pedal shaker inputs. If Control Cannot Be Achieved:
6. Eject.
UNSCHEDULED PITCH MANEUVER.
HARD-OVER RUDDER.
The following procedure applies in event of an un-
scheduled pitch manewer that cannot be attributed to Experience has show that hard-over rudder de&&on
a TFR fly-up. This type of manewer may or may not can occur. This condition can be a result of aft fuselage
be abrupt. fires or severance of the rudder linkage aft of the feel
1. Autopilot release lever--Depress and hold. (Prior spring for one reason or another. The ability of the
to T.O. lF-lll(B)A-593) crew to cope with this failure depends on several fac-
tors including (1) aircraft configuration-flaps and
2. Autopilot release/PC% lever--Depress and hold to
slats extended or retracted, (2) wing sweep, (3) exter-
second detent. (After T.O. lF-lll(B)A-593)
ml store loading, (4) degree of damage to the hydra-
3. Pitch damper-OFF. lit system,, (5) availability of approach end barrier or
With pitch damper ff,observe damper off limits. midfield arresting gear, and (6) crew proficiency. Hard-
If Control Of The Aircraft Ccmnot Be Achieved: over rudder may be recognized by abrupt, ucm-
manded, simultaneous se right yawing and right
4. Eject. wing down rolling tendencies. The rudder surface will
3-16 Change 1
T.O. ,-,.
1 F-l 1 1181A-1 Section III
be full (30 degrees) trailing edge right. There will be b. Landing gear emergency release handle--Pull.
no response to any rudder pedal input although rud- After pulling the emergency r&a* handle,
der pedal force and travel will be normal. Left wing allow time, as practicable, for the gear to fully
down bank will be required to maintain a constant extend.
heading. The surface position indicators will read er- c. Landing gear handle-DN.
roneously if fire damage to the wires at the actuator d. Landing gear position indicator lamps-lighted.
has occurred. The primary problem associated with a e. Landing gear handle warning lamp-Out.
hard-over rudder is control of the aircraft in roll. Roll
control is best with flaps and slats extended, therefore,
the flaps and slats, if extended, should not be retracted. Note
Damage ro the hydraulic system may adversely affect
roll control, so the crew should avoid any unnecessary If the landing gear handle warning lamp re-
action which would place heavy demands po this mains lighted, landing gear emergency relea.se
system, such as cycling landing gear, flaps and slats or handle--In.
sweeping the wings. If a hard-over rudder is suspected
with flaps and slats retracted, establish a airspeed of If landing is to be attempted and if a choice of run-
250-300 KIAS. Approximately 15 to 20 degrees left ways with a barrier suitable for a approach end en-
wing down bank will be required to maintain a con- gagement is available, select the one with a left cross
stant heading. Do not slow below 250 KIAS since roll wind. This will minimize crab angle at touchdown.
control will be extremely marginal at lower airspeeds. Perform a approach end barrier engagement. If an
Establish a altitude such that safe ejection may be approach end barrier is or available, and crab angle
effected if control is lost. Use asymmetric thrust to re- at touchdown will be greater than 10 degrees, landing
duce sideslip. Conditions permitting, selective jettison is not recommended. Crab angles in excess of 10 de-
may be used CO jettison right wing store loadings in grees may produce excessive side loads on the landing
station order 8-7-6-5 in order to reduce the angle of gear and/or loss of directional control subsequent to
sideslip and counteract the rolling moment being pro- touchdown.
duced by the hard-over rudder. Prior to descent for
landing approach, accomplish the following:
1. Tail hook-Down. FUEL SYSTEM MALFUNCTIONS.
2. Extend slats and flaps by the normal system (emu- FUEL SYSTEM OPERATION ON EMERGENCY
gency extension would minimize hydraulic demand ELECTRICAL POWER.
but would require a lower airspeed prior to exten-
sion; hence, this is not recommended). Slats and When operating on the emergency generator, the elec-
flaps must be extended before slowing to airspeeds trial power provided will operate only one fuel boost-
below 250 KIAS to insure adequate roll control. er pump at a time (number 4 pump in the reservoir
3. Gradually decrease airspeed to determine if control tank or umber 5 in the aft tank) or the two inboard
can be maintained at a safe approach sped. Do not wing transfer pumps and number 12 transfer pump in
exceed 10 degrees angle-of-attack. the weapons bay tank. The transfer pumps cannot be
operated while one of the fuselage booster pumps is
4. When approach speed has bee established, extend operating. When the engine feed selector switch is in
landing gear using emergency system. FWD, only the number 4 pump in the reservoir tank
a. Landing gear handle-UP. will he operating and will supply fuel to both engines.
f1
Change 1 3-16A/3-I66
T.O. 1 F-l 11~._,..
MA.1 Section Ill
When the engine feed selector switch is in AFT or Note

BOTH, only the number 5 pump in the aft tank will
When the wings are swept aft, a larger
be operating and will supply fuel to both engines. amount of fuel will be trapped in the wing
When the engine feed selector switch is in AUTO, tanks. To transfer all available fuel from the
either pump 4 or pump 5 will operate depending on wing tanks, the wings must be in the ex-
fuel distribution. If the fuel differential is greater than tended positions. Gravity transfer of fuel is
8500 (i-125) pounds, number 4 pump will supply fuel
not possible.
to the engines until the differential reduces fo less than
8250 (+ 175 or -200) pounds (minimum fuel quantity
2. Engine feed selector knob-OFF.
fed to engines before shutoff of number 4 pump is 250
Monitor fuel quantities in the fuselage tanks to
(+50 or -75) pounds.) Number 5 pump will then
maintain a satisfactory fuel differential. Refer to
supply fuel to the engines until the differential again
Gravity Feed, this section.
increases to 8500 (-t125) pounds. The above operation
will repeat with the number 4 and 5 pumps alternately
supplying fuel to the engines. If, when the AUTO External Tank Transfer.
position is initially selected, the fuel differential is less External tank fuel can be transferred while on AUTO
than 7900 (:t125) pounds, the number 5 pump ,will engine feed.
transfer fuel to the forward tank until the proper fuel
differential is established. From this point on, either 1,. Engine feed selector knob-AUTO.
pump 4 or 5 will be automarically selected to supply 2. Fuel transfer knob-AUTQ.
fuel directly to the engines. During the period that Particular tank sets may also be selected by
pump 5 is transferring fuel forward, the engines ,will positioning transfer knob to OUTBD, CENTER
be operating on suction feed. In order to transfer fuel & INBD. -
from the wing or weapons bay tanks, the engine feed Monitor fuel quantity in the fuselage tanks.
selector switch must be turned OFF and the fuel trans- To maintain 8200 (i400) taounds fuel differen-
fer switch placed to WING, BAY, or AUTO. This will tial, ir may be necessary fo periodically position
result in the engines being fed by suction from the transfer knob to OFF.
forward tank. Fuselage tank fuel quantities must be
,,
closely monitored to maintain the proper distribution Gravity Feed.
during transfer. If distribution gets out of tolerance, it
can be correced by positioning the engine feed selector During gravity feed, sufficient fuel pressure is avail-
switch to AUTO. During suction feed, the fuel mani- able to allow operation within the following ranges
fold low pressure caution lamps will light. Refer to of conditions:
Gravity Feed, this section. 1. Military power-Zero to 30,000 feet altitude, up
to maximum airspeed with or without fuel tank
Engine Feed. pressurization.
2. Max AB-Zero to 30,OLXl feet altitude.
Engine feed selector knob-AUTO.
a. Zero to 300 KIAS-Without fuel tank pres-
Closely monitor fuel quantity in rhe fuselage
surization.
tanks to maintain 8200 (2~400) pounds fuel dif-
ferential. b. Zero to 1.30 math-With fuel tank pressuri-
zation.
Fuel transfer knob--OFF.
Fuel tank pressurization selector switch-PRES-
SURIZE. pi&-l
Wing Or Weapons Bay Tank Fuel Transfer. During gravity feed the engines are fed
from the forward tank only. Refer to Ab-
1. Fuel transfer knob-As required. normal Fuel Distribution/Indication, this
section.
Fuel Dump.
1. External fuel tank-Jettison. (If required)
When aft tank boost pumps are not operating, Note

the fuel in the aft tank cannot be transferred. External tank fuel can be transferred while
Refer to Landing with Aft Abnormal Fuel on AUTO engine feed. Refer to External
Distribution, this section. Tank Transfer, this section.
3-17
Section III T.O. lF-111 (BIB-1
, Fxablish
_. an airspeed of 0.7 math or less and main- EXCESSIVE FUEL DEPLETION PROCEDURE.
tain I g flight.
Some fuel system failures can result in fuel depletion
3 Position wings slowly to 26 degrees. rates that are capable of exhausting the entire aircraft
4. Engine feed sekcror kno&AUTO. fuel supply in minutes, It is highly recommended that
5. Airspeed--Established. no greater than 350 KIAS the following steps he accomplished without delay
or math 0.75, whichever is less. while enroute to the nearest suitable airfield. If an
6. Fuel dump switch-DUMP. excessive fuel depletion rate is known or suspected
proceed as follows:
7. Fuel distribution-Monitor.
Fuel will be dumped from the forward tank
faster than emergency Power can transfer fuel
from the aft tank. When the differential fuel
distribution between forward and aft tank is
approximately 2,000 pounds, stop dumping until
the differential approaches 8,000 pounds again.
Due m the fire hazard from fuel impinging
8. Fuel dump swirch-OFF. on the fuselage, afterburner thrust will not
9. Engine feed selector knob-OFF. he used during or following an excessive fuel
10. Fuel transfer knob-AUTO. depletion, or sooner than one minute after
When all fuel has been transferred or the fuse- completing air refueling operations, unless
lage tanks have been refilled, repeat dump pro- the additional thrust is necessary to sustain
cedure beginning with step 6 m obtain desired flight.
landing weight.
Following an excessive fuel depletion in flight,
11. Fuel transfer knob-OFF. the speed brake should he extended momen-
12. Fuel dump switch-OFF. tarily and retracted, followed by weapons hay
13. Engine feed selector kno&As required. doors opened momentarily then closed to ven-
14. Land as soon as practicable. tilate these areas of fuel and vapors.
FUEL PRESSURE CAUTION LAMP LIGHTED. 1. Throttles-Set minimum power practical.

2. Fuel transfer knob-OFF.
1 Fuel Press and/or R Fuel Press Caution Lamp(s)
lighted: Terminate all transfer from weapon hay, external
and wing tanks. If this stops the excessive fuel
I. Throttles-Set minimum power practical. depletion, the leak/failure was in a transfer line.
2. Engine feed selector knob-checked. Normal fuel procedures may he used, however
Check engine fuel feed selection to insure thar fuel should be transferred from weapon hay, ex-
fuel is available to the engine(s). Check fuel ternal and wing tanks only if necessary to reach
pump low pressure indicator lamps for evidence a suitable airfield.
of boost pomp failure(s) or an empty tank.
3. Fuel tank pressurization selector switch-PRES-
Note
SURIZE.
To avoid unnecessary loss of fuel do not allow
If Either/Both Fuel Press Caution Lamp(s) Remain transfer system to operate with fuselage ranks
Lighted: full. If transfer is necessary, allow total fuse-
Iage fuel to deplete to approximately a 20,000
4. Refer immediately fo Excessive Fuel Depletion pound maximum and select the desired tank(s)
Procedure, this section. manually (Do not use AUTO transfer).
If The Fuel Press Caution Lamp(s) Do Not Remain

lighted: 3. Fuel Aowmeters-Checked.
Determine if either fuel flow is excessive by com-
5. Check for a possible loss of fuel by comparing: paring:
a. Planned fuel on board versus actual. a. Flowmeters with each other and against normal
h. Flowmeters with each other (and against normal flow rate for flight condition.
flowrate for flight condition).
b. Engine instruments versus throttle position.
E. Totalizer fuel drop versus fuel flowmeters.
If no discrepancy is noted, continue mission. c. Engine response IO throttle movement.
If any porrion of this check reveals a loss of If neither fuel flow is considered excessive, pro-
fuel, consult Excessive Fuel Depletion Pro- ceed to step 4. If either fuel flow is excessive,
cedure, this section. proceed as follows:
3-18
T.O. lF-1 I lIBIA-1 Section III
d. Throttle of affected engine-OFF. If Elevator Position Is More Than 1 Degree Down:

e. Fire pushbutton--Depress. 4. Wing sweep--Aft until 1 degree or less is obtained.
f. Land as soon as possible.
H&n Excessive Fuel Depletion Rate Exists:
4. Altitude-Checked,
Gravity feed with fuel tanks unpressurized may
he accomplished at any altitude below 30,ooO l If the aft tank is not feeding, an aft center-
feet provided the throttles are set at MIL power of-gravity problem may result from continued
or below. flight. Land as soon as possible. Do not dump
fuel. Jettison external stores if necessary to
5. Engine feed selector knob-OFF.
reduce gross weight.
6. Tank pressurization switch-OFF.
l If the elevator position is more than 1 degree
7. Fuel tank depletion rate--Checked.
down position wings aft until one degree or
If the excessive depletion rate is reduced or
stopped, maintain gravity feed except for pe less is obtained.
riodic use of AUTO engine feed to establish
proper fuel differential between the forward and Note
aft tanks. If the use of AUTO fails to obtain For aircraft wirh inoperative surface position
proper fuel distribution, refer to Landing With indicarors, a wing sweep of 40 degrees will
Abnormal Fuel Distribut:ion, this section. provide adequate safety margin for the most
adverse fuel distribution that can be en-
ABNORMAL FUEL DISTRIgUTION/INDICATlON. countered with no external stores.
Suspected Fuel Quantity Indicator(s) Malfunction. 5. External stores-Jettison. (If required)

Continued operation with a fuselage fuel quantity 6. Land as soon as possible. (Refer to Landing With
Aft Abnormal Fuel Distribution, this section).
indicator malfunction and with the engine feed S&C-
tar knob in rhe AUTO position may result in a fuel
Forward Abnormal Distribution.
imbalance and a shifr in center-of-gravity. Manual fuel
management is necessary to keep the desired 8200 lb. Crosscheck elevator position and fuel quantity indica-
fuel differential between the forward and aft fuseliage tors. After confirming an abnormal forward disrribu-
tank. tion, select FWD engine feed until desired distribu-
1. Engine feed selector knob-AFT. tion is obtained. Dump can he utilized if required.
Refer to Landing With Forward Abnormal Fuel Dis-
2. Fuel quantity indicators-Test.
tribution, this section.
Check forward, afr, and total fuel quantity in-
dications:
a. If an indicator fails to test, it should be con- GENERATOR FAILURES.
sidered inoperative. Monitor the other two in-
dications to determine the fuel distribution SINGLE GENERATOR FAILURE.
and operate fuel system manually to maintain
Failure of one generator will he noted by the lighting
at least 8200 pound differential.
of the applicable caution lamp. One generator in nor-
mal operation is sufficient to support the entire elec-
Note trical load or demand. Should generator caution lamp
light proceed as follows:
If the total/select fuel quantity indicator is
considered inoperative, but both the forward
Note
and aft tank indicator pointers operate nor-
mally, auto feed may he continued. The flight control system computers operate
on 115 volt ac power from the essential ac bus.
The essential RC bus is in-turn normally fed
b. If more than one fuel quantity indicator fails by the left generator. An interruption of pow-
to test, remain on aft tank feed and burn the er to the essential ac bus, such as loss or shut-
aft tank empty. Select forward tank feed when
ting down of the left generator or switching
the aft tank pump lamps light and reduce for- from left generator to external power will
ward tank fuel quantity to below 8000 pounds cause a mild shifting of the flight controls.
prior to landing. This may also he accompanied by stick move
menr. Usually this will he felt as a mild air
If Aft Tank Is Not Feeding:
frame disturbance and should not be cause
3. Do not dump fuel. for concern.
3-19
Section Ill T.O. 1 F-l 11 (B)A-1
1. Electrical control panel--Check. 4. Applicable generator switch-OFF-RESET, START

Check electrical control panel for proper position (pause), then release to RUN.
of switches and that the power flow indicator Place the generator switch to OFF-RESET then
reads TIE. hold to START, pause approximately one second
and release the switch to RUN. (Attempts to
if Power Flow Indicator Reads TIE Or The reset generator may be repeated if desired)
Generator Caution Lamp Is Lighted:
2. Emergency generator switch-As required. If Power Flow Indicator Reads NORM And The
The emergency generator switch should be left Generator Caution Lamp IS Out:
in AUTO to prevent a drain on the hydraulic 5. Emergency generator switch-AUTO.
system when flight is being conducted under 6. Pitch damper switch-DAMPER.
visual flight conditions. Emergency electrical
power will be available within one second if the If Power Flow Indicator Reads TIE:
other primary generator fails. Position the switch 7. Generator switch--OFF-RESET.
ON during instrument flight and prior to descent
8. Decouple pushbutton-Depress.
for night landings.
9. Pitch damper switch-DAMPER.
DOUBLE GENERATOR FAILURE WITH BOTH

(,..,.,I ENGINES OPERATING.
Double generator failure will nor result in a total loss

Failure of the ac sensing relay will connect of electrical power for more than the maximum of one
the emergency generator to the essential bus second required for the emergency generator to pro-
when ON is selected. This failure will be in- vide power for the essential ac and dc buses. During
dicated if the flow indicator reads EMER operation on emergency generator power the airspeed
when emergency generator switch is placed math indicator, the altitude vertical velocity indicator,
to ON, and an engine driven generator is the angle-of-attack rape and indexers (prior to T.O.
still operative. lF-111.891) will be inoperative. Yaw and roll trim
will be inoperative.
Not.2
Refer to Section 1 for list of equipment that is powered
If the emergency generator lamp does not by the essential buses.
light, when the emergency generator switch
is placed to ON, depress the emergency gen-
erator indicator/cutoff button. If the lamp
still does nor light, and the bulb is good, the
emergency generator is inoperative and there
is no back-up for the operative engine driven
0 Prior to T.O. IF-111-755, if the pitch damper
generator.
has been turned OFF prior to loss of power,
If emergency generator switch is placed to ON and the switch will retor to DAMPER prior to
power flow indicator reads EMER, accomplish the the emergency generator coming on the line.
following prior to attempting to reset the generator. 0 Power interruption will cause the auxiliary
a. Emergency generator indicator/cutoff pushbur- flight reference system (AFRS) gyros to revert
ton-Pulled. to automatic fast erection. This will be indi-
b. Battery switch-OFF. (Leave OFF for remainder cated by the auxiliary attitude (AUX ATT)
of flight) caution lamp lighting, the OFF flag on the
standby attitude indicator, and the ADI.
c. Emergency generator switch-AUTO.
d. Emergency generator indicator/cutoff pushbut- 0 The angle-of-attack indicator will be inopera-
too-I. tive when operating on emergency generator
power even though angle-of-attack indica-
3. Pitch damper switch-OFF. (Within dampers off
region) tions appear normal. The angle-of-attack in-
dexers, however, will be operative. (After
Adjust flight envelope, as necessary, to dampers
T.O. lF-111-891).
off region and place pitch damper switch OFF
until the malfunctioning generator can be re-
stored to normal operation or until all attempts Emergency generator switch-ON.
to reset the generator are completed. Turning the Electrical control panel--Check.
pitch damper OFF will prevent possible flight Check electrical control panel for proper posi-
control transient commands, through the pitch tion of switches and that the power flow indica-
damper, resulting from electrical power surges, tor reads EMER.
during attempts to reset generators. Maintain one g flight.
1.0. 16111 (B)A-1 Section III
1. Emergency generator switch-ON.

1 WARNING 1 2. Establish and maintain nominal 1 g flight and
an airspeed of 350 KIAS or less. Then, maintain a
minimum of 90 percent rpm on the operating en-
To assure adequate hydraulic pressure for gine.
emergency generator operation, do not open 3. Do not open 01 close speedbrake.
speedbrake. Maintain R minimum of 90 Per-
4. Sweep wings forward to 26 degrees by moving the
cent rpm on both engines while closing speed-
wing sweep handle at a smooth rate nor to exceed
brake, if it is open, and for wing sweep and
1 degree of sweep per second.
landing gear operation.
4. Pitch damper switch-OFF. (Within dampers off

region) -
Adjust flight envelope as necessary, m damper
off region, and place pia:h damper switch OFP
until the malfunctioning generator can be re- Flight control damper transients may be ex-
stored to normal operation or until all attempts perienced if hydraulic demands cause an in-
to reset the generator are completed. Turning terruption of the emergency generator power.
the pitch damper OFF will prevent possible flight
control transient commands through the pitch 5. Land as scan as possible using Single Engine
damper resulting from electrical power surges. Emergency Generator Landing procedures, this
section.
5. Generator switches (individually)-OFF-RESET,
START (pause), then release m RUN.
Individually place rhe generator switches to COMPLETE ELECTRICAL FAILURE.
OFF-RESET then ro START, pause approxi- In the event of complete loss of electrical power the
mately one second and release switches to RUN. aircraft will be flyable, hut should be landed as soon as
6. Pitch damper switch-DAMPER. possible. The following are considerations to be ap-
For continued operation with one or both engine plied as necessary. (1) Airspeed should be maintained
driven generators or the emergency generamr within damper off operating limits as stability aug-
supplying Power, place the pitch damper switch mentation is not available. (2) Special attention should
ro DAMPER. be given to serting wing sweep for landing to compen-
sate for a possible aft CG condition as fuel is available
If Power Flow Indicator Reads EMER:
from the forward tank (suction feed) only and the CG
7. Fuel panel&Check. will shift aft as fuel is consumed. (3) If the wing sweep
Wirh only the emergency generator providing handle is moved to the 16 derent, the handle will lock
electrical power, only fuel boost pumps 4 or 5 at rhar position and the wing cannor be moved aft. The
or rransfer pumps 7 and 8 or 12 will be oper- wing sweep position indicator will be inoperative. (4)
able. Refer m Fuel System Operation On Emer- Slats and flaps can be extended using normal extension
gency Electrical Power, t:his section. procedures. Auxiliary flaps and the slat/flap position
8. Land as soon as practicable. (Refer to Fuel System indicator are inoperative. (5) The landing gear must
Operation On Emergency Electrical Power, this be extended using emergency extension procedures. No
section.) gear down indications will he available. (6) Utility
lights only will be operational if battery power is avail-
EMERGENCY GENERATOR OPERATION WITH able. (7) Standby A/S, ALT, and RPM will be opera-
ONE ENGINE SHUT DOWN. rional; all other flight instruments are inoperative. (8)
Estimate fuel consumption as closely as possible to aid
In the event of a generator failure on the operating in setting wing sweep for landing. (9) Radio commu-
engine with the other engine shut down the following nications may be attempted with the emergency radio
should be accomplished. contained in the quick rescue kit.
GLASS PANEL FAILURE OR UNLOCKED

CAN,OPY INDICATION.
The angle-of-attack indicator will be inopera- Loss of a glass panel, windshield, and/or canopy will
tive when operating on emergency generator not, of itself, cause the aircraft to become uncontrol-
power even though angle-of-attack indica- lable or unstable. However, such a failure may result
tions appear normal. The angle-of-attack in- in conditions whereby one or both crew members may
dexers, however, will be operative (aircraft be incapacirared and aircraft control degraded. Con-
after T.O. IF-111.891). ditions that can be expected to occur instantaneously
3-21
Section III T.O. 1 F-l 11 (B)A-1
include severe wind blast, unbearable noise levels, loss Note

of intercom and radio communications, limited visibil-
If supersonic and wings are aft of 50 degrees,
ity and possible personal injury, and/or aircraft dam- retard throttles and sweep wings forward
age due to flying debris. Should windshield/glass panel slowly to 50 degrees to enhance deceleration.
failure occur, the lint aircrew reaction should be When reaching subsonic speeds sweep wings
directed at maintaining control of the aircraft. Either forward slowly to 26 degrees.
crew member that is capable of maintaining control
should take conrtul of the aircraft, level the wings, 2. Maintain airspeed within the damper off operating
reduce airspeed as required, and climb/descend to a limits.
safe flight level. If aircraft control cannot be achIwed 3. Depress the damper reset button only if the af-
or maintained, initiate ejection procedures. If time fected system pressure returns to normal.
and conditions permit, the following actions should be 4. Land as soon as possible using Primary Or Utility
taken. Hydraulic System Failure Landing, this section.
1. VisorsDown. COMPLETE HYDRAULIC SYSTEM FAILURE.

2. Qxygen mask and fitting--On, 100 percent. 1. Eject.
3. Canopy latch handle-Check locked.
4. Obtain a safe altirude and airspeed.
5. Pressurization selector switch-COMBAT.
If both hydraulic systems fail during flight,

HYDRAULIC SYSTEM FAILURE. the flight control system will he inoperative
and flight cannot be continued.
PRIMARY OR UTILITY HYDRAULK SYSTEM
FAILURE. OIL SYSTEM MALFUNCTION!S.
An oil system malfunction on either engine is recog
Failure of either hydraulic system will cause the pitch,
nized by a change in oil pressure, a complete loss of
roll, and yaw damper caution lamps and the hydraulic
oil pressure, or excessive oil temperature. In general,
low pressure caution lamps to light. The damper it is advisable to shut down the engine as soon as pos-
servo-actuators will operate as non-redundant servos. sible after a drop in oil pressure is indicated, to mioi-
As the hydraulic Pressure drops and the damper can- mize the possibility of damage to the engine. However,
tion lamps light, forces may be felt in the control stick. if thrust is critical, the engine may be utilized as long
Loss of either hydraulic system will resulr in the loss as it continues to produce power.
of automatic control and normal operation of all hy
draulically operated components except flight controls OIL PRESSURE BELOW 30 PSI.
and wing sweep. The emergency generator, nosewheel 1. Throttle of affected engine-OFF. (If flight condi-
steering, and speed brake will be completely inopeta- tions permit)
tive. Back-up systems are provided to operate the
spikes, landing gear extension, flaps and slats, wheel
CAUTION
brakes, air refueling system and weapons bay doors. iIIxzl
1. Wing sweep handle-26 degrees. If oil pressure goes to below 30 psi and it is
Maintain wing sweep position compatible with necessary to keep the engine operating to
airspeed and sweep wings to 26 degrees when sustain flight, engine seizure can be expected.
at appropriate airspeed. Minimize flight control
movement during wing sweep. OIL PRESSURE BETWEEN 30 AND 40 PSI.
(EXCEPT AT IDLE)
1. Throttle of affected engine-IDLE.
2. Monitor oil pressure.
CAUTION
iIIxz.l OIL PRESSURE ABOVE 50 PSI.
Maintain nominal 1 g flight while changing 1. Throttle of affected engine-Retard.
wing position. Change wing sweep position Reduce thrust on affected engine. If oil pressure
by moving the wing sweep handle at a can be maintained below 50 psi continue to oper-
smooth rate not to exceed 1 degree of sweep ate engine at the reduced power setting. If oil
per second to avoid depleting hydraulic pres- pressure cannot be reduced below 50 psi, shut
sure. down the engine.
T.O. 1 F-l 11 @)A.-1 Section III
SPIKE SYSTEM FAILURE. SPEEDBRAKE MALFUNCTIONS.
Since there is no positive means of determining spike Speedbrake Fails To Retract:

position, a spike system failure or spike misposition-
1. Speedbrake hydraulic valve circuit breaker-Pull
ing can be recognized only by a reduction in engine
0C
or engine inlet performance. The evidence of a spike
2. Before extending gear-Push circuit breaker in.
system failure will differ according to airspeed at the
time of failure. Failure of the spike system will most
probably he evidenced by inlet buzz and/or compres-
sor srall. OUT-OF-CONTROL RECOVERY
PROCEDURES.
1. Airspeed-Reduce until inlet buzz or compressor
stall disappears. Detailed out-of-control characteristics are described in
Section VI under Stall/Loss of Control Character-
istics. In general, stalls, post stall gyrarions and spins
SMOKE AND FUME ELIMINATION. are the result of exceeding the angle-of-attack limits in
Section V and recovery is achieved by reducing angle-
11 OXYGEN-100 PERCENT. of-attack to within limirs.
2. Air source selector knobI.. ENG, R. ENG.
Attempt to determine if the engines ate the
source of smoke by selecting L. ENG and R. (,,.,.,
ENG positions. If source of smoke cannot be
isolated co ao engine, proceed to next step:
3. Air source selector knob-BOTH. Near the angle-of-attack limits, induced drag
increases rapidly and may cause the total drag
to exceed the rota1 thrust available. This re-
Attempt to isolate source of smoke or fumes ens sults in rapid airspeed decrease and/or in.
follows: crease in sink rate. The resulting increase in
Non-essential electrical equipment-OFF. angle-of-attack may be sufficient to cause
overshoot of the angle-of-attack limits and
subsequenr departure from controlled flight.
Note
Conventional aerodynamic stall warning such as a sud-
If condition still exists, do not accomplish deng break, stick force changes or other pronounced
step 5, proceed to step 6. cues are not available to warn the pilot of impending
departure from controlled flight. The departure will
occur as a smooth but uncommanded yawing and roll-
Electrical equipment-ON. (As required) ing motion. Unless the pilot monitors angle of attack
Turn on electrical and lighting equipment one and observes artificial stall warning, aircraft control
system at a time, and check for smoke until may be lost.
source is determined.
If smoke persists, posirion the air source selector
knob to OFF.
If smoke or fumes persist, position the air source
selector knob to RAM/EMER.
The command augmentation feature of the
flight control system will attempt to maintain
the stick-command level of pitch rate, g
Note
force, and roll rate independent of airspeed
. Moving the air source selector knob from variations. For instance, during flight condi-
OFF to RAM should be accomplished without tions where airspeed is decreasing, rhe hori-
pausing in the intermediate positions to pre- zontal stabilizer will be commanded co in-
vent the possible introduction of more smoke crease angle-of-attack, without additional pi-
from one or both of the engines. lot input, in an attempt ro maintain the com-
manded level of pitch rate, roll rate, and g
. Selecting RAM position will open the ram force. Failure co monitor and control angle-of-
air scoop, dump cabin pressure, and close the attack within limirs can result in inadvertent
pressure regulating and shutoff valve. rapid departure from controlled flight.
523
Section III 1.0. 1 F-l 11 (B)A-1
1. STICK-FULL FORWARD AND CENTERED. If these conditions are confirmed, perform the follow-
2. RUDDER-NEUTRAL. ing recovery steps:
3. ROLL DAMPER-OFF. 1. Stick-Forward and full with turn needle. (Pitch
and roll conrrol centered, if inverted)
pi&-,..,.,
Action of the roll damper after departure

can delay recovery of aircraft control.
4. Throtrles-As required.
l Both full lateral control and forward stick
N&l? are required to effect spin recovery. In order
If in afterburner, reduce power to MIL. If t obtain full lateral control deflection, less
below afterburner range, do not reposition than full forward stick will have to he held, I
throttles. To do so may result in engine stalls. . Jettisoning of exrernal stores can result in
store/aircraft collision.
2. Rudder authority switch-FULL.

. Hold recovery controls until all significant 3. Rudder-Full opposite turn needle.
angular morions have damped, the nose is
well below the horizon, airspeed is above When Aircrclft Rotation Stops:
200 KIAS and increasing, and angle-of-attack
is below 15 degrees and decreasing. Care must 4. Stick-Forward and centered. (Pitch and roll con-
be taken to assure that airspeed is increasing trol centered, if inverted)
and angle-of-attack is decreasing. Erroneous
5. Rudder-Neutral.
values may be occasionally presented on the
angle of attack indicator when the aircraft 6. Roll damper-DAMPER.
angle-of-attack is above the indicator limit
(25 degrees).
0 Engine stall and resulting loss of hydraulic
power may occur in an out-of-control condi- (,..,.,I
tion. To cnserve hydraulic power, do not
change aircraft configuration (flaps, wing
sweep, etc.). If engine rpm drops below 35 l Immediately after rotation stops, the aircraft
pexent on both engines, hydraulic power will unload and negative Gs may be en-
many be insufficient for recovery. countered. This unloading is to be expected
during recovery and can he moderated by re-
l During recovery from out-of-control condi-
ducing forward stick deflection. Longitudinal
tions, it may he necessary to obtain an air
oscillations may continue for several cycles af-
speed of as much as 300 KIAS t recover a
ter the aircraft unloads and no attempt should
stalled engine.
he made fo counter these oscillations. During
0 High descent rates (up to 20,090 feet per the recovery process, the aircraft will be in a
minute) may exist during out-of-control ma- near vertical attitude and external visual cues
neuvers. may he confusing. Continual monitoring of
0 If aircraft control has not been recovered at airspeed, angle-of-attack, and altitude is man-
an altitude of 15,000 feet above the terrain datory. Hold recovery controls until the angle-
-Eject. of-attack remains below 15 degrees and air-
speed continues f increase. During this per-
If Recovery Is Effected: iod, residual pitch oscillations and a slow roll
5. Roll damper-DAMPER. may exist even though the aircraft has recov-
ered and is flyable. The aircraft pitch response
SPIN RECOVERY PROCEDURE.
will rrack with the control stick when the
If the out-of-control recovery procedure has not pro-
aircraft is positively under control. If positive
duced a recovery, the aircraft is probably spinning. A
control has not been attained by 15,000 feet
spin is indicated by an angle of attack above stall angle
above the ground, eject.
of attack (indicator generally at 25 or minus 2 to 3 de-
grees), low airspeed (140 KIAS or lower), and turn 0 Do not exceed 15 degrees angle-of-attack dur-
needle folly displaced in the direction of spin rotation. ing recovery.
1.0. IF-1 1 l(g)A-I Section III
,,~. l During recovery from either a poststall gym

tion or spin, the aircraft may occasionally
ENGINE
THROTTLE.
SHUTDOWN WITH A FROZEN
I encounter a series of uncommanded, rapid

rolls near or below the angle of attack limit
due to inertia coupling. These rolls may dem-
onstrate roll rates as high as 180 degrees per
1. Engine fire pushbutton-Depress.
Note
l Engine may be shut down from any power
setting.
second, even though roll control is centered. l If engine is shut down in flight with the fire
The key to respgnizing this situation is build- pushbutton, refer to Single Engine Landing
I ing airspeed above 200 KIAS and an angle-of-

attack below stall. If maintaining full forward
stick does not produce a rapid reduction of
this high roll rate condition, neutralize all
and Go-Around, this section.
l If throttle is frozen above the IDLE position,
ground roll spoilers will not be available on
landing roll.
controls, and roll rate should begin to decrease
immediately. Although uncommanded tolling WHEEL WELL OVERHEAT DURING
will continue for 1 to 2 tams, recovery should FLIGHT.
be complete in 5 to 10 seconds. If uncom- The most probable came of a wheel well overheat
I
manded roll rate has not subsided within 5 to condition would be a ruptured engine bleed air duct.
10 seconds,rudder should be applied opposite The detection system will indicate a hot condition and
the roll direction. As the roll rate slows near light the wheel well hot caution lamp. After T.O. lF-
zero, easethe stick forward to further reduce ~111.946,the lamp will also light when an overheat
angle of attack and neutralize rudder. condition is detected in the weapons bay routing ton-
l If lateral control with the spin direction is nel or a-c power panel area. A fire condition may exist,
maintained even though the yaw rotation has and as it progresseswill probably be verified by lossor
slopped and angle-of-attack has reduced to a degradation of the hydraulic and electrical systems
value below stall, the aircraft will begin to and/or a smoke trail. Note that the corrective crew
roll becauseof the lateral command and build- action includes shutting off the engine bleed air source;
ing airspeed. The pilot may mistake this roll- therefore, equipment cooling and cabin pressure will
ing motion as a continuation of the spin and not be available. Airspeed should be reduced to achieve
incorrectly continue to hold in full aileron. favorable conditions for emergency ram air cooling
The key to recognizing when to neutralize and no cabin pressure. After the hot light goes of, a
the controls is a building airspeed above 200 visual inspection should be made of the wheel well and
KJAS and an angle-of-attack well below stall. surrounding area (by chase aircraft or tower fly-by)
Failure to neutralize roll and yaw controls and the aircraft should be landed as soon aspracticable.
will result in an excessive altitude 10~safter If rhe wheel well hot caution lamp lights, proceed as
the initial out-of-control condition has been
corrected.
follows:
1. Air source selector knob-OFF or EMER. (AS ap /
7. Throttles-As required.
8. Air start button-Depress.
pliable)
For supersonic flight with high total temperature
,f
if
9. After controlled flight and normal engine pera- indications, place the selector knob to OFF and
rion is restored, the wings, if aft of 45 degrees, decelerate ar;d descend to decreasetotal tempera-
should be swept forward to minimize altitude 10s~ ture indication and establish an altitude where
and excessive speed buildup.
10. If still t of control by 15,000 feet above ground
cabin pressure is not required. If total tempera-
ture and/or altitude is not a consideration, place
~4
level--Eject. the knob to EMER and descend asoutlined above.
(Refer to Ram or Emer Mode Flight Limits,
Section V.) I
THROTTLE
EXCESSIVE
MALFUNCTIONS.
THROTTLE FRICTION.
Note
Placing rhe air source selector knob to OFF
4
When high throttle friction or unsteady (jerky) throt-
tle movement is encountered, an impending throttle
shuts off engine bleed air but does not dump
cabin pressure. The EMER position of the
I
f
knob shuts off bleed air, pens the ram air
binding problem may be indicated. If this condition
scoop and dumps cabin pressure. With high
occurs, move the affected throttle to maintain approxi-
total temperature indications, opening the
I
mately 80 percent rpm and use the other throttle to
ram air scoop will result in excessive cabin
control airspeed.
temperature.
4
FROZEN THROTTLE IN AFlERBURNER RANGE. 2. If lamp does not go of 10 seconds after placing
the air source selector knob to OFF or EMER, pen
1. Relax force on throttle for 20.30 seconds. the speed brake door and when airspeed permits,
2. Attempt slight throttle advance; then apply force extend the landing gear.
to retard throttle to 80 percent rpm. 3. Land as soon as practicable.
~,,,,,,,,~,,,,,,,~,,,,!
3-25
Section ill T.O. lF-I 1 l(R)A-1
LANDING EMERGENCIES
APPROACH END BARRIER 10. Keep engines running until crash crews arrive and
ENGAGEMENT. signal for engine shutdown.
11. If emergency evacuation is required, pull the aux-
Approach end az~estments are considered practicable iliary/parking brake handle, shut down engines
and should be attempted when directional control and and abandon the aircraft.
stopping distance are questionable or when a malfunc-
tion presents a threat to directional control and there
is sufficient runway in front of the barrier on which
to land and lower the nose wheel prior to barrier con- piiq
tact. Consideration should also be given to the engag-
ing speed limits to prevent structural failure of the
arresting barrier or the aircraft. During emergency engine shutdown for evac-
uation some fuel will be dumped overboard
in the proximity of the main wheel area and
Not=2 could cause B tire hazard.
Fly a straight-in approach when possible to
insure an accurate touchdown point on the
runway. Considerations should also be given BLOWN TIRE/FLAT MAIN STRUT
CO actions taken if engagement is missed; LANDING.
go-around and barrier engagement on the
other end of the runway. If barrier engagement is to be made, refer to Ap-
proach End Barrier Engagement, this section.
1. Reduce gross weight.

MAIN GEAR TIRE/STRUT.
Time permitting, dump and/or burn fuel to re-
duce gross weight as low as practicable. 1. Normal Procedures Checklists-Complete.
2. Normal Procedures Checklists-Complete.
2. Fly a straight-in approach.
3. Throttle friction-Reasonably tight.
Deceleration forces could cause throttles to be 3. Anti-skid switch-ON.
thrown forward if not tight. 4. Touch down on side of the runway opposite the
4. Arresting hook-Extend, check hook lamp lighted. blown tire/flat strut. I
If time permits, extend hook where cover may 5. Lower nose and use nose wheel steering and differ-
be recovered and will not cause injury to per- ential braking as required to keep the aircraft on
sons on the ground. the runway. The brake on the good tire should be
5. Shoulder harness-Locked. used normally. Do not lock the brake on the wheel
6. Touch down in center of runway at least 400 feet with blown tire.
short of cable without landing flare.
7. Lower nose immediately. 140% GSAR TIRE.
Do not make an attempt to steer aircraft to cen-
ter of barrier. Off center engagement may cause Normal Procedures Checklists-Complete.
the aircraft to veer off course to the off-center Spoiler switch-OFF.
side of the runway. Barrier contact should be
Fly a straight-in approach
made with nosewheel steering disengaged. No
attempt to correct yaw or roll tendencies during Delay lowering nose to runway until just prior to
the arrestment should be made until the aircraft losing flight control effectiveness. Then, apply aft
is slowed sufficiently to insure aircraft control. stick for aerodynamic braking effect hut keep nose
8. Throttles-IDLE. wheel on runway.
Reduce power to idle at touchdown to insure Use differential braking as required for directional
spoiler brake operation. control.
9. Engage barrier with brakes off.
Roll back may occur depending on type of barrier DAMPERS OFF LANDING.
used. Roll back will be parallel to runway cemer
line for either on center or off center engage- If a landing is to be made with any or all of the damp-
ments. Light braking should be applied at the ers OFF proceed as follows:
end of the arrestment when possible to minimize
rollback without causing the aircraft to pitch up. 1. Land using a straight-in approach.
526 Change 1
2. Avoid large or abrupt control inputs. I, , .
Crosswind landings with the pitch or roll damp- bilge pump may resulr. Proceed as follows:
ers inoperative require no special considerations 11, Continue to wear oxygen mask.
or techniques other than observing those limita-
tions specilied under Flight With Dampers Note
Off, Section V. However, a crosswind landing Emergency oxygen will be automatically sup-
with the yaw damper inoperative, especially plied when the severance and flotation handle
under gusty wind conditions, requires special is actuated (manual actuation is also possible
techniques and considerarions. It is recommended by means of rhe emergency oxygen handle).
that the pilot establish a crabbed drift correction 12, Auxiliary flotation handle-PULL.
on the final approach. Do not attempt to assome
a wing-low drifr correction during the transirion Note
and touchdown phase. Instead, maintain the re- Pulling the auxiliary floration handle will
quired crab drift correction through touchdown, cause even a flooded crew module to float
not to exceed 10 degrees yaw or crab angle. In with sufficient freeboard to pen canopy
addition, minimize yaw inputs t corrections on hatches.
final approach, especially during the transition 13, Insert safety pins into ejection handles.
phase just prior to touchdown. Because the air-
craft has low directional damping in this con-
figuration, rudder inputs to correct for yaw vari- (,,.,.,I
ations resulting from gusts t lateral control in-
puts should be kept small to avoid yaw overshoot Pulling the severance and flotation handle
in the opposite direction. and the auxiliary flotation handle will sever
the module from the aircraft bypassing the
DITCHING. rocket motor. The rocket will lire if the ejec-
It is recommended that ejection be accomplished rath- tion handle is pulled or accidentally activated.
er than ditching. If ditching is unavoidable, proxeed
asi follows: LANDING WITH ABNORMAL FUEL
1. Fuel dumpAs required. DISTRIBUTION.
2. Oxygen-loo percent.
The following paragraphs covet both Landing With
3. Flaps/slats-Extended.
Aft and/or Forward Abnormal Fuel Distribution.
4. Landing gear-Retracted.
5. Approach at an angle-of-attack of 12 degrees as in-
LANDING WITH AFT ABNORMAL FUEL
dicated on the angle-of-atrack indicator. DISTRIBUTION.
6. Adjust power to maintain angle-of-attack of 12 de-
gtees wirh minimum sink rate. (Not to exceed 200 1. Between 250 and 300 KIAS, in stabilized flight
feet per minute) with the slats and flaps retracted, check if the
7. Hold constant angle-of-attack and do not flare the wings can be swepr forward to 26 degrees and not
aircraft before touchdown. exceed 1 degree down elevator. If the elevator
position does not exceed 1 degree down, extend
Upon Water Contact: the slats and Haps and make a normal landing
from a straight-in approach. After extending the
8. Stick-Neutral. flaps and slats and throughout the landing ap.
9. Throttles-OFF. preach, insure the elevator position is 3 degrees or
10. Pull severance and flotation handle. more trailing edge up. If at any time the average
elevator position is less than 3 dr,-ees trailing
edge op, make a go-around (afterburner power
should be avoided if at all possible to minimize the
nose up pitching effect). Repeat the elevator po-
sition check with rhe flaps and slats retracted to
Pulling the severance and flotation handle and determine the maximum allowable forward sweep
the auxiliary flotation handle does not disable for landing.
the rocket motor; it will still fire if either
ejection handle is pulled. To preclude inad-
vertent firing of the rocket motor during the pii-,,.,.,
ditching sequence, both ejecrion handle safety
pins most be installed. . Do not sweep wings forward of 24 degrees in
attempting to extend Raps.
Should crew module structure rupture t canopy . Do not make a landing approach with wings
transparency break during the course of ditching and forward of 26 degrees.
3-27
Section Sll T.O. l?-1 i I @)A-1
. If flaps are confirmed or suspected to be other

than full up and the slats cannot be verilied
Note
by gain changer lamps or visually fo he ap-
Landing should be made as soon as possible proximately 70 percent down, landing should
after the elevator position check since the be made utilizing No (Or Partial) Slats and
center-of-gravity will shift as fuel is used. Partial Flaps Landing, rhis secrion.
. Flap position indicator is unreliable if mal-
function is due to a slar/Aap sequencing
2., If the wing cannot he swept to 26 degrees without mechanism failure.
causing elevator position to decrease below I de-
c--m
gree down, utilize the wing sweep at which I de-
gree down is obtained for landing and refer to No CAUTION
L.-l
Flap Landing, this section. Placing the emergency flap/slat switch to the
emergency position, relieves the hydraulic
pressure CO the flap motor and isolates the
1 WARNING 1 function of the Hap handle and may prevent
further damage.
Do nor make a landing approach with aver- FLAPS AND SLATS EMERGENCY EXTENSION.
age elevator posirions greater than 1 degree 1. Keduce airspeed to 180 KIAS or IO degrees angle-
down. Sufficient aircraft nose down elevator of-attack, whichever is higher.
aurhoriry may not he available to maintain 2. Flap/slat switch-EMEK.
cnntrol of the aircraft. 3. Emergency flap/slat switch-EXTEND and hold.
(Emergency exwnsion requires up to 60 seconds
or more)
LANDING WITH FORWARD ABNORMAL FUEL
DISTRIBUTION.
1 Dump or burn all fuel until the aft tank is empty

(fuel pump lamps on) and the elevator position
indicator (EPI) indicates the cg is within limits . Prior to I,O. lF-111-824, emergency flap ex-
for landing. If rhe EPI is inoperative, continue tension with M-117 weapons installed on
fuel dump/bum until the forward rank fuel level pylons 3 or 6 or fuel tanks installed on pylons
is decreased to reservoir tank only fuel remaining 4 or 5 can result in interference if 34 degree
(fuel low lamp on). Refer fu Section VI for landing extension is exceeded.
wing sweep. Land as soon as possible. . Make a positive check that all slats ace ex-
tended by visual observation of the slat posi-
tion indicator and rhe slats themselves, prior
LANDING WITH FLAP AND SLAT to proceeding wirh flap extension. Flap ex-
MALFUNCTIONS. tension without prior slat extension or with
asymmerric slat extension can result in a mild
If conditions require landing with flap or slat mal- to unconrrollable pitchup. stall. and rolloff
function, factors such as gross weight, approach speed, depending on the magnitude of flap and slat
ground roll distance and runway condition mnsf be deflections.
considered. Diversion to a suitable alternate or ap-
preach end barrier engagement may be necessary. 4. Flap/&r handle-DOWN
If flap position can be confirmed to be full up, landing
should he made utilizing a No Flap Landing, pro- Note
vided slats are symmetrical. If flaps can be confirmed to On aircraft a ), and those after T.O. lF-
be full up but slats are asymmetrical, use a Landing I I I (B56~, the flap/slat handle provides
With Asymmetric Slat pxxedure. If slars cannot be electrical contacts at the 25 degree position
verified by gain changer lamps or visually to Ix ap- to raise or lower auxiliary flaps.
proximately 70 percent down and flap position is con-
firmed or suspected to be other than full up, land using LANDING WITH ASYMMETRIC SLAT.
No (Or Par&l) Slats and Par&l Flaps Landing, this 1. Do not extend flaps.
section. 2. Fuel dumpAs required.
3-20
T.Q. lF-II 11 fBIA-1 Section III
,.,, 3. External stores-Jettison. (If required)

4. Normal Procedures Checklists-Complete. piiT,,.,.,
5. Control system switch-T.O. & LAND. (Below 300
KIAS or math 0.45, whichever is less).
. If excessive braking is used at high speeds,
the wheel blowout plugs may relieve tire ptes-
sure within 15 minutes after stop. Provisions
should be made to cope with wheel fires
which may start shortly after the blowout
Attempting abrupt tolling maneuvets or bank plugs relieve.
angles in excess of 60 degrees with the flight
control system switch in T.O. & LAND, can . Call the fire depattment after any emergency
result in loss of contra; of t:he aircraft. landing which results in hot wheels or brakes
or use of the tail hook. Do not shut down the
engines until after the fire trucks arrive. Fuel
6. Fly long, shallow straight-in approach at 11 degrees venting from the engines after shutdown may
angle-of-attack. (On fine1 approach maintain he ignited by the affected hot part.
ground track with rudder trim and lateral control)
NO FLAP LANDING.
Approaches with no flaps will necessitate a long,

shallow, straight-in approach; refer to figure 3-4.
. Desired rate of descent sh,ould be established (Approach speeds obtained from t:hatt must be ad-
at beginning of approach and abrupt maneu- justed if carrying stores: Add 1 KlAS for each 1000
vers, large throttle motions ot flight in excess pounds in weapons bay; add 0.5 KIAS for each pylon
of I 6 should be avoidal. station carrying weapons or tanks.) Approach angles-
of-attack should be established by use of the angle-of-
l Maintain an airspeed compatible with aircraft attack indicator on the AMI. Do not use the angle-
configuration and gross weight to insure that of-attack indexer. For wing sweeps between 16 and
IO degrees angle of attack is not exceeded 45 degrees, approach at 11 degrees angle-of-attack.
during maneuvering flight prior to final ap- For wing sweeps aft of 45 degrees, approach at 12 de-
proach phase. grees angle-of-attack. Under these approach conditions,
care should be exercised to avoid tail strikes at touch-
Nd.2 down. Landings with wing sweeps greater than 45 de-
grees can be made with up to 20 knots of crosswind
Maintain constant ground track by use of but roll response will be reduced to less than half due
rudder trim and lateral control. Rudder trim to spoiler lock-out. The stability augmentation system
iId-/ up to-full aut!xxity.should be used to reduce must be operating for crosswind landings with wing
sweep greater than 45 degrees.
7. Landing:
1 WARNING 1
. Desired rate of descent should be established
Aircraft will tend to veer in the direction of at beginning of approach and abrupt ma-
the extended slat upon touchdown if the neuvers, large throttle motions or flight in
lateral control is centered or the spoiler brakes excess of 1 g should he avoided. Any of the
extended. Lateral control, augmented with
above can result in excessive sink rate build-
rudder as necessary, should be initiated upon
up which may be difficult to arrest at ap-
touchdown to maintain desired ground track.
proach altitudes.
a. If ground roll distance is a consideration, utilize . Maintain an airspeed compatible with air-
the short held landing procedure, Section IL Re- craft configuration and gross weight to in-
fer to figure 3.3 for approach speeds and landing sure that 10 degrees angle-of-attack is not
roll distance. exceeded during maneuvering flight prior to
8. Hook-As required. final approach phase.
3-29
_.... . . .
. itiergency Procedures
L
\
Emergency Landing Airspeeds and
\M inimum Ground Roll Distances
\ DATA BASIS: ESTIMATED
DATE: 29 DECEMBER ,972
CONFIGURATION:
-SLATS RETRACTED
.FLAPS RETRACTED
*ND EXTERNAL OR
INTERNAL STORES
CONDITION:
.C.O. - WDRMAL SURW
.YAKIYU BACKSTICK
DURING LANDING ROLL
.YD GROUWD ROLL SPOILERS
\L
WINGSWEEP
-
T
16
2v
35
4G
OS
12.5
1OTE: -
.DECPLIKE
MAXlnUU
BRAKING SPEED 0" 1.1
KNOTS/lOM FEET AtTlttlDE
piq
REFER TO SECTlO FOR
CEWTER OF GKAYITY LIMITS
GROSS WEIGHT - ,000 POUNDS ALTITUDE - FEET AG ORIKE MERG LIYITS.
I ..-__ .__ ..___ .-- __._.. ----._.- -.- . .._- -... 1 r I 1

- 20 0 20 40
.r
TEMPERATURE C
. ADD 0.5 KIAS FOR EACH PItOH APPLlCATlSl SPTLLI
STAtlO W WAPOYS OR ;;;F?;~fTlG OF MAX. lYnEEL
TAMS CRISMT.
F0000000.FO5PE
Figure 3-3.
DATE: 19 MAY ,972
T.O. 1 F-l 11 WA-1 Section III

Because of the high approach and touchdown
airspeeds required during landing with wings
at 26 degrees or greater and no flaps, burn or
dump as much fuel as practicable prior to en- If excessive braking is used, the wheel blow-
tering traffic pattern. out plugs may blow ot, relieving tire pres-
sure within 15 minutes after stopping. Do not
shut down the engines until the fire trucks
arrive as fuel venting from the engines after
shutdown may result in a fire.
If landing is to be accomplished due to ab- NO (OR PARTIAL) SLATS AND PARTIAL FLAPS
normal fuel distribution and fuel feed from LANDING.
aft tank cannot be confirmed, do not dump
fuel. Landings with no (or partial) slats and partial flaps
will require a long, shallow, and straight-in approach.
2. External stores-Jettison. (If required) Approach angle-of-attack should be 7 degrees and
should be established by se of the angle-of-attack
3. Normal Procedures Checklists-Complete.
a. Compute emergency landing airspeed from fig- indicator on the airspeed math indicator. Do not use
ure 3.4. the angle-of-attack indexer. Landing can be accom-
4. Flight control disconnect switch--OVRD. (When plished at I6 to 26 degrees wing sweep depending on
center-of-gravity considerations. Approach speed will
aft of 26 degrees wing sweep)
Placing the flight control disconnect switch to be greater than normal full flap landing speeds by
OVRD deactivates adverse yaw compensat.ion, approximately 20 percent at 16 degrees and 30 percent
auxiliary pitch trim, roll trim, TFR climb/dive at 26 degrees, based on no slat extension and 15 de-
grees flaps extension. Speeds will vary with actual
commands, autopilot and pedal shaker.
configuration, however, angle-of-attack is the primary
speed reference for approach and landing. Figure 3-4
Note may be used to approximate ground roll distance.
Once the flight control disconnect switch is
placed to OVRD the pitch and roll gain
changer lamps will remain on even though
the control system swiwh is subsequently
placed to T.O. & LAND, because AYC is not
activated. . Desired rate of descent should be established
at the beginning of the approach and abrupt
5. Control system switch-T.O. & LAND. (Below 300 maneuvers, large throttle motions or flight
KIAS or math 0.45, whichever is less). in excess of 1 g should he avoided. Any
of the above can result in excessive angle-of-
attack build up (above 12 degrees) which
I,.,.,[ could result in stall or uncontrolled roll off.
. Maintain an airspeed compatible with air-
Attempting abrupt rolling maneuvers or bank craft configuration and gross weight to insure
angles in excess of @.? degrees with the flight that 7 degrees angle of attack is not exceeded
NJ control system switch in T.O. & LAND, can during maneuvering flight prior to final ap
preach.
Wing SweepSer as required.

At 7 degrees angle-of-attack in stabilized flight,
check the elevator position. If the elevator posi-
0 Ground roll spoilers will not be available at tion is between 7 degrees up and 0 degrees, main-
wing sweep angles of 45 degrees or greater. tain the existing wing sweep. If the elevator posi-
. If possible, sweep wings forward to obtain tion is greater than 7 degrees up, the wing should
ground roll spoiler operation. be swepr forward or fuel dumped until the ele-
vator position is between 7 degrees up and 0 de-
a. If ground roll distance is a consideration, utilize grees. If the elevator position is below 0 degrees,
the short field landing procedure, Section II. sweep wings aft (limit 26 degrees) until elevator
Refer to figure 3-3 for approach speeds and posirion is between 0 and 7 degrees p. If eleva-
landing roll distance. 101 position is below 0 degrees with wing sweep
at 26 degrees, refer to .4bnormaf Fuel Disrrihu-
7. Hook-As required. tie this Section.
3-31
Section III 1.0. IF-1 11 @)A-1
2. Fuel dumpAs required. HYDRAULIC SYSTEM FAILURE LANDING.

Fuel may be dumped as required to reduce land-
ing speeds. PRIMARY OR UTILITY HYDRAULIC FAILURE
LANDING.
Fuel should be dumped at 7 degrees angle-of-
attack in stabilized flight and the elevator posi- An approach end barrier engagemenr should be consid-
tion monitored m assure that the elevator posi- ered. Fly an extended downwind leg sufficiently long to
tion is within the limits of step 1. provide time for lowering the landing gear and flaps
3. External stores jettison button-Depress. (If re- by the emergency method After touchdown, normal
quired) braking and anti-skid mill be available until the brake
NotI3 accumulator pressure has been reduced to approximrte-
. Nuclear srores will not be jettisoned. ly I100 psi (after approximately IO-14 full br,.;e
applications). Brake pedals will move to the fully
l Wing sweep may require readjustment after
deflected position as the accumulators deplete. To
fuel is dumped or external stores jettisoned.
minimize consumption of brake accumulator hydraulic
4. Normal Procedures Checklists-Complete. fluid, braking should be accomplished with as few
Wing sweep for landing is to be determined in brake applications as possible. A single moderate and
accordance with step 1 of this procedure. steady brake application should be applied at the
5. Control system switch-T.O. & LAND. (Below 300 lowest speed practical to stop on the available runway.
KIAS or math 0.45, whichever is less). If the accumulator pressure has been reduced to less
than 1100 psi, normal braking will not be available.
If the barrier cannot be engaged, it will be necessary
(,..,.,I CO pull rhe auxiliary brake handle to stop the aircraft.
Only one set of spoilers will be available. If the run-
way is wet or icy, application of brakes at high speeds
Attempting abrupt rolling manewers or bank would result in anti-skid cycling, and depletion of the
angles in excess of 60 degrees with the flight hydraulic accumulators, thereby losing the use of nor-
control system switch in T.O. & LAND, can mal brakes for directional control and stopping. Damp-
result in loss of control of the aircraft. ers will not reset unless pressure refwns to normal.
1. Anti-skid switch-OFF.
6. Approach angle-of-attack-7 degrees.
2. Spike control switches-OVERRIDE (below 0.9
math).
LANDING WITH ASYMMETRIC STORES. 3. Wing sweeIt-Adjust slowly for landing. (I degree
If a large or heavy store asymmetry exists, landing can per second)
be accomplished using a 10 degree angle-of-attack ap- 4. Emergency extension of flaps and slats.
proach. Landing configurations and approach speed 5. Emergency extension of landing gear.
should be established with sufficient altitude remaining 6. Normal Procedures ChecklistsComplete.
to determine specific flying qualities prior to the final 7. Utilize aerodynamic braking and maintain direc-
approach. A straight-in approach is recommended mak- tional control with the rudder as long as effective.
ing full use of roll and rudder trim to establish an ac-
8. Hook-Extend. (If required)
ceptable balance of lateral control force and angle of
sideslip. As speed is decreased, the lateral trim required 9. Auxiliary brake handle-Pull. (If required)
may exceed roll damper authority of :!:6 degrees. Lat-
eral control forces may be reduced through the use of
rudder trim and/or by increasing
to obtain 8.5 degrees angle-of-attack.
final approach speed
If a significant
L...-
CAUTION f
cross wind exists, land with the heavy wing up-wind if Pulling the auxiliary brake handle while the
conditions permit. Using rudder to align the aircraft aircraft is moving may cause the wheels to
with the runway centerline may require full lateral lock if normal brake accumulator pressure is
control to hold the wings level. Do not exceed 3&J feet available, and result in tire skidding or blow-
per minute sink rate at touchdown. Normal braking out, and may result in fire.
technique may be used during the landing roll.
LANDING GEAR MALFUNCTIONS.
LANDING AFTER NOSE LANDING GEAR

RETRACTION FAILURE.
Failure of the nose landing gear to achieve a proper
As speed is decreased or load factors increased, up and locked indication after landing gear UP selec-
the asymmetric effects become more pro- tion may be caused by malsequence between the nose
nounced. gear and uplock mechanism. Such malsequence can
T.O. 1 F-l 11 (B)A-1 Section III
result in damage to the nose wheel steering linkage. 6. If unable to obtain safe gear indication, refer to
To avoid directional control difficulty during th.e Landing Gear Emergency Extension, this section.
landing rollout after nose landing gear retraction fail-
ure has been confirmed: LANDING GEAR HANDLE WARNING LAMP
1. Landing gear handle-DN. LIGHTED.
If the landing gear handle warning lamp is lighted,

with nose and main gear down and locked, the speed-
Do not recycle gear handle.
brake may be m&positioned.
2. Landing gear emergency release handle-Pull. 1. Speedhrake hydraulic valve circuit breaker-Pull.
This will remove all hydraulic pressure to the If proper speed brake position cannot be vertied
nose steering system and will allow the nose gear visually:
to align with the runway. 2. Landing gear emergency release handle-Pull.
3. Consider barrier engagcmenc. If proper speed brake position/indication is not
Refer to Approach End Barrier Engagement, achieved:
this section. 3. Landing gear emergency release handle-In.
UNSAFE GEAR INDICATION.

Note
Landing gear unsafe (not down and locked) is indi-
cated hy either or both green landing gear position After the landing gear emergency release
indicating lamps not heing lighted after gear down handle is pulled, nose wheel steering will he
selection. However, failure of one or both landing inoperative and the nose wheels will be
gear position indicator lamps ,~o light, together with cocked approximately 40 degrees to the right.
failure of the landing gear handle warning lamp to During landing roll the nose wheels will
light after the gear has been lowered, indicates a proh- align and present no directional control
able malfunction of the gear position indicator lamp problems. If the landing gear emergency re-
,.
system. If the landing gear handle warning lamp release handle has been pushed in, reduced air-
mains lighted with nose and main gear down and loads during the landing roll may allow the
locked, refer to Landing Gear Handle Warning Lamp speed brake to extend and drag the runway.
Lighted, this section.
Note LANDING GEAR EMERGENCY EXTENSION.

Each of the following steps will overcome a
particular malfunction and should be fol- I.Reduce speed to 160 KIAS ot normal approach
lowed in sequence. speed, whichever is higher. Using flaps and slats
(as required).
1. M;rlfunction and indicator lamps--Checked. 2. Landing gear handle--UP. (DN if main gear is
2. Circuit breakers in--Checked. down and locked and speed brake is in trail.)
* Landing gear control 3. Landing gear emergency release handle-Pull.
. Landing gear warning
* Speedbrake hydraulic valve
3. IJtility hydraulic isolation switch--PRESSURIZE.
4. Obtain visual gear check, if main and nose gear
appear to be properly extended, refer to Landing
With Unsafe Gear Indication, this section. If the landing gear door/main landing gear
partially extends and stops before full exten-
If Either Nose Or Main Gear Is Not Extended, Or
Visual Check Was Not Possible: sion, do not push the landing gear emergency
release handle back in. To do so will deplete
5. Landing gear handle-Recycle. the pneumatic pressure and reduce the possi-
*Alternately impose a negative 1.5 g and a bility of completing gear extension. Leave the
positive 2.0 g load on the aircraft and check handle pulled out and check for positive
for gear down indication. down and locked indication. Time required to
obtain this indication may exceed 10 minutes.
CAUTION
iIIIz2
Do not exceed 2.0 positive g during gear 4. Landing gear handle-DN.
extension attempts. 5. Landing gear position indicator lamps-Check.
3-33
1.0. lF-11 l(B)A-1
If The Landing Gear Handle Warning Lamp LANDING WITH NOSE/MAIN GEAR RETRACTED.
Remains lighted With Gear Down And locked:
Approach end barrier engagement with nose, main or
6. Landing gear emergency release handle-In. both gear retracted is recommended but must take into
consideration the barrier availability and type, runway,
weather, and aircraft conditions. For all gear retracted
landings the ground roll spoiler brake switch should
be off. Consideration must be given to missed barrier
lf the landing gear emergency release handle procedures based on the nafure of the gear problem.
has been pushed in, reduced airloads during After the aircraft has engaged the barrier for an ar-
the landing roll may allow the speed brake rested landing or after speed has been reduced so that
to extend and drag the runway. aerodynamic control is not effective, the engines
should be shut off by use of fire pushbuttons as this
NOtI? will shut off hydraulic and fuel lines and lessen chance
for fire from fuel drainage or hydraulic fluid leakage.
After the landing gear emergency release han-
dle is pulled, nose wheel steering will be in- Place the throttles to OFF after the fire pushbuttons
operative and the nose wheels will be cocked are depressed to keep the engines from running on re-
sidual fuel downstream of the shutoff valve. If tim? is
approximately 40 degrees to the right. During
landing roll the nose wheels will align and available, foam rhe runway 3000 to 4000 feet starting
present no directional control problem. at the barrier to reduce fire hazard.
For Nose, Main Or Both Gear Retracted:

7. If landing gear is still unsafe, refer to Landing Fly a straight-in normal landing pattern with final
With Unsafe Gear Indication, this section. approach at minimum sink rare.
I.Fuel dumpAs required.
LANDING WITH UNSAFE GEAR INDICATION.
2.Normal Procedure Checklist(s)-Complete.
Perform landing gear emergency extension proce- 3.Ground roll spoiler switch--OFF.
dure (if required).
Consider barrier engagemenr. 4.Battery-OFF.
(Refer to Approach End Barrier Engagement, 5.All nonessential equipment+-OFF.
this section) This should include engine feed selector, fuel
rank pressurization and fuel transfer switches.
If Approach End Barrier Engagement Is Not Used: 6. Hook-Down. (If barrier engagement planned).
3. Fuel dump-As required. 7. Shoulder harness--lock.
4. External load-Jettison. (If required) 8. Throttle friction-Reasonably tight.
5. Normal Procedures ChecklistoComplete.
6. Battery switch-OFF. Nose Gear Retracted:
7. Shoulder harness-Locked. For barrier engagement, touch down in center of run-
way, 400 ro 600 ft. short of the cable. Prior to engage-
If Nose Gear Is Unsafe: ment, lower nose to a level attitude. Do not apply
brakes. Immediately after cable engagement lower nose
8. Ground roll spoiler switch-OFF.
smoothly ro runway. If a barrier engagement proce-
Fly normal pattern and landing.
dure is nor utilized, lower the nose to the runway
Stop aircraft on the runway and insert landing
while control effectivenss still exists, and apply maxi-
gear ground safety pins.
mum braking.
Note Main/Both Gear Retracted:
Touch down at normal landing attitude; do For barrier engagemew, touch down in center of run-
nor fry to hold rhe aircraft off the runway. If way so that hook makes conmcf just short of barrier
spoilers are turned off, aerodynamic braking cable. If a barrier engagement procedure is not uti-
may be obtained by holding the nose off the lized, maintain directional control with rudder.
runway. Light braking may be used in con- 9. Fire pushbutton--Depress.
junction with aerodynamic braking. Lower
10. Throttles-OFF.
rhe nose gently to the runway while sufficient
longitudinal control is still available. II. Abandon aircraft.
tf Nose Or Main Gear Collapses: SINGLE ENGINE LANDING.

Throttles--OFF. (After nose is on the runway) During single engine operation, utility and primary
Fire pnshbuttonr-Depress. hydraulic system flow is reduced by almost 50 per-
Abandon the aircraft as soon as possible. cent. Aircraft response to normal control inputs will
1.0.. 1 F-l 11 (WA-1 Section III
not be adversely affected unless other hydraulic de- 1. Fuel dumpAs required. (Refer to Fuel System
mands such as landing gear speed brake or wing Operation on Emergency Electrical Power proce-
sweep, etc. are being simultaneously utilized. Since the dures, this section.)
flight controls use both utility and primary hydraulic 2. Hydraulic pressure-Checked.
pressure the wings should br: swept only in 1 g 3. Wing sweepAdjust slowly for landing (1 degree
flight, and at reduced rare of 1 degree per second. Fuel per second).
should he dumped down to a minimum to reduce :ap- 4. Normal Procedures Checklisrs--Complete. (As ap
preach speed and gross weight. A long, moderately pliable)
shallow straight-in approach should be flown with Flap/slat handle-25 degrees. (Normal system)
flaps set at 25 degrees. This is the optimum flap setting ii: Emergency extension of landing gear (Refer to
in case of a go-around. Maintain 8.5 degrees angle-of- Landing Gear Emergency Extension. this sec-
attack until landing is assured. When landing is as- tion).
sured, increase angle-of-attack slowly to on-speed. 7. Final approach:
Operate engine as high as practical until touchdown. a. Fly-approximately 20 knots above computed
Throughout the approach maintain engine rpm above full flap (no aux flap) appoach speed to obtain
85 percent, below this power setting sufficient hydrau- an X.5 degree angle-of-attack.
lic pressure may not be available. b. Glide slope-Normal. (Approximately 600 fpm)
1. Fuel dump-As required. c. Angle-of-attack indexers--On-speed when land-
2. Hydraulic pressure-Checked. ing is assured (After T.O. lF-I 11-891).
3. Wing sweep-Adjust slowly for landing. (1 de-
gree per second) NOi.
4. Normal Procedures ChecklistsComplete. If runway length is critical, full flaps may
5. Emergency generator-As required. be used when landing is assured.
6. Landing gear handle-DN.
I Allow gear to fully extend before initiating slat SINGLE ENGINE GO-AROUND.
extension.
7. Flap/slat handle-25 degrees. NotI?
8. Final approach: Engine acceleration time is severely affected
a. Angle-of-attack-S.5 degrees. by the amount of compressor discharge air
being bled from the engine and by outside
Note temperature. In flight this effect is minimized
Approach speed will he approximately 20 but during final approach for landing, engine
knots above computed full flap approach acceleration may require as much as lo-15
speed. seconds to increase thrust from IDLE to MIL
with full bleed from the accelerating engine.
b. Glide slope-Normal. (Approximately 600 fpm)
c. Angle-of-attack-On-speed when Ianding is as- 1. Throttle-Maximum. (Operating engine)
sured. 2. Air source selector-EMER. (If required)
Note Note
If runway length is critical, full flaps may be With air source selector switch in OFF or
used, when landing is assured. EMER, no servo air will be available for throt-
tle boost or fuel tank pressurization. Lack of
tank pressurization will degrade fuel dump
SINGLE ENGINE EMERGENCY GENERATOR rate.
LANDING.
During operation on emergency generator power the 3. Climb:
airspeed math indicator, the altitude vertical velocity a. Maintain approach airspeed until gear is re-
indicator and the angle-of-attack tape and indexers tracted and all obstacles are cleated.
(prior to T.O. IF-111-891) will be inoperative. Y~aw b. Flaps/slats retraction-Maintain established
and roll trim will be inoperative. The aux pitch trim pitch attitude constant and retract flaps/slats
switch most be used to trim the aircraft longitudinally. at a rate to maintain 8.5 degrees angle-of-attack.
Hydraulic system pressures should be monitored close-
ly throughout the approach and landing. To reduce
demand on the hydraulic system, do not open or close p+iq
the speed brake. Refer to Fuel System Operation On
Emergency Electrical Power, Single Engine Land-
ing and Single Engine Go-Around procedures, this Excessive angle of attack may result from re-
section. tracting flaps too rapidly.
3-35
Section III T.O. 1 F-l 11 (WA-1
PITOT PROBE ICING. 5. Qualified personnel-Notified.
In the eveor airspeed and math indications return to NUCLEAR CAUTION LAMP LIGHTED.
minimum ualoes during icing conditions, the angle-
During Ground Operation:
of-attack indication will he correct. If the airspeed
and math indications should remain fixed during 1. Complete bomb/missile safety check.
icing conditions the angle-of-attack indicator may be
used for landing approach. With the math indicator lnflight Prior To Prearming Preparation or After
fixed ar the following values, fly the angle-of-attack Completion of Abort Checklist.
indicator as shown in order to maintain IO degrees
angle-of-attack. 1. Option select switch-OFF.
2. If NUCLEAR caution lamp is our, proceed to
Mach Indicator Angle-of-Attack Indicator step .4.
0.45 thru 1.25 12 degrees 3. If NUCLEAR caution lamp remains lighted, the
1.25 thru 1.40 11 degrees indication is a rack or a pylon unlocked. Proceed
with the following.
NUCLEAR MALFUNCTION ANALYSIS. Note

Circuit breakers will remain out until the
Malfunction analysis in this section provides informa- Prearming Preparation checklist is per-
tion to identify and correcr, if possible, malfunctions formed.
which may result in II nuclear dud and/or could ad-
versely affect the mission. Monitor and control lamp
malfunctions covered are those most likely to occur, a. External stores jettison A and B circuit breakers
and if they do occur, would require action by the air- -Out.
crew. When a malfunction has been cleared, rerurn b. Master weapons control circuit breaker-Out.
to normal checklist procedures. During ground oper- c. IMonitor and release knob--OFF.
ation, if malfunctions occur which are not specifically d. Rack or pylon cannot be locked; proceed in
covered in this section, complete the following Bomb/ accordance with command policy.
Missile Safety Check. 4. If NUCLEAR caution lamp goes out, indication is
a bomb ready/safe switch or missile SAF safe and
BOMB/MISSILE SAFETY CHECK. arm device in a prearmed or intermediate position,
or continuity between the weapon and aircraft
Stores conrrol panel: monitor and control system lost. Proceed with the
a. Release enable switch-INHIBIT. following:
b. Master switch--OFF. a. All weapon circuit breakersIn.
c. Selector mode knob-OFF. b. Nuclear consent switch-OFF, guard down,
d. Delivery mode knob--OFF. sealed.
DCU-137/A control panel: c. Option select switch--SAFE.
a. Option select switch-OFF. d. Station select switch-Deselected.
b. Monitor and release knobOFF.
e. Monitor lamps-checked, each station.
Circuit breakers: Rotate monitor and release knob to nuclear
a. External scores jettison A--Our. loaded stations and check monitor lamps to
b. External stores jettison B-Out. determine location and nature of the mal-
c. Nuclear master-Out. function:
d. Master weapons control-Out. (1) All monitor lamps will be out if continuity
e. Nuclear unlock-out. is lost or if bomb ready/safe switch or
Bomb/missile rack safety pins, pivot pylon jettison missile SAF safe and arm device is in an in-
ground safety lockpins, and external fuel tank termediate position.
pylon ground safety pins--Installed. (2) A burst option lamp and the ARM lamp
will be lighted if bomb ready/safe switch
is prearmed.
[WARNINO( (3) ARM lamp will be lighted if missile SAP
safe and arm device is armed.
f. Option select switch-OFF.
After completing Bomb/Missile Safety g. Monitor and release knob-OFF.
Check, ground safety pins must remain in- h. Malfunction cannot k corrected; proceed in
stalled until all malfuncrions are cleared. accordance with command policy.
1.0. lF-11 l(WA-1 Section III
lnflight After Missile Prearming. 6. If SAFE monitor lamp remains lighted, deselect ap-
plicable station select switch.
1. DCU-137/A:
7. Rotate option select switch to an alternate burst
a. UNLOCK caution lamp (selected station)-
option compatible with mission requirements.
Lighted.
8. Applicable station select switch--Selected.
h. ARM caution lamp (selected station)-Lighted.
9. If SAFE monitor lamp remains lighted, the selected
2. Nuclear consent switch---OFF, guard down.
weapon cannot he prearmed. Rotate monitor and
3. DCU-137/A: release knob to desired position and proceed in
a. ARM caution lamp--Out. accordance with command policy.
b. 1JNLOCK caution lamp--Lighted.
Indication of a malfunction in ejector rack or
pyh unlock circuits caused by: After Receiving Correct Prearmed Indications:
( I) Uncommanded pylon unlock or 1. Option select switch-Desired option.
(2) CPU issued only one ejector rack unlock 2. Master switch-ON.
command (one required, two normally
issued). 3. Depress malfunction and indicator lights test hut-
ton and check that the NUCLEAR caution lamp
4. Nuclear cowat switch-ARM & RELEASE. lights.
5. ARM caution lamp-Lighted. 4. Deselect applicable station select switch and ob-
serve the NUCLEAR caution lamp.
Note a. If the NUCLEAR caution lamp lights mo-
mentarily, the weapons sahng switch has moved
Malfunction is not critical and does not de- to the safe position.
grade launch capability. Proceed with mis- h. If the NUCLEAR caution lamp did not light
sion. momentarily, the weapons safing switch was in
the safe position.
5. Select applicable station select switch and observe
DCU-137/A SAFE MONITOR LAMP OFF. the NUCLEAR cuution lamp.
If the NUCLEAR caution lamp lights mo-
During Ground Operation:
mentarily, the weapons safing switch has moved
1. If the SAFE monitor lamp fails to light for any to the prearmed position. Regardless of the
of the selected stations, proceed to step 3. DCU-137/A monitor lamp indications, assume
the bomb to be prearmed.
2. SAFE monitor lamp lights for some stations hut
If the NIJCLEAR caution lamp does not light
not for others.
momentarily, and the SAFE monitor lamp re-
a. Bomb/missile monitor circuit continuity may mains lighted, the weapon safing switch is in
be lost. the safe position and cannot be prearmed.
b. Complete bomb/missile safety check.
6. Rotate monitor and release knob to desired position
3. Depress malfunction and indicator lights test hut- and proceed in accordance with command policy.
ton and check DCU-137/A SAFE monitor lamp.
4. If SAFE monitor lamp does not light, replace the
bulb and retest. DCU-137/A UNLOCK MONITOR LAMP OUT.
5. SAFli monitor lamp still does not light.
During Selective Jettison:
a. Nuclear monitor circuit breaker in the forward
equipment hay has probably malfunctioned, in. I. Monitor and release kno&Applicable station.
hibiting monitoring. 2. Applicable weapon circuit breakers-In.
h. Complete bomb/missile safety check. Depress malfunction and indicator lights test hut-
3.
ton and check that the UNLOCK monitor lamp
DCU-137/A SAFE MONITOR LAhlP LIGHTED. lights.
4. Nuclear consent switch-REL ONLY.
immediately After Burst Option Selection/ 5. Applicable station select switch-Cycled.
Missile Prearming: Deselect applicable station select switch; then
reselect station and check the UNLOCK monitor
1. Applicable weapon circuit breakersln.
lamp.
2. Monitor and release knob-Applicable station,
6. If the malfunction still exists, the selected station
3. Nuclear consent switch-ARM & REL. rack or pylon locking device is in an unknown
4. Master switch-ON. position. Proceed in accordance with command
5. Applicable station select switch-Selected. policy.
3-37
Section Ill 1.0. 1 F-l 11 (B)A-I
During Prearming Preparation: Ground Operation.
1. Monitor and release knob-Applicable station. I. System power-Checked.

Insure that power is on the aircraft and that the
2. Applicable weapon circuit breakers-In.
coded switch set circuit breaker is in.
I Depress malfunction and indicator lights test hur-
2. Lamp tesr button--Depressed.
ton and check chat the UNLOCK moniror lamp
If any lamp fails to light, replace bulb.
lights.
3. Sum code-Keenrered.
4. Deselect applicable station select switch and check
Weir three minutes after initial sum code entry;
that the SAFE monitor lamp is lighted.
then rotate thumbwheels again to the sum code.
5. Option select switch-Desired option.
4. Operate/monitor switch-OPER.
6. Select applicable station select switch sod check
5. If abnormal indication persists--Request CSS CUS-
rhat the UNLOCK, ARM, and bomb burst option
todians.
monitor lamps are lighted.
Call command post and request CSS custodians.
7. If the UNLOCK monitor lamp remains out, the
selected rack or pylon locking device is in an un-
known position. Proceed in accordance with corn- lnflight Operations.
mand policy.
If a malfunction is noted during enabling, perform
DCU-137/A ARM AND/OR BOMB BURST the following check.
OPTION MON,lTOR LAMPS LIGHTED. 1. Coded switch set circuit breaker-lo.
2. Lamp test button--Depressed.
After Completing Abort Procedures Checklist: If any lemp fails to light, replace bulb.
1. Nuclear master circuit breaker-In. 3. Enable code-Reentered.
Wait three minutes after initial enable code
2. If the malfunction still exists, the selected weapon
entry; then rotate thumbwheels again to the en-
safing switch cannot be electrically safetied. Pro-
able code.
ceed in accordance with command policy.
4. Operate/monitor switch-OPER.
DCU-137/A CLASS Ill INDICATOR/COMMAND 5. If malfunction persists-Obtain and enter alternate
DISAGREEMENT. enable codes.
rising applicable procedures, attempt to obtain
lnflight Prior To Launch. alternate enable codes. Enter codes observing
three minute wait between code entries.
Note
All steps are accomplished on DCU-137/A
Note
1. Monitor and release knob (correct missile position) Several CSS enablings may be attempted.
-Checked. Once the system is enabled, the aircrew can-
Class III indication will be UP if a missile sta- not disenahle the sysrem inflight by repeated
tion is selected that does not have a SRAM pres- code entry.
ent.
2. Class III command override switch-As required.
6. If malfunction persists-At prearming point/MPL
3. Class Ill indirato-Checked. attempt weapon prearming.
All missile positions should indicate same Class
Ill condition. Odd indications are probably
caused by a malfunctioning Class Ill switch in Note
the missiles. Warhead Class III status probably
agrees with DCU-137/A Class III indicator. Pro- A prearmed indication on the DCU-137/A
ceed in accordance with command guidance. panel indicates a valid preacming regardless
of lamp indications on the CSSC. If a pre-
CODED SWITCH SET MALFUNCTION ANALYSIS. armed indication cannot he obtained, per-
form applicable nuclear malfunction anal-
Malfunction analysis by the aircrew is limited to a ysis and proceed as directed in command tat-
power and bulb check and code reenrry. rid doctrine.
T.O. 1 F-l 11 @)A-1 Section III
Cuufion Lamp Analysis

Zndicamr
On the Ground:
t/p PROBE HEAT 1.. Pitot/probe beater switch 1. Momentarily place the heater switch to
On aircraft ED ) and OFF/SEC. HEAT to verify that heaters are function-
hose modified by ing as indicated by the lamp going t.
.O. lF-111.708, this 2. Primary hearer in angle-of- 2. Place switch to OFF/SEC and allow probe
tmp is disabled above sideslip or angle-of-attack to cool. Lamp will remain lighted due to
xxch 1.10.) probe overheated. being in OFF/SEC.
In Flight:
I. Primary heater in angle-of- 1. Place pitot/prohe heater switch to OFF/
attack or angle-,f-sideslip SEC.
probe not functioning with
probe heat SW in HEAT.
2. Secondary heater in angle- 2. Cycle switch back to HEAT. In icing con-
of-attack or angle-of-sideslip ditions, if lamp remains lighted, con-
probe not functioning with sider angle-of-attack indicator, TFR, and
probe heat switch in OFF/ AYC inoperative. Place flight control dis-
SEC. connect switch to OVRD prior to extend-
ing slats I placing flight control switch to
T.O. & LAND for landing.
tNTI-SKID Indicates gear down with switch Check switch on. Recycle to OFF the on.
off or anti-skid inoperative. If lamp remains on, place switch to OFF and
avoid hard braking during landing roll.
After T.O. lF-lll(B)A- 1. If no other fault is indicated, 1. Return to straight and level flight, deter-
37) INS and AFRS attitude data mine which system/indicator is reliable,
LTTITUDE disagrees by mote than 7 and use that system/indicator for remain-
(~!:?1.4) degrees im pitch or der of flight.
toll.
2. If the ADI flag is in view, 2. Use the standby attitude indicator for te-
an AD1 malfunction is indi- mainder of flight.
cated.
After T.O. lF-lll(B)A- 1~. If AD1 flag is in view, an 1. AD1 is unreliable. Use standby attitude in-
37) INS and an AD1 malfunc- dicator for remainder of flight.
rTTITUDE tion is indicated.
LND
2. If the AD1 flag is out of 2. Attempt to restore the INS function by
RI ATTITUDE
view, both a INS atld an performing INS alignment procedures
AFRS malfunction is indi- (DCC Recovery and INS Inflight Align-
cated. ment Pmcedures Section IV) or reerect
the AFKS gyro using the ,AFRS gyro fast
erect button.
* Figure 54. (Sheet II

Caution bump Analysis (Confd)

Indicator
After T.O. IF-I I l(B)A- I. If AD1 Beg is out of view, I. Verify flight instrument reference select
,37) an AFRS malfunction is in- switch is in PKI. lhe standby indicator
iTTITUDE d&red. will be unreliable. Verify that the AFRS
LND circuit breaker is set whenever the Al~JX
LUX ATT ATT lamp goes out after being lighted.
Failure of the INS with the AFRS circuit
breakers wt, results in inaccurate signals
to the ADI.
2. If the AD1 flag is in view, 2. Attempt to n-erect AFRS gyro by using

both AFRS and AD1 mal- the AFRS gyro fast erect button and use
functions are indicated. standby attitude indicator for remainder of
flight.
3. Electrical power interruption 3. Maintain unaccelerated straight and level
causing AFRS gyros to fast flight during the fast erection period (nor-
erect (ADI flag in view), or mally 2 minutes) to prevent erection to a
an intentional fast erect of false vertical.
AFRS using the fast erect
button.
After T.O. IF-Ill(B)A- Malfunction of both INS and Attempt to testate INS function by perform-
;37) AFRS is indicated. ing the INS alignment procedures (DCC Re-
iTTITUDE covery and INS Inflight Alignment, Section
WD IV) or re-erect the AFRS gyto using the AFRS
RI ATTITUDE gyro fast erect button.
LND
LUX ATT
LUX ATT 1. AFRS attitude information 1. Verify flight instrument reference select
unreliable. switch is in PRI. The standby attitude in-
dicator will he unreliable. Verify that the
AFRS circuit breaker is set whenever the
auxiliary attitude caution lamp goes out af-
ter being lighted. Failure of the B/N system
with AFRS circuit breakers out, results in
inaccurate signals to the ADI.
2. Elect power interruption caus- 2. Maintain unaccelerated straight and level
ing AFRS gyros to fast erect flight during the AFRS fast erection period
(off flag in view) or an inten- (normally 2 minutes) to prevent erection
tional fast erect of AFRS us- to a false vertical.
ing the fast erect button.
RI ATTITUDE Failure of inertial set or inertial System automatically switches to AUX. Cau-
nav not selected, or AUX se- tion lamp will remain lighted whenever switch
lected. is not in PRI.
L4BIN PRESS Cabin altitude above 10,000 feet. Check oxygen equipment. Assure oxygen is on.
Check that pressurization selector switch is in
NORM. Don oxygen mask and descend to
or below 25,000 feet before continuing flight.
* Figure 3-4. (Sheet 21

T.O. 1 F-l 11 (WA-1
Caution Lamp Analysis (Co&d)

Indicato7
ADS he of CADC monitors indicates ::ross check flight instruments to determine if

nalfunction. Also indicates loss my are inoperative. Use standby instruments in
>f power to MSMA. lieu of malfunctioning primary instruments.
Use math or altitude hold modes with caution.
Also suspect loss of power to MSMA and ob-
serve structural limit speeds.
.OLL CHANNEL L. One of the triple redundant I. Depress the damper reset button momen-
ND/OR channels is in error. tarily. If lamp resets, continue normal oper-
ITCH CHANNEL ation. For R pitch channel lamp that will
JVD/OR reset, verify that the lamp does not come
-AW CHANNEL on during an intentionally induced fly-up
maneuver at MEA or above before con-
tinuing TF operation. If lamp does not re-
set, change speed to a stability augmenta-
tion off region, turn the affected damper
OFF and land as soon as practicable.
!. Pitch, roll or yaw computer 2. For a yaw channel lamp that does not re-
power supply failure. set, do not fly auto or manual 1-F since air-
craft response to climb/dive signals, loss of
TF fly-up capability, loss of ref not en-
gaged and fly-up off caution lamps may
have occurred. In addition, the pitch and
roll autopilot operation may be affected.
Therefore autopilot performance should be
closely monitored if engaged.
3. If any of the three channel lamps remain
lighted, change speed to a stability off re-
gion, turn the affected damper OFF and
land as soon as practical.
t
,LL 3 LIGHTED Loss of one ac pwr source and Decelerate to less than 320 KIAS and land zz
I i
/ !loss of redundancy. won as practicable.
/
AW CHANNEL One of the redundant AYC sig Depress the damper reset button; if lamp resets
With slats extended) nals has a single failure. continue normal operation. If lamp does not
~ reset place the flight control disconnect switch
to OVRD which terminates AYC. Reset the
lamp. If lamp resets, continue operation. II
slats are subsequently retracted, place the flight
control disconnect switch to NORM and con.
rinue. If the lamp does not reset, turn the af.
fected damper OFF and land as soon as practi.
cable.
Figure 54. (Sheet 3)

Indicator CUZdM Corrective Action
ROLL DAMPER One of the triple redundant com- Depress damper reset button momentarily, if
OR mands to a damper servo is in lamp does reset, continue normal operation.
PITCH DAMPER ermr. For a pitch damper lamp that will reset, verify
OR chat the lamp does not come on during an
YAW DAMPER intentionally induced fly-up maneuver at MEA
or above before continuing TF operation. If
lamp does not reset, reduce speed to the appli-
cable stability augmentation off limits, turn af-
fected damper off and land as soon as practi-
cable. If pitch damper lamp will not reset, do
not fly manual or auto TF.
ROLL, PITCH & One hydraulic system pressure is Reduce speed to damper off operating region.
YAW DAMPER low. Monitor hydraulic pressure. Depress damper
(With both PRI or reset button only if affected system pressure
both UTIL HYD sys returns to normal. Damper operation will not
caution lamps) be affected. Follow normal operating proce-
dures. Sweep wings forward at reduced rate to
prevent hydraulic pressure depletion. Refer to
Hydraulic System Failure, this section.
PITCH OR ROLL One of the redundant roll or Depress damper reset button momentarily. If
GAIN CHANGER pitch gain changers is in error lamp resets, continue normal operation. If
(if both lamps light, see follow- lamp does not reset, decrease speed to less than
ing). 425 KIAS/mach 0.80, whichever is less. If sub-
sequent 2 cps oscillation occurs, decelerate.
PITCH GAIN 1. Gear handle DN but flight 1. Extend slats, if lamps stay on place control
CHANGER AND control system not in takeoff system switch to T.O. & LAND to override
ROLL GAIN and land configuration. the automatic switching. If lamps still re-
CHANGER main lighted, place rudder authority SW to
FULL to insure full nose wheel steering. If
the flt control SW is in OVRD, the lamps
will remain lighted.
2. Slats retracted and control 2. Check that control system switch is in

system still in takeoff and NORM, and gear handle is up. If lamps re-
land configuration. main lighted, the flight control system is
locked in T.O. & LAND. Place the flight
control disconnect switch to OVRD if the
wing sweep is aft of 26 degrees. Do not ex-
reed 300 KIAS and land as soon as pracri-
cable. Do not fly TFR.
RUDDER AUTHORITY Rudder authority differs from Check rudder authority switch in AUTO. If
that programmed when the con- lamp remains lighted, the rudder authority
trol system switch is in the T.O. may be unscheduled. At high speeds, exercise
& LAND position or differs caution in the use of rudder pedals. For land-
from that called for by slat posi- ing, if lamp remains lighted, place the rudder
tion when control system switch authority switch to FULL. If the lamp still re-
is in NORM. mains lighted, rudder and nose wheel steering
authority may be limited.
Figure 3-4. (Sheet 4J

Caution Lamp Analysis (Contd)
1RI LOW
: iPOlLER OFF Deactivated.
Isib
1.lTIL LOW
iPOlLER OFF Deactivated
IBb
-
IRI LOW
;POILER OFF
i :JTlL LOW Deactivated.
SPOILER OFF
IBb
1VEL DISTRIB Euel distribution out of limits. jelect AFT feed. If lamp goes out, indication
is from automatic fuel distribution control
Fuel distribution control system system. If lamp remains on indication is from
failure. ~lrernate fuel distribution monitoring system.
/ Refer to Abnormal Fuel Distribution this
Alternate fuel distribution moni- section.
,
tor svstem failure.
1UEL LOW Usable fuel in fuselage reservoir Transfer any available fuel into forward fuse-
tank is 2300 (2235) pounds or lage tank. If no other fuel is available, land
less. ts soon as possible. Fuel conditions may vary
when this lamp lights. Evaluare the condition
and take necessary action.
---__
1L FUEL PRESS Affected fuel manifold pressure Check fuel feed selector knob, fuel tank pres-
1R FUEL PRESS is less than 15.5 PSIA.. Improper surization switches and fuel pump pressure
; engine feed selector. Boost pump lamp. If the boost pump pressure lamp is light-
malfunction. :d, reduce throttle and recheck the L fuel press
and R fuel press caution lamps for indication.
If lamps remain on, refer to Low Fuel Press
Lamp Lighted. this section.
I-
CANK PRESS Fuel tank pressurization is not Place fuel tank pressurization selector switch
compatible with aircraft config- co appropriate position to cause the lamp to
oration. go out. Monitor fuel quantities and assure that
pressure loss has not affected fuel quantity or
distribution.
-
GROUND OPERATION
IFWD EQUIP HOT :I. Low airflow at :low engine 1. Increase eng pwr slowly (80% rpm cm both
power settings. engines is sufficient) until lamp goes out.
2. Icing of water separator dur- 2. Direct GO to depress self-test button on the
ing prolonged idle operation --VI hor air cant valve located on the aft
with high humidity condi- bulkhead of the wpns hay, or place engine/
tions. inlet anti-icing SW to MANUAL, Lamp
should go out within 2 minutes, then re-
position anti-icing SW as required.
Figwe 3-4. /Sheet 5)

Section IV 1.0. 1 F-l 11 (g)A-1
Crew Duties
Page Coordination of actions within a crew is of prime im-

Fuel Tank Jettison Procedures portance to insure the optimum degree of mission suc-
Predescent and Descent (Low Altitude cess and safety during all phases of operation. This
coordination is not necessarily limited to actions alone.
Complete familiarity with ones crew position, the
responsibilities thereof and a working knowledge of
the other crew members duties will contribute im-
Pridescent and Descent (Low Altitude measurably toward crew coordination. Each crew mem-
Tactical Operation) (After T.O. IF-Ill-9961 4-50 ber must be constantly on the alert and should notify
Conventional Munitions Prearming 4.508 the responsible crew member of any deviation or dis-
Pre Bomb 4.508 crepancy which will affect successful accomplishment
of the mission. Liaison between individuals concerned
Synchronous Bomb Run 4.5oc
must be established prior to initiating any action or
Alternate Bomb Run 4.51
Post Release ~~~ 4.52 procedure which will alter aircraft configuration or
require correlation of activities between crew mem-
Abort Mission Procedures 4.52
bers. Prior to flight both crew members must be thor-
Descent, Landing and Postflight Procedures~ 4-52
oughly familiar with all aspects of the assigned mis-
HF Communications System Operation ~~~ 4-52
sion as pertains to their crew specialty to include:
Ground Alignment (Alternate) 4.53
Two Axis Trim Alignment Procedure ~~~~ 4.51 1. Applicable instructions in the flight informa-
DCC Recovery and INS Inflight Alignment 4.53 tion publications.
Data Entry 4-55 2. Route of flight.
Sequence Number Entry ~~~~~~~ 4.55 3. Navigation.
Sequence Number Verification ~~~~ ~~~~~~~ 4,.55 4. Air refueling information.
Weapoos Location and ID Verification 4.55 5. Bombing/Missile launch.
Data Point Verification 4-55 6. KM activities.
Sequence Interrupt 4.55 7. Normal and emergency communications pro-
Present Position Correction-Radar 4.55 cedures.
Present Position Correction-Visual Overfly 4.56 8. Penetration, approach, missed approach, land-
Present Position Correction- ing patterns, altitudes, and obstructions at both
Visual Automatic 4.56 destination and alternate airfields.
Present Position Correction- Prior to accomplishment of any of the following, co-
INS Autonomous ~~~~~~ ~~~ ~~~~ 4-56 ordination between crew members will be required
Fixpoint Identification-Radar 4-56 when:
Fixpoint Identification-Visual Overfly 4.56 1. Changing fuel control settings.
Fixpoint Identification-Visual Automatic 4-56 2. A function or mode is selected which could
Altitude Calibrate (Low Altitude) 4.56 affect aircraft control or command steering dis-
Altitude Calibrate (High Altitude) ~~~ ~~~~ 4-57 plays.
Wind Vector 4-57 3. Flight conditions require a change in wing
Manual Sequencing Procedures ~4.57 SWEP.
Manual Navigation ~~~~ 4-57 4. Changing TFR controls.
Mission Data Destruct Procedures 4.57
Avionics Systems Lamp Analysis 4.58 COMMUNICATIONS.
TF Fly-Up Causes 4.58
The pilot will make the necessary calls for taxi in-
The purpose of this section is to provide a compact structions and will receive and acknowledge the ARTC
collection of material wherein each crew member can clearance. He will also normally make the necessary
readily determine his duties in relation to the accom- calls to departure and approach control. The naviga-
plishment of the over-all mission. Instructions relating tor will monitor communications at all times, and
to crew duties do not include information which is assist with communications when required. During
already covered in other sections. takeoff and other critical phases of flight the naviga-
CREW COORDINATION. tor will set his interphone control panel so as to be
able to monitor UHF 1 and UHF 2.
Note
. Items coded 6 are applicable to both the pilot
LOW ALTITUDE NAVIGATION.
and navigator. Items coded P are applicable
to the pilot only and uncoded items are ap- Special emphasis will be directed to maintain route
plicable to the navigator only. corridor, proper airspeed and prescribed altitudes. The
. Items coded t must be checked against the navigator will announce the heading, MEA, and ETA
applicable weapon delivery manual and indi- and/or ETE to next turn point. The pilot will monitor
vidual aircraft retrofit to determine applica- airplane position and take necessary action to insure
bility corridor limits are not exceeded.
4-2 Change 1
Caution Lamp Analysis (Confd)
I
HOOK DOWN
Corrective
and past the approach

Action
end barrier. Hook can-

look is not up and locked.
ot be retracted in flight.
KI HOT ndicated hydraulic system fluid :educe demand on the hydraulic system. Re-
JTIL HOT emperature is above 230F uce speed and land as soon as practicable.
110C).
PRI HYD ?ressureoutput of the indicated 4onitot hydraulic pressure. If it is normal,

; PRI HYD wimary hydraulic pump is be- and as soon as practicable. If abnormal pres-
ow 400 to 600 PSI. we, refer to Hydraulic System Failure, this
ection. Damper oper will not be affected.
. UTIL HYD ?ressure output of the: indicated 4onitor hydraulic pressure. If it is normal,
1 UTIL HYD utility hydraulic pump is below and as soon as practicable. If abnormal pres-
100 to 600 PSI. ure, refer to Hydraulic System Failure, this
rction. Damper oper will not be affected.
CING L. icing condition sensed by ice Check that engine inlet anti-icing system is
detector. operational by placing engine/ inlet and
anti-icing switch to OFF then to AUTO. If
system is operational, above X000 feet there
will be a 300 to 500 feet fluctuation in cabin
pressure when cycling the switch. There
will also be a noticeable decrease in EPR
when system is turned OFF and back to
AUTO. If not, go to MANUAL. Lamp will
remain lighted until 60 seconds after icing
condition ceases.
!. Malfunction of ice detection :. If icing conditions are not present turn
SyStelll. anti-icing system off.
:FF Mode 4 inoperative or improp Check that master control knob is in

:rly comparing code. NORM, mode 4 control switch is in ON,
and proper A or B code is selected.
!. Take action to obtain IFF identification on
other modes.
NLET HOT Anti-icing air temperature ep ;hur off engine inlet anti-icing. Lamp should
xssive. ;o out. If not, slow aircraft ro reduce total
emperature.
UUCLEAR I<efer to T.O. lF-lll(B)A-25-2.
L ENG OIL HOT I. Oil temperature of affected ~. If oil pressure drops below 30 psi, or lamp
i ENG OIL HOT engine exceeds 250F persists for more than 10 seconds after re-
(121C). tarding to IDLE, shut down the engine and
land as soan as practicable. With normal
oil pressure following a thrust reduction,
advance throttle to a higher setting, if pas-
sible. If lamp persists for two minutes, te-
tard to IDLE and monitor oil pressure. If
lamp persists for more than 10 seconds after
Figure 3.4. (Sheet 71

Section III T.O. 1 F-l 1 1 (WA-1

Corrective Action
ENG OIL HOT retarding to IDLE, shut down the engine

; ENG OIL HOT and land as soon as practicable.
Contd)
During gram4 operation, advance throttle
to a higher setting, if lamp persists for two
minutes, retard to IDLE and monitor oil
pressure. If lamp persists for more than 10
seconds after retard to IDLE, shut down the
engine.
1!_ Under some conditions this !. If under steady state conditions, the lamp
could also be caused by a lights, consideration should he given to
broken hot air bleed line. shutting down the engine.
)IL LOW ( Ii1 level in either engine down 3heck oil quantity indicators. Shut down af-
t 0 4 quarts. fected engine if not needed. If engine needed,
;hut down when oil pressure starts to drop.
ENG OVERSPEED I ixcessive low press camp rpm. ietard throttle of affected engine. Lamp should
; ENG OVERSPEED ( As a self test feature, lamp is co out at reduced power. If lamp remains
1ighted when eng is below idle .ighted, operate engine at reduced power.
f .pm.)
IXY 1rota1 liquid oxygen remaining descend to a safe altitude and monitor oxygen
I s two liters or less or pressure upply.
Ls 42 psi or less.
RI HEADING 1 Fail-of DCC if PRI ATT not I. Both computers (GNC & WDC) pwr
lighted. switches must have been turned OFF in ac-
cordance with Avionic System Analysis.
System will SW to AUX heading and PRI
HDG caution lamp will light after above
action,
!. INS failure. !. System automatically switches to AUX. The
lamp will remain lighted if switch is not
in PRI. Verify that AFRS circuit breaker
is set if PRI HDG caution lamp goes out
after being lighted. Failure of INS with
AFRS circuit breaken out, results in inac-
curate signals to the AD1 & HSI.
ENG SPIKE &ch 0.35 or below, and the af- wition appropriate spike control switch(a)
; ENG SPIKE ected spike has not contracted :o OVERRIDE. Do not attempt to return to
w is not full forward. \IORM position after the spike control switch
las been placed to OVERRIDE.
;POILER )ne pair of spoilers has been llaintain positive control of aircraft attitude
wed out and locked down. md decelerate to safe speed. Attempt to reset
spoiler one time only but expect a rapid roll
:ransient if spoiler is still failed. A spoiler that

3.46
T.O., 1 F-l 11 (MA-1

Indicator Cause Corrective Action
SPOILER war voted out because of an active failure will

I:Contd) not likely reset. The roll rate capability during
landing will be reduced by approximately 50
,,WCet.
I-F FLY UP-QFF TF Fly-Up is not available due Check switch positions. If light persists, do not
to one of the following condi- fly manual or imtn TF.
rions:
(1) Control system switch in
T.O. & LAND.
((2) Slats are extended.
113) Auto TF switch is in AUTO
TF hut TFR set is not in TF.
~(4) The fly-up circuit not armed.
I-OTAL TEMP Total temp above 153C. Monitor total temperature indicator for sec-
onds to go (five minutes allowable). Reduce
speed after live minutes or when the REDUC
SPEED warning lamp lights.
WHEEL WELL HOT Wheel well, weapons bay rout- Position air source selector to EMER and de-
ing tunnel and/or a-c power c&rate to subsonic. If lamp persists for more
panel area overheat condition. than 10 seconds extend speed brakes, lower
(Possible rupture of engine gear. Land as soon as practicable.
bleed air duct).
WINDSHIELD HOT Rain removal air exceeds 450F. Place rain removal switch to OFF and reduce
pwr below 80%. If after 15 seconds the caution
lamp is still lighted, place the air source se-
lector fo EMER (RAM if EMER nor installed)
and observe Ram or Emer Mode Fit Limits,
Section V.
TURN/G LIMIT 1. The aircraft is executing a Reduce bank angle or climb command until
turn in which t:he heading lamp goes out. If lamp does not go out, con-
rate exceeds a value (22 de- sider the condition as a TFR failure.
grees per second) for which
the TFR can properly corn-
pensate the climb dive com-
mands.
2. The roll compensated climb
command exceeds the pre-
selected safe pull up g
limit by more than 5 percent.
VELOCITY Indicates groundspeed input to Change indicated math to between 0.70 and
the TFR differs from true air- 0.90.
speed by 130 knots or more.
Figure 3-4. (Shear 9)

7 Section III T.O. 1 F-l 11 (WA-1
\
1
.\ Caution Lamp Analysis (Contd)

Indic&n Cause
FLT VECTOR 1. Malfunction in CADC. Discontinue TFR unless visual flight condi-
tions exist until effect on system operation is
determined.
!. Inertial nav mode nor se

lected.
i. Malfunction in INS or DCC.
TF DRIFT .nertial and doppler drift input The TFR antenna is caged to the aircraft cen-
:o the TFR differ by 4 (to.5 terline and not necessarily looking along ground
legrees. track. When lamp is lighted, do not fly TFR
under IFR conditions unless drift is less than
3. IF TFR flight is continued with lamp light-
ed, restrict hank angles to 10 or less.
XAM Refer to AGM-69 System Analysis, Section

IV.
Figure 3-4. (Sheet 101

:
Emergency Entrance
EMERGENCY CANOPY EXTERNAL CANOPY LATCH HANDLE

RELEASE HANDLE -2
1. Push plunger
unlock
handle.
internal
to 2. Push in on
external
to extend.
handle
I J
3. Grasp handle
to raise hatch.
PULL& RAISE
Figure 3-S.
T.O. 1 F-l 11 @)A-1 Section IV
Crew Duties
Section IV 1.0. 1 F-l 11 (g)A-1
Crew Duties
Page Coordination of actions within a crew is of prime im-

Fuel Tank Jettison Procedures portance to insure the optimum degree of mission suc-
Predescent and Descent (Low Altitude cess and safety during all phases of operation. This
coordination is not necessarily limited to actions alone.
Complete familiarity with ones crew position, the
responsibilities thereof and a working knowledge of
the other crew members duties will contribute im-
Pridescent and Descent (Low Altitude measurably toward crew coordination. Each crew mem-
Tactical Operation) (After T.O. IF-Ill-9961 4-50 ber must be constantly on the alert and should notify
Conventional Munitions Prearming 4.508 the responsible crew member of any deviation or dis-
Pre Bomb 4.508 crepancy which will affect successful accomplishment
of the mission. Liaison between individuals concerned
Synchronous Bomb Run 4.5oc
must be established prior to initiating any action or
Alternate Bomb Run 4.51
Post Release ~~~ 4.52 procedure which will alter aircraft configuration or
require correlation of activities between crew mem-
Abort Mission Procedures 4.52
bers. Prior to flight both crew members must be thor-
Descent, Landing and Postflight Procedures~ 4-52
oughly familiar with all aspects of the assigned mis-
HF Communications System Operation ~~~ 4-52
sion as pertains to their crew specialty to include:
Ground Alignment (Alternate) 4.53
Two Axis Trim Alignment Procedure ~~~~ 4.51 1. Applicable instructions in the flight informa-
DCC Recovery and INS Inflight Alignment 4.53 tion publications.
Data Entry 4-55 2. Route of flight.
Sequence Number Entry ~~~~~~~ 4.55 3. Navigation.
Sequence Number Verification ~~~~ ~~~~~~~ 4,.55 4. Air refueling information.
Weapoos Location and ID Verification 4.55 5. Bombing/Missile launch.
Data Point Verification 4-55 6. KM activities.
Sequence Interrupt 4.55 7. Normal and emergency communications pro-
Present Position Correction-Radar 4.55 cedures.
Present Position Correction-Visual Overfly 4.56 8. Penetration, approach, missed approach, land-
Present Position Correction- ing patterns, altitudes, and obstructions at both
Visual Automatic 4.56 destination and alternate airfields.
Present Position Correction- Prior to accomplishment of any of the following, co-
INS Autonomous ~~~~~~ ~~~ ~~~~ 4-56 ordination between crew members will be required
Fixpoint Identification-Radar 4-56 when:
Fixpoint Identification-Visual Overfly 4.56 1. Changing fuel control settings.
Fixpoint Identification-Visual Automatic 4-56 2. A function or mode is selected which could
Altitude Calibrate (Low Altitude) 4.56 affect aircraft control or command steering dis-
Altitude Calibrate (High Altitude) ~~~ ~~~~ 4-57 plays.
Wind Vector 4-57 3. Flight conditions require a change in wing
Manual Sequencing Procedures ~4.57 SWEP.
Manual Navigation ~~~~ 4-57 4. Changing TFR controls.
Mission Data Destruct Procedures 4.57
Avionics Systems Lamp Analysis 4.58 COMMUNICATIONS.
TF Fly-Up Causes 4.58
The pilot will make the necessary calls for taxi in-
The purpose of this section is to provide a compact structions and will receive and acknowledge the ARTC
collection of material wherein each crew member can clearance. He will also normally make the necessary
readily determine his duties in relation to the accom- calls to departure and approach control. The naviga-
plishment of the over-all mission. Instructions relating tor will monitor communications at all times, and
to crew duties do not include information which is assist with communications when required. During
already covered in other sections. takeoff and other critical phases of flight the naviga-
CREW COORDINATION. tor will set his interphone control panel so as to be
able to monitor UHF 1 and UHF 2.
Note
. Items coded 6 are applicable to both the pilot
LOW ALTITUDE NAVIGATION.
and navigator. Items coded P are applicable
to the pilot only and uncoded items are ap- Special emphasis will be directed to maintain route
plicable to the navigator only. corridor, proper airspeed and prescribed altitudes. The
. Items coded t must be checked against the navigator will announce the heading, MEA, and ETA
applicable weapon delivery manual and indi- and/or ETE to next turn point. The pilot will monitor
vidual aircraft retrofit to determine applica- airplane position and take necessary action to insure
bility corridor limits are not exceeded.
4-2 Change 1
T.O. I F-l 11 WA-1 Section IV
Crew Duties
PILOTS DUTIES. b. Instrument cross check - Altimeters, air-

speed, attitude, heading system, and engine
The pilot is the crew commander and is responsible instruments.
for the aircraft and crew. The successful accomplish- c. Circuit breaker panel-Checked.
ment of the mission is of prime importance; in no d. Generator control panel-Checked.
instance, however, will the safety of the aircraft or
crew be compromised. The pilot is responsible for
AIR REFUELING.
the issuance of instructions governing all pha!jes of
flight operation. In addition to his regular function, Perform air refueling checks as outlined in the Air
rite pilot will perform the following: Refueling Flight Manual, and complete the refueling
operation as briefed.
MISSION PREPARATION.
BOMB RUN.
1. Attend general briefing.
2. Coordinate with navigator on route charts, tar- Establish and maintain bomb run air speed and
gets, items pertinent to individual crew pro- altitude.
cedures, and supervise the completion of re- Coordinate with the navigator to accomplish
quired forms. bomb run procedures.
3. Complete form 175. Call time-to-go driving and at 60, 30, 10, and
4. Coordinate with navigator IO establish position 0. Request tone on at approximately 10 sec-
reporting points and cruising altitudes. onds time-to-go (RBS only).
5. In conjunction with the navigator, verify air- After bomb release, perform escape maneuver,
craft weight and balance, compute takeoff, in- if applicable.
flight, and landing performance data. Complete
the Takeoff and Landing Data Card in the
DESCENT, LANDING AND POSTFLIGHT
Flight Crew Checklist, T.O. IF-Ill(BICL-
PROCEDURES.
1. Recheck data just prior to flight to determine
the effects of atmospheric, runway, or aircraft
Accomplish the checklist and procedures outlined in
configuration changes. If required, revise Take-
Section 11.
off and Landing Data Card to reflect latest in-
formation.
6. Attend specialized briefing.
NAVIGATORS DUTIES.
PREFLIGHT AND OPERATING PROCEDURES
TO LEVEL-OFF. The navigator must work continuously with the pilot
to insure successful completion of the mission.
Accomplish the checklists and procedures as outlined
During all critical phases of flight the navigator will
in Section IL The navigator will read checklists as
monitor all flight and engine instruments to insure
required or at the pilots request.
immediate recognition of a dangerous condition and
so advise the pilot. Where specific procedures require
cross-checking of flight instruments, the navigator will
use the standby instruments as his reference.
I. Mtrnitor navigation to insure knowledge of air- A separate checklist is provided for nuclear and con-
plane position at all times. ventional missions. The nuclear checklist will be car.
2. Monitor fuel transfer and distribution, gross ried for EWO and training missions. The convention-
weight, and actual fuel consumption versus al checklist will he carried on all conventional bomb-
predicted. ing missions.
3. Analyze incidents or discrepancies which neces-
sitate changes of flight plan and make appro- MISSION PREPARATION.
priate decisions.
4. Monitor all engine and systems instruments 1. The general mission planning should be ac-
periodically. complished with the assisrance of the PILOT.
5. Insure that position reports and required GCI, 2. Attend general briefing.
RBS, and HF radio cootacts are completed. 3. Obtain necessary metro data for route and tar-
6. Accomplish station checks periodically 05 fol- get area to include:
lows: a. Wind and temperature data for all phases of
a. Oxygen and cabin altitude---Checked. the flight.
4-3
Section IV T.O. 1 F-l 11 fB)A-1
CreVJ Duties
b. Navigation and fuel planning may be ac- (7) TAS, GS- Enter computed TAS and
complished using climatic data. The low ground speed.
altitude portion (high penetration fix to (8) DIST-Enter ground distance for the
hieh exit fix) of the flieht elan will be com- leg. For supersonic releases, which re-
pleted using a no win: condition and sun- quire a breakaway, enter ground distance
dard day temperature. from level off co the BRL. For timing
4. Select maps and charts of suitable scale and pro- delays, enter zero ground distance.
jection as directed by the requirements of the (9) TIME--Enter time required for the leg.
mission. Additional charts should be available (10) ATA, ETA - AIA will be used in
ro provide coverage for emergency changes in Hight to record time of arrival. Enter
the flight plan. ETA to the end of each leg.
5. The complete route will be plotted on charts, (11) ACT FUEL, EST FUEL-ACT FUEL
from initial level off to the initial approach fix.
will be used to record the fuel on board
6. The mission Right plan will be prepared in 2 at appropriate intervals in flight as
copies. required. EST FUEL will be used to
a. One copy will he delivered co the Current record computed fuel on board at the
Ops Section. The Current Ops Section will following points. (When applicable)
be responsible for cutting the tape from
(a) Initial Level Off at cruise altitude.
the flight plan and delivery to Maintenance.
The tape will he loaded in the aircraft by 6) Air Refueling Control Point.
maintenance personnel prior to crew station (ARCP)
time. Cc) End Air Refueling Point.
b. One copy will be retained by the crew for
(d) Primary/alternate entry control
use inflighr.
point (Oil Burner) or scat descent
7. The Mission Flight Plan will be completed in point (VFR low level routes) for
accordance with the following instructions: low level operation.
a. Show all times and dates in Zulu. Enter High exit fix (Oil Burner) or level
duration of flight as logged in form 781. off at cruise altitude (VFR low
Record winds/altitude structure used to level routes).
compute flight plan in the remarks section.
Initial Approach fix.
b. Each line of the flight plan provide for
automatic flight tape data and navigation/ At intervals not to exceed one hour
performance data for one leg or flight con- high altitude ot 30 minutes low
dition. On load and off load lines will be level.
provided to facilitate fuel computations as- (12) FUEL, GW-The fuel and gross weight
sociated with air refueling and stores re- columns will be used to compute the
lense. A check mark (v) may be used to in- fuel on board:
dicate no change from the preceding entry.
Blocks not requiring specific entry may be
(4 General-Round off all fuel and
gross weight figures to the neatest
left blank. 100 pounds.
(I) SEQ-Enter appropriate D.T.O. and se-
quence number. (b) For climbs, subtract 200 pounds
fuel from the charted \,alue when
(2) TC-Enter true cootse in three digits. starting climbs from between 2500
(3) NAME-Enter the description (IP, TGT. feet and 3000 feet. The chart is
ARCP, ETC.) of the action point if ap based on climbs from sea level.
plicable. Also enter the VORIAC/TA- Disregard climbs of less than 5000
CAN and the radial and distance used feet. Cruise at the new altitude from
for position reporting. The TACAN the start climb point.
channel number may be entered. For cruise, use average gross weight
(4
(4) MC- Enter magnetic coutse in three for determining cruise fuel if the
digits. leg is longer than 10 minutes soh-
(5) ALT-For cruise/descent/climb legs,en- sonic.
ter the altitude for the end of the leg. Cd) Supersonic-If ~1 climb is planned.
(6) MACH-For cruise legs, enter MACH accelerate to supersonic rlimb
NO. ot IAS for end of leg, as applicable. speed. IJse average gross weight for
For legs involving changing MACH determining cruise fuel if the leg
NIJMHERS, VAR (variable) may be co- is over five minutes. Use live min-
tered. utes. 55 NM, 200 lxnmds of fuel
4-4
1.0. IF-IIl(B)A-I Section IV
Crew Duties
and 540 KIAS for deceleration and (4) LONGITUDE-Enter E or W and the
descent from supersonic altitudes coordinate to the nearest .Ol minute.
and maximum speeds to subsonic (5) ELEV-Enter a + or a ~ and the eleva-
altitudes and speeds. tion of the data point coordinates.
(e) Air refueling-Disregard descent d. WEAPONS LOCATION AND ID (reverse
for air refueling and compute fuel side of form )_
consumption ai the lower :~ltitudc
(1) STORE STATION - I through 8 are
from the start descent point. Use pylon stations, 0 and 9 are left and
the Time and Range During Re- right hay respectively.
fuel chart for fuel computations.
(2) WEAPON ID CODE - Enter the ID
Use 200,OCil pounds tanker gross number for the weapon from the weap-
weight and average the receiver on table (two digits).
gross weight.
(3) BURST ALTITUDE (FEET) - Enter
In descents, disregard descents of from 0 to 20,000 feet to the nearest 100
less than Ill,000 feet. Compote fuel feet (three digits).
using ,the new altitude from the
scarf descent point. (4) PROXIMITY BURST CODE - For
radar fusing enter 0 and for pressure
For low level tactical operations, altitude fusing eater 1.
fuel may Ix computed using the
(5) WEAPON YIELD CODE - For con-
following procedure: Compute a
ventional weapons enter 0, for nuclear
single average altitude for the low weapons enter yield code (one digit)
level route; i.e.. between the low
from the nuclear weapon yield code
level entry point (Oil Burncr/VFR
table. Enter a yield code of 9 for all
routes) and the exit point (Oil Burn- RBS operations.
cr)/start climb point (VFR route).
(6) WEAPON CONSTANTS ADDRESS
Use the appropriate IFR or TFR
- Enter four alphanumerics associated
alritudr: profile, whichever is an-
with weapon ID from weapon table
ticipated to be flown, for this alti-
(does not apply when manually inserr-
tude computation. Fuel computa-
ingdara). Refer toT.0. lF-lll(B)A-25-3.
tion, between the primary/alternate
entry control point (Oil Burner) or 8. The navigation chart(s) will contain the fol-
start descent point (VFR low level lowing annofacions:
routes) and the high altitude exit a. Sequence numbers for all programmed des-
fix (Oil Burner) or the level-off tinations, targets, and fix points. Fix point~s
:~t cruise altitude (VFR low level will bc spaced at intervals no greater than
routes). may be made using this sin- 300 NM for high altitude navigation and
gle average altitude and the appli- 150 NM for low altitude navigation. If pos-
cable math number. sible, the fix points will be within I5 NM
(h) Use IOllO pounds fuel from the final of the planned course,.
initial approach fix to initial low b. Position reporting points when other than
approach or landing. If additional planned turn points.
traffic pattern work is planned, use
6000 pmmds per hour to compute c. Climb, descent, level off, acceleration, and
final landing fuel. deceleration for low altitude and supersonic
activity.
(13) AIR DIST - Enter air distance for
the leg. For supersonic releases, which d. Receiver IP (ARIP/R%IP),air refuelingcon-
require a breakaway, enter air distance trol lloint (ARCP), and end air refueling
from level off co the BRL. point (END A/R).
c. Dest/TGl~/offset lixpoint cable data (reverse e. Restricted, warning, and prohibited areas
side of form). within 25 NM of the planned route and
within the planned FLIP altitude sfrocfure
(1) SEQ-Enter D, T, 0 or F for destination,
will be clearly marked as to time and alci-
target, offset or fixpoint, and rhe se-
rude limitations.
quence number for the data coordinates.
f. Altitude calibration points, with terrain
(2) DATA-Enter the data number for the
elevation noted. for bombing.
data point coordinates.
(3) LATITUDE--Enter N or S and the co- g. PCTAP and HHCL.
ordinate to the nearest .Ol minute. h. Emergency airfields.
Section IV 1.0. 1 F-l 11 (B)A-1
Crew Duties
i.In addition to above requirements and those c. Circuit breaker panel-Checked.

listed in applicable directives, the low level 5. Monitor fuel transfer and distribution, gross
chart(s) will contain the following: weight, and actual fuel consumption versus pre-
(1) Flight altitudes for each segment of the dicted. Record total fuel remaining for each
route during penetration and withdraw- entry on the flight plan that has a required
al. EST FUEL entry.
(2) ETE between points of planned heed-
ing/altitude changes. AIR REFUELING.
(3) Clearance setting for planned TFR
1. Conduct rendezvous using applicable Tech
flight.
Order.
(4) Earliest SRAM launch point.
2. Monitor aircraft position.
9. Accomplish target study and planning for nor-
3. Advise pilot concerning fuel loading, configura-
mal and emergency bombing on each target as
tion, and fuel on-loaded.
applicable, and complete the bombing data form
in accordance with the instructions in the ap
propriate weapon delivery manual. BOMBING.
10. AILA planning will be accomplished, using 1. Perform required checklists and procedures as
plate in current FLIP terminal high altitude outlined in this section.
charts.
2. Coordinate with the pilot in completion of the
checklist and use of the tone switch for RBS ac-
PREFLIGHT AND OPERATING PROCEDURES
TO LEVEL-OFF. tivity.
3. At bombs away, the navigator will insure that
1. Accomplish checklist and procedures as out- weapon release is obtained. The pilots and
lined in Section IL navigators bomb release lamps will light when
a release signal is present. The station selected
CRUISE. and srores present lamp and all DCU-137/A
lamps will go out when the bomb is released.
Crew duties and environment are not conducive to All pertinent bombing data will be recorded
manual recording of in-flight data; however, certain and timing will be initiated if required.
items must be recorded on the mission flight plan as
indicated below. Mission replot can be completed by 4. Alternate bombing procedures:
using the mission flight plan and film. When the status of the DCC is such that a
synchronous bomb run cannof be accomplished,
the system musr be evaluated and the bomb run
Note completed by the most accurate and reliable
means remaining. Some other methods of re-
During deviations from Right plan route, lease are:
enough information will be recorded on the
mission flight plan/chart so that the aircraft Computer:
flight Path and profile can be fully recon- If the DCC is operational, but the radar is
StWCtd. unusable, a computer bomb run may be
accomplished using the Synchronous Bomb
Run checklist.
1, Coordinate with rhe pilot periodically on air-
Timing:
craft position, heading and ground speed. Re-
Some alternate bomb runs are basically tim-
cord ATAs for each entry on the flight plan
ing runs and the Alternate Bomb Run
that has an ETA (except while low level). (A
checklist will be used. Bombing by timing
check mark will suffice if the ATA is within
is primarily a method of bombing by es-
one minute of the ETA).
tablishing a track and determining an ETA
2, Monitor penetration, low level headings, alti- to the bomb release point. Timing can be
tudes, and withdrawal procedures. initiated when the target or timing point
3 Coordinate on communications procedures as is coincident with a fixed range marker/
IVX~SS~~Y. cursor. Release is made upon the expiration
4 Accomplish station checks periodically as fol- of a precomputed time from the fixed range
IOWS: marker/cursor.
a. Oxygen and cabin altitude-Checked. Range and bearing:
b. Instrument crosscheck-Altimeters, air- Range and bearing is a method of release
speed, attitude, heading system, and engine using a precomputed range and bearing for
instruments. release. The Alternate Bomb checklist
4-6
1.0. 1 F-l 11 (B)A-1 Section IV
Crew Duties
will be used. Set precomputed range to re- c. PDU and COMP lamps-Out. (Within 15
lease in the cursor range counters, position XCOdS)
the azimuth marker to the release bearing PDU and COMP lamps will be uf within
and establish a track f the bomb release 15 seconds, indicating the computer self-
point. When the aiming point is coincident test and PDU end-around tests are corn-
with the azimuth and range marker, release plete. Reset avionic caution lamp (NDU)
the weapon. if required.
d, Visual:
The Synchronous Bomb Run checklist is d. SYS GO lamp-Lighted.
used and the navigator selects VISUAL SYS GO lamp will light when COMP and
BOMB with the function select knob. The PDU lamps go f.
pilot establishes a track and depresses the
release button when the pipper is coincident e. SRAM PWR lamp-Lighted.
with the target. The time-to-go display on
the NDU and BNDT then unblanks and will f. MSL GO lamp-Lighted.
indicate the time in seconds t wea:pn re-
lease. Weapons bay doars should be pened Lighting of the MSL GO lamp indicates
m;mually to insure release of internal weap- satisfactory completion of the missile pre-
launch data computer missile stata mon-
4.
itor tar.
MISSILE PROCEDURES. g. Malfunction status lamps-Checked.
1. Perform required checklists and l~rcedures for The TEMP and MAST MAL lamps will
strike/operational ~:est launches and simulated light if missile cold plate temperature is
launches as outlined in this section. not within limits. Reset the MAST MAL
lamp by rotating the SEL & MON knob m
2. Coordinate with the pilot in completion, of the
checklist and use of the cone switch for RBS ac- missile position exhibiting a temperature
tiviry. no-go and actuating the MSL switch to
CLR MAL. The time required for the
3. Items identified OTL are to he performed only
TEMP lamp to clear will vary, depending
for an operarional test launch.
on pretakeoff environment, missile com-
plemenr, elapsed time from takeoff and
DESCENT, LANDING AND POSTFLIGHT SRAM cooling application, and aircraft
PROCEDURES. mission profile.
Accomplish the checklists and procedures as 2. AGM-69A lamp rest-Accomplished.
outlined in Section 11.
Perform lamp test of all AGM-69A lamps by
Monitor penetration, low approach and missed
depressing the malfunction and indicator lamp
approach procedures with particular emphasis
test button on the lighting control panel.
on altitude restrictions.
Check that all lamps on rhe AGM-69A control
Compute landing data as necessary. and display panel and the SRAM indicaror
on the BNDT panel flash on and off ar a one
second rare. The NUCLEAR and SRAM cau-
OPERATING PROCEDURES. (NUCLEAR rion lamps on the main caution lamp panel,
BOMBS/MISSILES) and the SAFE, UNLOCK, and ARM lamps on
the DCIJ-137/A panel will light. If lamp
brightness requires adjustment, use the mal-
SYSTEM (CAE) POWER APPLICATION.
functi and indicator lamp dimming switch.
Note
tIIl.xx
SRAM cooling must be supplied I missiles
any rime system power is on. CAUTION
I. AGM-69A control and display panel: Do not depress the malfunction and indicator
a. Selecr and monitor control kno&C,4E. lamp tex hutton while a target is displayed
h. Power switch--c3N. (Momentarily) on the computer control unit. To do so may
On application f system power, momen- change class parameters f targets stored in
rary lighting f various AGM-69A control the target table in the missile prelaunch data
and display lamps may occur. cornpurer.
4-7
_,,~
.,-_ .-.-, -~---.- --..-
Section IV T.O. 1 F-l 1 I (WA-1
Crew Duties
TARGET DATA VERIFICATION. I. Data number il9-Farered.

2. Address selector knob No. I~-ELEV.
3. CLR pushbutton-D~I~rrssed. (Momentarily)
NOk
4. Missile per rarget data-Entered. (+3Xx05)
Verification must he accomplished prior m XX z Target 01 through Ii.
the HHCL.
5. Data switch-DISP.
lhis procedure txrmits callout and display of 6. Missiles per target-verified.
missile prelaunch data computer stored rarger Check dam smrage display for the target num-
number. After examination for validity. the ber followed by the number of missiles per
data may he corrected or ret>taced by new data target (0 through 6); IXXN.
using the larger Data Change procedures.
Target data numbers JO1 through iI2 are as-
signed to preprogrammed rargets I through Note
12. larger data number 313 (target 13) is as- If additional missiles per rarget verification is
signed to rbe Last fixpoint identifiication. The required accomplish sreps 3 through 6.
coordinates of the last fixpoint identification
n,ill, however, not bc assigned to targer data
number 313 unless the RHAW/RDH mode BOMBING EQUIPMENT CHECK.
switch has been ;~~uawd. Data number 300
permits display oi fire target corrently being 1. Safety check-Nav reads:
ranged UP. P a. Nuclear caution lamp-Out.
P b. Nuclear consenf switch-OFF, guard down,
sealed.
1. 1-q data number (301 fo 3li)-Entered.
c. Monitor and release knob-OFF.
2. Data switch-DISP.
d. Option select switch-OFF.
3. Target latitude, longitude and elevation-Veri-
c. Bay door conrrol switch-CLOSE.
fied.
2. Selecred sequence point pushbutron-TARGET
depmsed.
NOtI Verify that currenf steer point is a target.
Class I, Class II, and Class III data can be ver- P 3. ISC-BOMB/NAV.
ified with the address selector knob No. 1 in P .i. Optical display system mode knob-CMD. (If
either the LAT. LONG, or ELEV position. required)
5. stores control panel:
a. Release enable switch--INHIBIT. I
4. Class 1, II and III data-Verified
On the AGM-69A control and display panel, I,. Master swirch-ON.
position the select and monitor knoh fo c. Delivery mode knob-BOMB. (RBS only)
CLASS 1 and monitor the CLASS UP and d. Station select switch-station selected.
CLASS DN lamps for response. Repeat for
CLASS II and CLASS III. Return knob fo ALL
position.
To prevent an inadvertent release, do not se-

If additional target data verification is re-
lect any bomb/missile loaded station. (On a
quired, repent procedure.
norm4 training mission do nor select any
store loaded starion.)
5. Data-Cleared.
Verify data storage and data number display 6. Funcrion selecrcrr knob-RADAR BOMB/MAN-
blank. UAL.
7. 11111: rr I-Ilnused channel. (RBS only)
MISSILE PER TARGET VERIFICATION. X. Attack steering-Checked.
Using tracking handle check for airrrafr re-
sponses co left ;tnd right corns and that rhe
NOi.? aircraft returns to straight and level Ilight.
Verification must be accomplished prior LO 9. ATF and trail-Checked.
the HHCL. Check manual or anwnloric ballistics.
4-8
T.O. I F-l I 1 (WA-I Section IV
Crew Duties
P 10. Pilot calls TG: a. Turn on:

* Driving. (1) Power/audio control knob-CW out of
a seconds. detent. (Approximately 2 minutes warm
* 30 seconds. up required).
* 10 seconds, RBS Tone-TONE 1. (2) Scope filter--As desired.
(If applicable) (3) Gate selector knob N.
6 11. Release indications-TG ZERO. (4) Brightness knob--Full CW.
Kelease lamps light and tone breaks. (If ap. Moving the knob CCW has the same
pliable) effecr as increasing memory.
(5) Reticle intensity knob-As required.
NOhZ (6) Sensitivity control knob-Full CW.
(7) Memory control knob-Full CCW.
The RBS tone may cut and release be indi- h. Lamp test: (Check lamps only)
cated with as much as two seconds time to
(I) Test knob-Lamp.
go.
(2) All indicator lamps-Lighted.
(a) Check cry fail lamp.
12. Srores control panel: P (b) Check pilots temte threat display.
a. Station select switch-Deselect. c. Display test (Checks RHAW scope and
b. Station selected lamp---Out. TDP) :
c. Master switch---As required. (I) Test knob-Display.
(2) Mode selector knob-IRT.
Check that target appears in center
NOit
of scope.
If miss&s ate powered-up, do not place (3) Mode selector knob-OMO.
master switch t OFF. To do so will power- Check that 6 targets appear around
down all missiles. the periphery of the scope. Signals
will multiplex through the 3 hands.
d. System test:
d. Delivery mode knob-OFF.
(1) Test knob-System.
13. Function select knob-As desired.
(2) Mode selector knob-HI.
A target should appear on the scope.
PENETRATION AIDS SELF TEST PROCEDURES.
Center the target n the azimuth cut-
SOT and adjust to -3 degree elevation.
Monitor the Threat Display Panel
Note
(TDP) for the appwpriatc wxming
l For detailed description of the Penetration lamps.
Aids System refer TV T.O. IF-lll(B)A-l-3. (3) Mode selector knob-H2.
I
A target should appear n the scope.
1 0 Refer to T.O. IF-1lIiB)A.1-3 for Scope and
Center the target on :he azimuth
Threat Panel Display,
cursor and adjust to -4 degree elc.
l Penetration Aids Self Test procedures ate vation. Monitor the TDP for the
required only for alert acceptance, EWOI appropriate warning lamps.
Contingency missions and when equipment (4) Mode selector knlt-H.
reliability is in doubt. A target shwld appear on the scope.
Center the target n the azimuth cur-
SOT and adjust TV -~-5 degree elevation.
1. RHAWS confidence checks: Monitor the 1DP fur the appropriate
wnrning lamps.
! Note (5) Mode selecmt knob-OMT-F.
Bends 1, 2 and 3 targets with associ-
There are three confidence checks for the ated threat coding will Ix. displayed
RHAWS; the lamp test, the display test, and at the antenna horesight lwsitioas.
the system test. The lam test checks all The threat panel lamps will light in
RHAWS and IRRS lamps.a The display test conjunction with the ;usocietcrl tat.
checks only the ability of the RHAW score gets on the KHAW scpe. (See l.O.
to display video. The system test checks all IF-II I (Bl-3 for RHAW scope dis. I
RHAWS components except the antennas. plays.)
4-9
_.-_-- . .._ -~.-~--.. ,.~,~.~

.,,.....-.,-...-.-
Section IV T.O. 1 F-l 11 @)A-1
Crew Duties
Note MLR mode selector knoUFF.

iY: SPC mode selector kno&MAN.
Adjust the memory control knob for desired
i. Aft SAM lampDepressed.
RHAW scope presentation. Minimum scope
Disp lamp will blink once.
persistence settings are recommended.
i. SPC mode selector knob-OFF.
(5A) ILS communications monitor knob - k. Arming switch-SAFE.
___ _.
Fully counterclockwise. (After T.O. lF- 3. ELM confidence check:
111-1074)
Note
After T.O. lF-111.1074, the ILS monitor knob
on the communications panel can be used to
Prior to turning on equipment, advise all
decrease the volume of the TFR aural com-
ground crew personnel to move away from
mand thereby insuring the detectability of the
the aircraft a minimum distance of 6 feet.
RHAWS audio signals.
(6)
Power/audio control knob-Adjusted. a. ECM control knobs ()-REC.
Insure that RHAWS audio signals (I) RCVR/PA indicator lamps (3) light
and warning tone are detectable. Ad- and remain lighted until system warm-
just the level of the warning tones up time expres (approximately 3 min-
with the RHAW interphone commu- W2S).
nications monitor knob (controls the b. KM control knobs (3)--ON.
level of both the warning tones and
radar audio). Then adjust the level of N0ie
the system tests radar tones with the
The ALQ-94 ECM system, operating in ON
RHAWS power/audio control knob
or TEST (prior to initiation of self-test), may
(controls the level of the radar audio
create interference with other radars in the
only).
local area. This interference will be indicated
(7) Mode selector knob--0MT.A.
by lighting of the XMIT threat indicator
Bands I, 2 and 3 targets will be
lamp for the appropriate band. Self-test
displayed at the antenna horesight
should he initiated immediately after placing
position (11 9 degrees).
an ECM control knob to the TEST position.
(8) Mode selector knob-OMO.
Bands 1, 2 and 3 targets will be dis-
played at the designated positions. c. ECM warm-up-Completed.
(9) Test knob-OFF. d. ECM low band control knob-TEST.
e. RCVR/PA LOW pushbutton indicator
2. CMDS confidence check.
lamp-Depress and hold for 30 seconds,
then release.
(1) RCVR/PA indicator lamps will light
steady within one minute (blinking
light indicates malfunction).
f. To re-initiate the self-test, rotate the ECM
. Do nor place the CMDS arming switch to
the ARM position during ground operation. control knob to any other position (ON,
REC or SPL) then back to TEST. Repeat
To do so could result in inadvertent dispens-
step e.
ing of explosive chaff or flares.
g. Repeat steps d thru f for medium and high
. With expendables loaded, do not perform the bands.
CMDS confidence check on the ground unless
Note
the CMDS safing plugs ate installed, or in-
flight until over an authorized dispensing area In the event of a malfunction indication in
or during EWO. REC or ON modes, the system can be reset
by placing rhe control knob to OFF and re-
Arming switch-TEST. turning the knob immediately (less than 1%
TBC mode selector knob-MAN. second) to REC or ON. This will reset the
Aft AI lamp-Depressed. system without necessitating a warmup de-
Disp lamp will blink once. lay. If the malfunction has cleared, the system
d. TBC mode selector knob-OFF. will operate normally. If this procedure does
e. MLR mode selector knob-MAN. not correct the malfunction, rum the system
f. IR TGT lamp-Depressed. off for at least 3 minutes, then repeat the
Disp and aft Al lamps will blink once. turn-on procedure.
4-10 Change 1
1.0. lF-111 (B)A-I Section IV
Crew Duties
4. IRRS confidence checks: MISSILE ELECTRONIC POWER APPLICATION.
Note
In order t allow missile environmental sta-

bilization and IMIJ warm up, missile electron-
ic power application is inhibited until i0
With expendables loaded, do nor perform the minutes have &sped since system (CAE)
IRRS confidence check on the ground unless power application.
the CMDS safing plugs are installed. Do nmt Missiles may he all simultaneously powered or
perform items h through m during flight un- powered individually through se of the se-
til ver a authorized dispensing area t dot- lect and monitor knob and the power switch
ing EWO. n the AGM-69A control and display panel.
All selected missiles must he powered within
a. Function selector knob---OPR. the two minute period prior t start of IMU
h. Cryogenic failure indicator lamp-lighted. catse alignment. Missile electronic power ap-
plication will he inhibited if any missile(s)
c. Function selector knob-STBY.
is in coarse alignment. If additional missiles
d. RH AW lode selector knob-IRT. are desired t he powered after two minutes
e. Azi,nuth blanking cntrol knob-AUTO. have elapsed, those missiles previously pow-
f. Elevation blanking cotr01 knob-AUTO. ered must be shut down and missile electronic
Ready/test indiator lamp--Lighted. power applied to all selected missiles within
F.
If the ready/test indicator lamp dwzs not the two minute period prior TV the start of
light within 8 minutes, the system should IMU co~tse alignment.
he checked for proper servicing. A minilum of 90 seconds must have elapsed
h. Funcrirm selector knob-OPR. since missile electronic pavet shutdown be-
i. Ready/test indicator Iam~Out. fore power can he applied to any missile. This
Test I button-Depress and hold. 90 second inhibit prevents possible damage t
i.
Keady/rest lamp should light within 5 the missile IMU caused by reapplication of
seconds. Only the scan lamp will be power prior to adequate gyro spin-down.
lighted. An emergency restart involving SIC 319
k. Test 2 button-Depress and hold. (+21) musk be initiated within 5 minutes af-
Ready/rest lamp should light within 5 ter missile shutdown. This 5 minutes includes
seconds. the 90 seconds required for gyro spin-down.
I. CMDS arming switch-TEST.
I CMDS MLR mode selector knob-NORM.
n. Test 3 button-Depress and hold. 1. Stores control panel:
The IR TGT lamp will light and the tar- a. Master switch-ON.
gee will appear on the tight side of the b. Delivery mode knobSRAM MAN.
RHAW scopee. The IR ML0 lamp will c. Selector nmde knob-NUC WPN.
light for approximately 5 seconds, the aft
2. AGM-69A control and display panel:
AI and IR display lamp will blink within
5 seconds, and the MLD warning tne will a. Select and monitor knob-ALL or selected
1ICtiate. MSL POS.
Position the select and monitor knob to
0. RHAW mode selectt kno&IKS. (IRRS
ALL if it is desired to apply power t all
lesl 3 burron depressed)
missiles. If selective power application is
Target on right >ide of RHAW scope
required, psitio the knob to the ap
should move wrtically forming n line; this
proptiate MSL POS. Repeat suhsteps a
indicates proper IRRS scanner operation.
rhrtxlgh c for each missile as applicable.
lhe length of the line will vary with ele-
vation blanking knoh setting and aircraft h. MSL GO and SYS GO lamps-Lighted.
I altitude. (See T.O. IF-I I I(Bl-3 for
proper length.)
NOtCZ
1. MIX mmlc sul~tor knol-OFF.
q. C&IDS arming switch--SAFE The TEMP lamp will blink if a attempt is
r. Function sclectux knob-As desired. made t apply missile electronic power with-
5. KklAW mode ~.lcct<,r knob--0MO. out missile cooling.
4-l 1
Section IV T.O. 1 F-l I 1 WA-1
Crew Duties
c. Power switchaN. (Momentarily) 1. RHAWS:

Positioning the power switch to ON sup- B a. RHAW communications monitor knob-As
plies power to the missile electronics, pro- desired.
vided no ordnance alarm, high tempera- Controls the warning tones and radar au-
ture, or missile no-go exists. dio levels. Adjust (if not previously accom-
d. SRAM PWR lamp-Lighted. (All powered plished) by setting the desired warning
missiles) cones level using RHAW lamp test or sys-
Lighting of the SRAM PWR lamp at each tem test.
individual missile position indicates pow- al. ILS communications monitor knob - Fully
er has been applied to missile electronics. counterclockwise. (After T.O. IF-111.1074) I
e. Select and monitor knob-ALL. b. Power/audio knob-Adjusted.
f. MSL NO GO lamp-Lighted. (Minimum of Controls only the radar audio. Adjust for
16 minutes) the desired level on either actual radar sig-
Missile no-g status will be displayed in nals or system test radar audio.
addition to missile go status for approxi- c. Mode selector knobs--As desired.
mately 16 minutes. The missile no-g lamp d. Scan indicator lamp-SCAN.
will go out as a result of normal aircraft 2. CMDS:
maneuvering or upon accomplishment of
a. Mode selector knobs (3)-As briefed.
TAL procedure. A guidance TAL proce-
b. Arming switch-As briefed.
dure may be accomplished after missile
fine alignment has started (about 6 min-
utes after missile power on). The proce- NotI?
dure may be performed whenever the MSL
NO GO lamp lights in order to maintain Do not arm CMDS until after chaff/flares
the aligned state. Normal aircraft maoeu- clearance has been obtained or the aircraft
wring should satisfy this requirement. has entered the designated drop area or has
Once the MSL NO GO lamp iz off it reached a designated vulnerability point.
should not light during the following I5
minute period. An alternate procedure is
to allow the MSL NO GO lamp to remain 3. ECM mode knobs (3)-As briefed.
lighted until 15 minutes prior to first mis- 4. IRRS:
sile launch, accomplishing the initial TAL a. Function selector knob-As required.
procedure during the prelaunch check. b. Azimuth blanking control knob-AUTO.
c. Elevation blanking control knob-AUTO
Note
A launch with degraded CEP may be possible FUEL TANK JETTISON PROCEDURES.
as early as 8 minutes after missile electronic
power application. Selective jettison of fuel tanks must be accomplished
in straight and level flight, with gear and flaps up, at
3. Stores control panel: an angle-of-attack less than 8 degrees. Jettison tanks
a. Selector mode knob-CCW to OFF. singly, outboard to inboard with no more than one
b. Delivery mode knob--OFF. station asymmetry. Tanks must be empty, only residual
fuel remaining. Stations 2 and 7 will he jertisoned
Note prior to Prearming. If tanks on stations 3 and 6 are
not jettisoned prior to the pre-arming point, they will
Rotating the selector mode knob through any be retained until in a nav mode outside a target com-
jettison position with station(s) selected on plex. Refer to Stores Limitations, Section V, for tank
the stores control panel will remove power release limits.
from the missiles at those stations.
PENETRATION AIDS EQUIPMENT PRE-SET.

p-E-,..,.,
NOtI?
This procedure will be accomplished prior If fuel tanks on stations 3 and 6 are retained
to any Electronic Warfare activity. If Pene- through the rarger complex, failure to de-
tration Aids Self-Test Procedures are per- select bomb/missile loaded stations before jet.
formed, Penetration Aids Equipment Pre- tisoning ranks will result in inadvertent re-
Set will be accomplished prior to any sub- lease of missiles and pre-armed external bombs
sequent electronic warfare activity. or missile power-down.
4-12 Change 1
T.O. lF.111 fB)A-1 Section IV
Crew Duties
1. stores control panel: )P 7. Radar altimeter-Set as briefed.

a. Master switch-ON. 8. TFR switches-Set.
b. All station select switchesDeselected. a. Range selector knob-E position.
All stations must be deselected, station se- b. Ride control knob-As desired.
lect lamp out, to prevent jettisoning wea- c. Volume control knob-As desired.
pons ot missile power-down.
d. Terrain clearance knob-1000 feet.
c. Selector mode ktmb-STA JETT. B8A. ILS communications monitor knob-As desired.
d. Delivery mode knob-AUX. (After T.O. lF-111.1074)
I
e. Station selector switch (tank to he jettisoned) P 9. Radar altimeter bypass switch-BYPASS.
-Selected,.
BlO. L and R TFR channel mode selector knobs-
Depress the station selector switch corre-
TF.
sponding to the pylon station carrying the
tank to be jettisoned. Pll. Reference 01 ATF not engaged lamp (as appli-
cable&Lighted.
f. Station selected lamp-Lighted.
Station selected lamp for external fuel P12. Pitch steering mode selector switch-TF.
tank station to he jettisoned should be a. AD1 and ODS pitch steering bars-Indicate
lighted. dive.
g. Release enable switch-RELEASE ENABLE. h. Aural command-Dive.
B 2. Weapon release button-Depressed. c. TF warning and channel fail lamps-OFF.
d. E scope-Checked.
Check self test pulse and zero command
Note
line.
Repeat step I.e.. f. and step 2 to jettison addi-
tional tank(s).
pi&G-l
N 3. Stores control panel:
a. Release enable switch--INHIBIT.
If the self-test pulse is absent, do not fly TF
b. Delivery mode knob-OFF.
under night or IFR conditions.
c. Selector mode knlob-NIJC WPN.
813. Fly-up check-Complete.

NOte
Autopilot release lever--Hold depressed.
If above checks are used to jettison tanks from (Prior to T.O. lF-lll(B)A-593)
stations 3 and 6 after departing the target Autopilot telease/PCSS lever-Depress and
complex, pee-arming of retained weapons hold to lirst detent. (After T.O. IF-lll(B)A-
must be reaccomplished by performing steps
593)
5a and 7 of prearming.
Radar altimeter control knob-Depress and
hold.
PREDESCENT AND DESCENT (LOW ALlllUDE (Ii Bypass switch-Retorn to normal.
TACTICAL OPERATION). (PRIOR TO (2) Off warning flag--Out of view.
I T.O. 1 F-l 1 l-996) (3) Indicator pointer-.95 (-Cl2) feet.
If TFR is not to he performed, only the ) steps must be (4) TFR failure warning and channel faiI
accomplished. Auto/manual TF letdown will be made cantion lamps-Lighted.
from cruise math, throttles and airspeed as required,. (5) AD1 and ODS pitch steering bars-Full
Non-TF descents will be made at cruise math until fly-up command.
intercepting the indicated airspeed that corre3:ponds (6) Aural command-Full climb. (If above
to the desired low level math. Adjust to low level 5000 feet AGL)
math after level off.
B 1. TFR operational check--Completed.
)B 2. Fuel panel-Checked.
)P 3. Engine inlet anti-icing-Climatic.
*B 4. Altimeters-Reset.
) 5. IFF-Set.
(If required)
I
If the aural command is not a climb, it indi-
cates the TFR is receiving or interpreting the
)P 6. AMI and AVVI command markers and ODS altitude incorrectly. TF should not be per-
indicated airspeed--Set to desired airspeed and formed if switching LARA ot TFR channels
altitude. does not correct the command.
Change 1 4-13
Section IV 1.0. lF-111 WA-1
Crew Duties
d. Radar altimeter control knoLRelease. ) 17. Altitude calls-Accomplished.

The navigator will announce the altitude
e. Autopilot release lever or autopilot release/
calls when crossing 15,000, 10,000 and 5,000
I PCSS lever (as applicable)-Release.
feet MSL. He will also notify the pilot 1000
(I) Fly up maneuver-Initiated. feet above initial level off.
f. Autopilot release lever-Depressed (Prior PI% At 5000 feet abovc the terrain:
to T.O. IF-Ill(B593) (If applicable)
g. Autopilot release/PCSS lever--Depress and a. Radar altimeter bypass switch-NORMAL.
hold to first derenr. (After l.O. IF-I I I (B)A- h. Dive angle increase to 12 degrees.
I 59% ) 19. Altitude c;llihration~Cnmpleted.
h. Radar altitude Ibypass switch-BYPASS. If terrain conditions permir an ~curaw cali-
hrarion.
i. Autopilot release lever or auropilot release/
+B20. Altimeters crosschecked-Accomplished.
I PCSS lever (as applicable)-Release.
Crosscheck AVVI, stnndhy altimeter and ra-
P14. Auto TF switch-AIJTO. (If desired) dar altimeter.
Leave the auto TF switch off for Oil Burner )B21. Level off--Monitored.
Entry. The reference or ATF not engaged During auto and manual TF letdown a climb
I lamp (as applicable) will he lighted during command should be indicated on the ADl/
the time the auto 1F switch is off. If auto- ODS command bars at approximately 2000
pilor sub-modes are being used i.c., HDG/ feet AGL and aircraft rotation toward level
NAV, monitor the aircraft closely to ensure flight should begin no later than 1600 feet
the aircraft is following steering commands. AGL.
@22. Helmet visors-Lowered. (As practicable)
. The pitch trim function of the stick rrim

button is deactivated when sum TF is en- Whenever practical the flight crew shall lower
gaged. A slight pitch transient may be felt helmet visors for protection against bird
when auw TF is cngagcd if the parallel pitch strikes which might cause windshield fail-
trim actuator is not at take off trim due to ure when at low altitude.
normal system tolerances.
. If a fly-up is commanded due co rain during )P23. Wing sweep-Set.
the lcrdown. the pilot should depress the P24. Auto TF switch-AUTO. (As required)
autopilot release lever prior to T.O. lF- P25. 1000 foot check:
I I I (]~)A-593 or depres, to the lint detent the a. Terrain clearance-Checked. (900 to 1200
autopilot release/PCSS lever after 1.0. 1 I- feet)
I Ill(BSYS, est;tblish i, IO degree dive 77s.~ the radar altimeter 10 cheek the ter-
angle. and continue a manual letdown until rain clearance.
1000 feet ahovc IIK MEA. At this time, he h. E scope display-Checked.
should decrease the dive angle t,, 2 degrees Check video positioning relative to com-
and level off at the desired MEA. lhe lct- mand line.
down to 1000 feet, and subsequently lower 26. 83% fly-up--Checked.
settings, an he resumed as the rain return This check should he performed over level
disappears from the li-scope. terrain or water if possible.
a. Radar altimeter index pointer-Set 830 feet.
h. Clexancc plane-Set 500 feet.
)P15. Wing sweep-As required.
c. Radar altitude low warning lam~lighted,
The wing sweep for auw TF letdown will passing 830 feet.
normally he that compured for low altitude Aircraft should level within limits of 500
operation. Avoid high angles-of-attack with foot setting. (440-650 feet)
afr wing sweeps prior to initiating descent. d. Fly-up Initiated.
In casts of high ;altirude and/or low airspeed, Set 1000 feet clearance plane after pausing
wing sweep should he delayed until descent momentarily at 750 foot setting.
has heen initiated.
(I) TF failure warning lamp-lighted un-
PI6 AD1 and ODS pitch steering bars-Centered. ril aircraft passes through 830 feet ab-
(Auto 1.1: Irtdown) solute.
4-14
T.O. lF-111 (WA-1 Section IV
Crew Duties
(2) ADI/ODS-Indicate fly-up. TFR INFLIGHT OPERATIONAL CHECK. (After 1.0.

The pitch swering bars on the ADI/ 1 F-l 1 l-996)
ODS will indicate a fly-up until, the
This check is required only if the TFR ground check
TF fail clears, then indicate normdy.
was not performed. This check must be accomplished
(3) Aural command-Full climb. at an altitude above 5ooO feet AGL to obtain specified
(4) Radar altitude low warning lamp--Out indications.
at 830 feet. 1. Wing sweepAs required.
(5) Autopilot release lever-Depress and 2. Radar altimeter index pointer-set 200 feet.
hold, then release. (Prior to TO lF-
Ill(B 3. Terrain clearance knob--Set 800 feet.
Depress lewr and hold while leveling 4. Ride control-MED.
aircraft at loo0 feet, then release. 5. TFR channel mode selector knobs-L TF, R
(6) Autopilot release/PCSS lever--Depress SIT.
and hold to first detent, then release. a. TFR channel fail caution lamps-Lighted.
(After T.O. lF-lll(B)A-593) b. Reference not engaged caution lamp -
Depress lever and hold while leveling Lighted.
aircraft ar 1000 feet, then release.
c. TF fly-up off caution lamp--Lighted.
(7) Aircraft levels at loo0 feet. d. TF failure warning lamp-Lighted.
(8) Radar altimeter channel select swirch- e. Radar altitude low warning Iam~Out.
Opposite channel.
6. ISC pitch steering mode switch-TF.
(9) Repeat substeps b through d.
7. Radar altimeter bypass switch-BYPASS.
8. Radar altimeter control knob - Depress and
p&G-,,.,., hold.
a. Radar altimeter bypass switch-Returns to
NORMAL.
If the 83% fly-up capability is not operational b. Radar altimeter-300 (I?: 15) feet.
in a radar altimeter cha,nnel, do not use that c. TF failure warning lamp-Out.
channel for TF operation. d. TFR channel fail caution lamps-Out.
e. Radar altitude low warning lamp-Out.
27. Terrain clearance kno&Ser as briefed. f. TF fly-up off caution lamp-Out.
28. Radar altimeter-Reset to 83 percent of dear- g. Pitch steering bars and aural command indi-
ante plane. cate a slight dive command (if level flight).
29. L or R TFR channel mode selector knob SIT 9. Auto TF switch-AUTO TF.
or GM. Aircraft establishes a slight dive.
10. Terrain clearance knob-Set 300 feet.
a. Pitch steering bars and aural command-
(1 Approximately nulled (if level flight).
b. Aircraft establishes level flight.
11. Terrain clearance knob--Set 400 feet.
Airspeed should be held to math 0.85 or less a. Aircraft response-Fly-up.
when the 500 foot position, WX mode, is se-
b. TF failure warning lamp-lighted.
lected. If this airspeed is exceeded, rhe TFR c. TFR channel fail caution lamplighted, for
will not anticipate the terrain early enough to channel in TF mode.
provide a command to prevent terrain impact. d. Radar altitude low warning lamp-Lighted.
e. Pitch steering bars and aural command indi.
N&Z? care maximum climb command.
12. Radar altimeter control knob-Released.
TF fly-up fail is caused by one of several con-
ditions, Refer to TF Fly-up Causes, this 13. Autopilot release lever - Depress and hold,
section. (Prior to T.O. lF-lll(B)A-593)
Change 1 4-14A
Section IV T.O. lF-I 1 I (B1
Crew Duties
14. Autopilot release/PC% lever-Depress and hold b. Aural command-Dive.

to first detent. (After T.O. lF-lll(B)A-593) c. TF failure warning and channel fail lamps-
15. Radar altimeter bypass switch-BYPASS. out.
16. Autopilot release lever or autopilot release/ d. E scope--Checked.
PCSS lever (as applicable)-Release. Check self-test pulse and zero cornman,
17. Auto TF switch-OFF. line.
18. E scope-Checked.
Check self-test pulse and zero command line.
piGiG-
p-E-,..,.,
B 14. Fly-up check-Complete.
19. Repeat steps 3 thru I8 with TFR and radar al-
timeter channels reversed, N&e
20. TFR L and R channel mode selector knobs-
TF. This check is optional if the intlight opera-
tional check has been accomplished.
PREDESCENT AND DESCENT (LOW ALTITUDE
TACTICAL OPERATION). (AFTER T.O. 1 F-l 1 l-996) a. Terrain clearance knob-Set 400 feet.
If TFR is not to be performed, only the ) steps must be b. Autopilot release lever - Hold depressed
accomplished. Auto/manual TF letdown will be made (Prior to T.O. lF-lll(B)A-593)
from cruise math, throttles and airspeed as required. c. Autopilot release/PCSS lever-Depress anC
Non-TF descents will be made at cruise math until hold to first detent. (After T.O. lF-lll(B)A.
intercepting the indicated airspeed that corresponds 593)
to the desired low level math. Adjust to low level d. Radar altimeter control knob-Depress and
math after level off. hold.
B 1. TFR operational check -Completed, (Ground (1) Bypass switch-Return to normal.
or inflight) (2) Off warning flag-out of view.
)B 2. Fuel panel-Checked. (3) Indicator pointer-300 (~15) feet.
)P 3. Engine inlet anti-icing-Climatic. (4) TFR failure warning and channel fail
*S 4. Altimeters-Reset. (If required) caution lamps-Lighted.
$ 5. IFF-Set. (5) AD1 and ODS pitch steering barsFull
fly-up command.
)P6. AM1 and AVVI command markers and ODS
indicated airspeed-Set to desired airspeed and (6) Aural command-Full climb.
altitodc. e. Autopilot release lever or autopilot release/
)P 7. Radar altimeter--Set as briefed, PCSS lever (as applicable)-Release,
8. TFR switches--Set. (1) Fly-up maneuver-Initiated.
a. Range selector knob-E position, f. Autopilot release lever-Depressed. (Prior
to T.O. IF-lll(B)A-593)
b. Ride control knob-As desired.
c. Volume control knob-As desired. g. Autopilot release/PCSS lever-Depress and
hold to first detent. (After T.O. IF-Ill(B
d. Terrain clearance knob-1000 feet. 593)
B 9. ILS communications monitor knob-As desired.
h. Radar altimeter control knob--Release.
(After T.O. IF-111-1074)
i. Radar altitude bypass switch-BYPASS.
P 10. Radar altimeter bypass switch-BYPASS.
j. Autopilot release lever or autopilot release/
B 11. L and R TFR channel mode selector knobs- PCSS lever (as applicable)-Release.
TF.
k. Terrain clearance kno&Set 1000 feet.
P 12. Reference or ATF not engaged lamp (as appli-
P 15. Auto TF switch-AUTO. (If desired)
cable&Lighted.
Leave the auto TF switch off for Oil Burner
P 13. Pitch steering mode selector switch-TF. Entry. The reference or ATF not engaged
a. ADI and ODS pitch steering bars-Indicate lamp (as applicable) will be lighted during
dive. the time the auto TF switch is off. If anto-
4-148 Change 1
1.0. 1 F-l 1 I IB1A-1 Section IV
Crew Duties
pilot sub-modes are being used i.e., HDG/ P19. At 5ooO feet above the terrain:
NAV, monitor the aircraft closely to ensure (If applicable)
the aircraft is following steering commands. a. Radar altimeter bypass switch-NORMAL.
b. Dive angle increase to 12 degrees.
Note ) 20. Altitude Calibration-Completed.
If terrain conditions permit an accurate cali-
. The pitch trim function of the stick trim bration.
button is deactivated when auto TF is en- #B21. Altimeters crosschecked-Accomplished.
gaged. A slight pitch transient may be felt Crosscheck AVVI, standby altimeter and m-
when auto TF is engaged if the parallel pitch dar altimeter.
trim actuator is not at take off trim due to )B22. Level off-Monitored.
normal system tolerances. During auto and manual TF letdown a climb
. If a By-up is commanded due to rain during command should be indicated on the ADI/
the letdown, the pilot should depress the auto- ODS command bars at approximately 2000
feet AGL and aircraft rotation toward level
pilot release lever prior to T.O. IF-1 1 l(B)A-
flight should begin no l:ater than 1600 feet
59.3or depress to the hrsr detent the autopilot
AGL.
reIease/PCSS lever after T.O. IF-Ill (B593,
)B23. Helmet visors-Lowered. (As practicable)
establish a 10 degree dive angle, and continue
a manual letdown until 1000 feet above the
MEA. At this time, he should decrease the NOtI3
dive angle to 2 degrees and level off at the de
Whenever practical the flight crew shall lowe
sired MEA. The letdown to loo0 feet, and er helmet visors for protection against bird
subsequently lower settings, can be resumed strikes which might cause windshield failure
as the rain return disappears from the E-scope when at low altitude.
)Pl6. Wing swee~As required. #P24. Wing sweep-Set.

The wing sweep for auto TF letdown will P25. Auto TF switch-AUTO. (As required)
normally be that computed for low altitude
P26. 1000 foot check:
operation. Avoid high angles-of-attack with
aft wing sweeps prior to initiating descent. a. Terrain clearance-Checked. (900 to 1200
In cases of high altitude and/or low airspeed, feet)
wing sweep should be delayed until descent IJse the radar altimeter to check the ter-
has been initiated. rain clearance.
P17. ADI and ODS pitch steering bars-centered. b. E scope display-Checked.
(Auto TF letdown) Check video positioning relative to com-
mand line.
+ 18. Altitude calls-Accomplished.
The navigator will announce the altitude calh 27. 83% fly-up-Checked. (Optional)
when crossing I5,OOO, 10,000 and 5,000 feet This check should be performed over level
MSL. He will also notify the pilot 1000 feet terrain or water if possible.
above initial level off. a.. Radar altimeter index pointer-Set 830 feet.
Change 1 4-14C/4-14D
1.0. 1 F-l 1 I (WA-1 section IV
Crew Duties
b. Clearance plane--Set 500 feet.

c. Radar altitude low warning lamp-lighted,
passing 830 feet.
Aircraft should level within limits of 500
foot setting. (440.650 feet)
d. Fly-up-Initiated.
Set 1000 feet clearance plane after pausing . This procedure will nor be accomplished for
momentarily at 750 foot setting. a simulated SRAM launch. Proceed to Mis-
(1) TF failure warning lamp-Lighted un- sile Preparation for Simulated Launch, this
til aircraft passes through 830 feet ab-
section.
solute.
(2) ADI/ODS---Indicate fly-up. . With SRAM loaded aircraft, do not perform
The pitch steering bars on the ADI/ steps 2, 3 and If RBS bombing activity is to
ODS will indicate a fly-up until the 4.
be performed. ,?,(
TF fail clears, then indicate normally.
(3) Aural command-Full climb.
(4) Radar altitude low warning lamflut Note
at 830 feet. . Perform the following not earlier than 15
(5) Autopilot release lever -Depress and minutes prior to the HHCL (H Hour Con-
hold, then release. (Prior to T.O. lF- trol Line) or nor earlier than 15 minutes prior
1 I I (B)A-593) to descent for a low altitude mission, which-
Depress lever and hold while leveling
ever is reached first, and only after receipr of
aircraft ar loo0 feet, then release.
a valid GO code.
(6) Autopilot release/PCSS lever---Depress
and hold to first detent, then release. . Prearming of all weapons will be completed
(After T.O. IF-1 1 I (B)A-593) not later than the first IP for bombs and prior
Depress lever and hold while leveling to prelaunch for missiles, and only after jet-
aircraft :a~ 1000 feet, then release. tison of fnel tanks that will not be retained
(7) Aircraft levels at 1000 feet. through rhe first target complex.
(8) Radar altimeter channel selector switch
.--Opposite channel.
1. stores control panel:
(9) Repeat substeps b through d.
a. Delivery mode knob-OFF.
h. Master switch-ON.
c. Selector mode knob-NUC WPN.
2. IXU-137/A control panel:
a. Option select switch-SAFE.
b. Control lever-S ARM.
If the 83% fly-up capability is nor operational
Break the safety seal and position the con.
in a radar altimeter channel, do not use chat
trol lever to S ARM.
channel for TF operation.
c. Option select switch-GRD RET.
28. Terrain clearance knob--Set as briefed.

29. Radar altimeter-Reset to 83 percent of clear- Note
ance plane.
Normally, GRD RET will be the first op-
30. L or R TFR channel mode selector knob SIT tion used for all releases. If varying options
or GM.
are desired, the bombs will be pre-armed indi-
vidually by placing the DCU-137/A option
Airspeed
I
should be held to math 0.85 or less
select switch to the desired option
lecting the applicable
d. Class III command

station.
override
and se-
switch-As re-
when the 500 foot position, WX mode, is se- quired.
lected. If this airspeed is exceeded, the TFR e. Class III indicator-Checked.
will not anticipare the terrain early enough to
provide a command to prevent terrain impact. P 3. Nuclear consent switch-ARM & REL.
Change 1 4-15
Section IV T.O. 1 F-l I 1 @)A-1
Crew Duties
4. Stores control panel: (RBS only)

a. Selector mode knob-STA
b. Sration selecf lamps-Out.
JETIY iIIz3
CAUTION
If any station select lamp is lighted, de- Simultaneous prearming of more than three
select station. bombs could overload the arming circuits and
c. Test hutton~Deprcssed; station select lamp result in incomplete operation of bomb pre-
lighted at all loaded stations. arming switches.
d. Selector mode knob-NIJC WPN.
e. Test button-Depressed. (Bombs)
Check st~cioo select Iamos liehted for all NotI3
bomb loaded stations, out forcidI others.
All SRAM loaded stetions may be selected si-
f. Delivery mode knob-SRAM MAN. (Mis-
Idt~ll~OUSly.
de)
g. Test button--Depressed. (Missile)
Check station select lamps lighted for all
c. Station selected lamps-Lighted. (Bombs
missile loaded stations, out for all others,
only)
h. Delivery mode knoll-OFF. (Missile) Station select lamps will not light at mis-
silt stations until a SRAM position is se-
lected using the delivery mode knob.
I
On normal training sorties with external fuel
6. DCU-137/A
a. Monitor
b. Burst option
(Bombs only)
conrrol
and release
monitor
panel:
knob-As
lamp - Lighted.
required.
tanks loaded, if any abnormal station select The burst option monitor !amp agreeing
lamp indications are noted, place the master with rhe position of the option select
switch off, perform Abort Procedures and switch should light.
do not attempt any prxticc bombing activity.
IS-7 c. Arm monitor
d. Unlock monitor
lamp-Lighted.
lamp-Lighted.
c. Monitor and release knob-Additional sta-
5. Stores control panel: tion(s).
a. Release enable switch4 T Cheek monitor lamps as indicated in b,
<L\QU only,. c and d above.
7. Additional bombs/missiles - Prearm. (2 at a
time, as applicable)
a. Monitor and release knob-station being
prearmed.
b. Station select switches--Selected.
c. Station selected lamps - Lighted. (Bombs
only)
d. Monitor lamps-Checked.
e. Monitor and release knob-other station.
f. Monitor IampcChecked.
b. Station select switches-Selected. 8. Monitor and release knob-station to be re-
Bombs will he selected two at a time if leased/monitored.
identical options are desired.
pii-
pi&-l
On normal training sorties, do not select any External bombs/missiles will not be released
store loaded station. until after all fuel tanks are jettisoned.
11.0. lF-11 IIBIA-1 Section IV
Crew Duties
MISSILE PREPARATION FOR SIMULATED switch to UP OI DOWN. Positioning the

LAUNCH. class 111 command override switch deter-
miner class III setting for all missiles.
e. Class 111 indicator-Checked. (If required)
If the class III command override switch
1 WARNING 1 was used, rotate the monitor and release
knob through missile positions. The class
111 indicator will reflect the command.
If nuclear amsent (unlock and prearm) i,
f. Monitor and release knob-OFF.
provided, the missile prelaunch data computer
will ignore the position of the train switch. g. Option select switch-OFF.
Critical launch functions will therefore not
be bypassed and missile launch will occw. PRE BOMWPRE LAUNCH.
. FOR BOMBS-Accomplish the following checklist

Note prior to reaching each IP. In the event an IP is not
designated, complete this checklist in sufficient
Simulated launch will be inhibited if eithet time to accomplish the bomb run.
unlock or prearm has been commanded.
. FOR MISSILES-Start the following checklist at
least I5 minutes prior to each launch point.
P 1. Nuclear consent switch--OFF, guard down. 1. Altitude calibration-Completed. (Bombs)
2. AGM-6YA control and display panel: 82. Altimeters-Set as required.
a. Select and monitor knob-ALL. 3. UHF No. I-Set as briefed. (RBS only)
b. Train switch-TRAIN. P 4. ODS mcxle select knob-CMD. (If required)
3. stores control panel: P 5. Bomhing timer--Set. (If applicable)
a. Release enable switch--INHIBIT.
I P 6. Bombing timer power srlector knob--ON. (If
h. Master switch-ON. applicable)
c. Selector mode kno&STA JETT. 7. Manual ballistics-Set.
d. Station select lampOut. Set manual ballistics from data computed on
If any station select lamp is lighted, de- bombing data form.
select station.
8. Penetration aids equipment-On and set.
e. Test button-Depressed, station select lamps
lighted at all loaded stations. 9. Bomb run timing/heading/altitude-Verified.
Advise the pilot of the time and altitude to
f. Delivery mode knobSRAM MAN.
the first release and the magnetic course/head-
Es Selector mode knob-NUC WPN. ing, time and altitude between multiple re
h. Test button-Depressed, station select lamps 13iSCS.
lighted at missile simulated loaded stations;
10. Alternate release data-Determined.
all others out.
Determine TG from the applicable timing
4. DCU-137/A control panel: point using best known ground speed and
a. Control lever-OMS, sealed. bombing altitude. Refer to Emergency Bomb-
b. Option select switch-MON. ing Procedures in T.O. IF-II I (B25-3, oc
adjusted precomputed data as required.
c. Monitor lamps (each SRAM loaded station)
-Checked. 11. Bay door control switch-As required.
SAFE lamp lighted, all other lamps are 12. High altitude launch math number-Enter. (If
0C. required)
If launch will he accomplished above 30,fMO
Note feet altitude, determine true math number at
which the first launch will be initiated and
The class III command override switch may accomplish the procedure. Subsequent high
be repositioned any time prior to entry into altitude launches at the same math number
require no additional SIC 13 inputs. However,
launch countdown.
a SIC I3 input is required for high altitude
launches each time the launch math numher
d. Class III command override switch--As re- changes from the preceding launch. Allow-
quired. able tolerance on launch math number is
If a change in class III setting is requited, ~~;O.O? for winds equal to ot greater than 120
position the class III command ,override knots and :i~O.O5 for winds less than 120 knots.
4-17
Section IV T.O. lF-11 I (WA-1
Crew Duties
B 13. OTL carrier power application-Accomplished. SYS GO, SRAM PWR, MSL GO lamps
(If required) lighted, all others off except for an OTL
If mission is an operational test launch. ac- launch, when OTL CARR PWR lamp and
complish OTL Carrier Power Application C/D RCVR ready lamps should also be light-
prior to OTL Battery Power Application ed.
and at B time determined by range control. 20. Radar altimeter-Checkei.
14. Ranging-Monitored. If the radar altimeter is inoperative, Class I
* Data number-Entered. down-launch is inhibited. Proceed with corn-
mand guidance.
Enter data numhcr 100 to 312, as desired.
8 21. OTL battery power application -Accomplish.
* Address selector knoh No. I-ELEV.
(If required)
* Data switch-DISP. If mission is an Operational Test Launch, ace
If darn number 300 is entered, the CCU data complish battery power application approxi-
storage windows will display zeros until a mately four minutes prior to launch.
target is in range. At that time, the windows
will display the target data number and the
number of missiles programmed for the tar- SYNCHRONOUS BOMB RUN.
get.
Accomplish this checklist after sequencing to the
15. Altitude calibration-Accomplish. (Within 15
target.
minutes of launch)
For maximum system accuracy, altitude cali-
bration should be accomplished ar launch coo-
ditions. Note
For a bomb run abort. immediately position
Note the delivery mode knoh to OFF. If no fur-
ther releases are to he attempted, proceed
Missile launch may be accomplished without to Abort Procedures. this section.
a TAL procedure, but accuracy will be de-
graded.
P I. ISC switch BOMB/NAV.
P 16. TAL procedure-Completed. (Between I5 and 2. Select sequence point pushbutton-TGT.
2 minutes prior to launch) 3. Sequence number set wheels-Set to next tgt or
Accomplish TAL procedures within I5 min- destination.
utes of launch to attain maximum system ac-
4. Monitor and release knob-Station to he re-
curacy. Maneuvers accomplished less than two
leased.
minutes prior to launch may not improve mis-
sile guidance azimuth alignment. 5. Station selected lamps-Lighted.
Check that applicable station select lamps are
lighted for selected bomb stations and out
17. Present pt)sition-Uprlated. (Between 7 and 2 for all others.
minutes prior to launch) 6. Stores control panel test button-Depressed,
Update present position within seven minutes station select lamps lighted at bomb simulated
of launch to attain maximum system accuracy, loaded stations: all others out (RBS only).
and no Inter than two minutes prior to launch.
18. 01-L carrier aircraft prexnt position-Record-
ed. (If required)
If it is required that the carrier position at the 1 WARNING 1
time of present position update be recorded
as part of the mission scoring data, accomplish
the following procedure. On normal training sorties with external fuel
a. Data number Jl9-Entered. tanks loaded, if any abnormal station select
b. Address selector knob No. I-ELEV. lamp indications are noted, place the master
switch OFF, perform Abort Procedures and
c. Clear pushhutton -Depressed. (Momentar-
do not attempt any practice bombing activity.
ily)
d. SIC numhcr (+h)-Entered.
19. AGM-69A malfunction and st~tos indicator 7. Function select knob-RADAR BOMB/VIS-
lamps-Checked. UAL BOMB.
4-18
Tc.0. I F-l 11 (WA-1 Section IV
Crew Duties
Note
If utilizing a pseudo target, do not complete

the following items until past the pseudo tar-
get.
l Do not operate any of the bombing system
controls, except as noted below, when a re-
8. Bay door control switch-As required. lease signal is present as indicated by the
pilots bomb release lamp. Operation of the
master switch, station select switches, moni-
Note
tor and release knob, delivery mode knob, or
. When using AUX (auxiliary) bay door pow- selector mode knob during presence of a re-
er, manual operation of the doors is required.. lease signal (normally 3 seconds prior to T.O.
AUTO (automatic) door opening may inhibit lF-lll(B)A-651; I second afrer T.O. lF-lll-
bomb release due to excessive door opening (BIA-651) may result in inadvertent store re-
time. lease.
l For manual door opening, position the bay door l On normal training sorties, if the pilots
control switch to OPEN approximately 60 sec- bomb release lamp remains lighted for an
onds prior to release. indefinite period of time (approximately 5
seconds or more prior to T.O. lF-lll(B)A-
. For internal release with the delivery mode
651; 3 secoiids or more after T.O. IF-111~.
knob in AUX the bay door switch must be
(B)A-651) place the delivery mode knob
OPEN.
OFF, selector mode knob OFF, and master
switch OFF, in that sequence, perform Abort
9. Delivery mode knob-BOMB. Procedures, this section, and do not attempt
any practice bombing activity.
NOV.?
If there was no automatic release at TG zero,

place the delivery mode knob to AUX, the
The delivery mode knob must be left in the
bay door control switch to OPEN (internal
OFF position until passing a pseudo target to
release) and depress the weapon release but-
preclude an inadvertent release.
ton.
10. Bomb away:

Multiple Release:
B a. Lamps - Checked.
The pilots and navigators bomb release 11. Sequence number set wheels--Set to next target
lamps will light when a release signal or destination.
is present. This release signal will not- 12. Monitor and release knob-Station to be re-
mally be present for approximately 3 sec- leased.
onds prior to T.O. lF-Ill(B651. After
13. Bay door control switch-As required.
T.O. lF-lll(B)A-651, the release :signal
will be present for approximately I sec- 14. Delivery mode knob-As required.
ond and the navigators bomb release 15. Bomb away:
lamp mill remain lighted for an addi- B a. Lamps - Checked.
tional 2 seconds after the release signal is The pilots and navigators bomb release
emwed. In either configuration, the sta- lamps will light when a release signal
tion selected and stores present lam:p and is present. This release signal will nor-
all DCU-137/A lamps will go out when mally be present for approximately 3 sec-
the bomb is released. onds prior to T.O. lF-lll(B)A-651. After
Section IV 1.0. 1 F-l 11 (BIA-1
Crew Duties
T.O. IF-Ill(B651, th release signal Note

will be present for approximately I sec-
For a bomb abort, immediately position the
ond and the navigators bomb release
lamp will remain lighted for an addi- delivery mode knob to OFF. If no further
tional 2 seconds afrer the release signal is releases are IO be attempted, proceed to
removed. In either configuration, the sta- Abort Procedures, this section.
tion selected and stores present lamp and
all DCLJ-137/A lamps will go out when P 1. ODS mode select knob - As required.
the bomb is released.
2. Monitor and release knob - Station to be
released.
3. Station select lamps-Lighted.
Check that applicable station select lamps
are lighted for selected bomb stations and out
for all others.
. Do not operate any of the bombing system
controls, except as noted below, when a re- 4. Stores control panel test button--Depressed,
I station select lamps lighted at bomb simulated
lease signal is present as indicated by the loaded stations; all others out (RBS only).
I pilots bomb release lamp. Operation of the
tor and release knob, delivery mode knob, or
[ WARNING 1
selector mode knob during presence of a re-
lease signal (normally 3 seconds prior to T.O.
IF-lll(B)A-651: 1 second after T.O. lF-lll- On normal training sorties with external fuel
(B)A-651) may result in inadvertent store re- tanks loaded, if any abnormal station select
I
lease. lamp indications are noted, place the master
switch OFF, perform Abort Procedures,
l On normal training sorties, if the pilots and do not attempt any practice bombing ac-
I
bomb release lamp remains lighted for an tivity.
indefinite period of time (approximately 5
seconds or more prior to T.O. IF-llI(B)A- 5. Bay door control switch-OPEN. (If required)
651; 3 seconds or more after T.O. IF-Ill.
I (B)A-651) place the delivery mode knob
Note
OFF, selector mode knob OFF, and master
switch OFF, in that sequence, perform Abort With normal system operation it takes 2.5
Procedures, this section, and do not attempt seconds for doors to open. If using auxiliary
system, position the bay door control switch
any practice bombing activity. to open approximately 60 seconds prior IO
release.
6. Delivery mode knob-AUX

0 If there was no automatic release at TG zero,
place rhe delivery mode knob to ALJX, the 7. Bomb away-Release accomplished.
bay door control switch to OPEN (internal a. Weapon release button-Depressed.
release) and depress the weapon release but- B b. Lamps-Checked.
ton. When the weapon release button is de-
pressed, weapon release is commanded to
l Repeat steps 11 through 15 for additional
the station and the pilots weapon re-
dtXSL?S.
lease lamp is lighted. The release lamp
will remain lighted as long as the weap-
ALTERNATE BOMB RUN. on release button is held depressed. The
station selected and stores presenr lamp
This checklist should commence after passing last and all DCUl37/A lamps will go out
destination prior to target. when the bomb is released.
4-20 Change I
T.O. lF-11 IIBIA-1 Section IV
Crew Duties
. On normal training sorties, if the pilots

1 WARNING 1 bomb release lamp remains fighted after the
weapon release button is released, place the
delivery mode knob OFF, selector mode knob
OFF, and master switch OFF, in that se-
quence, perform Abort Prwedures, this
controls, except as noted below, when a re-
section, and do not attempt any practice
lease signal is present as indicated by the
bombing activity.
I
tor and release knob, d,elivery mode knob, Not83
or selector mode knob during presence of a
release signal (weapon release button de- Repeat steps 8 through II for additional re-
pressed) may result in inadvertent store re- lGlSe5.
I lease.
. On normal training sorties, if the pilots AUTOMATIC LAUNCH-STRIKE/OTL.
bomb release lamp remains lighted after the
I weapon release button is released, place the
delivery mode knob OFF, selector mode knob
OFF, and master switch OFF, in that se-
quence, perform Abort Procedures, this
section, and do not attempt any practice
. If for any reason it is necessary to withhold
bombing activity.
launch, immediately position selector mode
knob to B/C, delivery mode knob to OFF and
Multiple Release: reposition the selector mode knob to NUC
8. Monitor and release knob-station to, be te- WPN. Rotating the delivery mode knob thru
leased. the SRAM AUTO position with the selector
mode knob in NLC WPN and a SAFE IN
9. Bay door control switch-OPEN. (If required)
RANGE lamp on will initiate a missile count-
10. Delivery mode knob-AUX. down sequence. If no further launches are to
11. Bomb away-Release accomplished. be attempted or if this is an OTL launch,
a. Weapon release button--Depressed. proceed to Abort Procedures.
6 h. Lamps-Checked. . External missile will not he launched/jetti-

When the weapon release button is de- soned with external fuel tanks installed or
pressed, weapon release is commanded to with weapons outboard of missile. Only weap-
the station and the pilots weapon re- ons bay missiles will be selected and launch
lease lamp is lighted. lhe release lamp accomplished in SRAM manual mode.
will remain lighted as long as the weap
on release button is held depressed. The
station selected and stores present lamp CAUTION
and all DCU-137/A lamps will go out iIII2
when the bomb is released.
Launching a missile without sufficient battery
warmup time may result in rupture of the
missile battery case or degraded missile per-
formance nfter launch. Refer to figure 4-2 for
missile battery warmup requirements.
. Do not operate any of the hombiog system
controls, except as noted below, when a re- Not.2
lease signal is present as indicated by the
I pilots bomb release lamp. Operation of the 0 With SRAM automatic delivery mode se-
master switch, station select switches, moni- lected, launch will occur automatically against
tor and release knob, delivery mode knob,
targets stored in the missile prelaunch data
release signal (weapon release button de- computer when the SAFE IN RANGE lamp
pressed) may result in inadvertent store re- lights steady. The missile selected for auto-
I
lease. matic launch is computer controlled.
Change 1 4-21
-
Section IV T.O. lF-1 I l(B)A-1
Crew Duties
NOW 6. Bay door position indicator-OPEN. (Weapons

bay launch)
l The missile system can receive hrpoinr iden-
tification data from the DCC. The latitude and Doors will open approximately 2.5 seconds
longitude available from the DCC are those of into the countdown.
the last hxpoint identification accomplished.
When entered into the AGM-69A target table Note
by use of the RHAW/RDR mode switch, in
the automatic mode, it becomes available for If launch is from weapons hay and doors do
active ranging in addition to preprogrammed not open, position the bay door control switch
targets. to OPEN and if required, bay door auxiliary
switch to AUX. Weapons bay doors must be
. If a no-go missile exists ot occurs during
open within 45 seconds ot missile will be de-
launch, and launching the next missile in
clared no-go.
automatic sequence would result in an asym-
metrical loading of more than one missile, the
automatic launch sequence will be inhibited. 7. Missile launch lamps--Check.
To continue the automatic launch sequence
a. Weapon present and station select lamps
either of the following two procedures must
Out. (For launched missiles)
be accomplished: (1) manual launch of the
no-go missile, if no-go can be overridden with h. Bomb release lamp (NDLI-Lighted.
manual launch, (2) jettison of no-go missile. The navigators bomb release lamp will 0
light approximately three seconds after
launch and remain lighted for three sec-
1. Select and monitor knob-ALL. onds.
2. Delivery mode knob-SRAM AUTO.

3. Safe in range lamp-Lighted.
piE-(
A steady indication means a target is in range,
the aircraft is within level flight limits, and
the missile prelaunch data computer is proc-
essing a launch. A blinking indication means . Do not operate any of the bombing system
launch is being inhibited and that aircraft controls, except as noted below, when a re-
altitude, attitude or acceleration is resulting lease signal is present as indicated by the
in out-of-limits condition for launch. If a mis- pilots bomb release lamp. Operation of the
sile has entered a launch countdown and the master switch, station select switches, moni-
blinking indication cannot be corrected with- tor and release knob, delivery mode knob, ot
in 45 seconds the missile will become no-go. selector mode knob during presence of a te-
lease signal may result in inadvertent store
P 4. SRAM indicator on BNDT-On.
R?lCCiSe.
l On normal training sorties, if the pilots

bomb release lamp remains lighted for an
piziG-1 indefinite period of time (approximately 5
seconds ot more prior to T.O. IF-III(B)A-
651; 3 seconds or mote after l.O. lF-111(B)
A-651) place the delivery mode knob OFF,
Aircraft should be maintained straight and selector mode knob OFF, and mastet switch
level ot within the limits specified in Stores OFF, in that sequence, perform Abort Pro-
Limitations, Section V, for N period of five cedures, this section, and do not attempt any
seconds before to five seconds after missile practice bombing/missile launch activity.
launch. This is to assure propet missile bat-
tery fill and to prevent the possibility of 8. I;CU-117/A control panel (launched station):
aircraft/missile collision. a. Monitor and release kno!,-Launched sta-
tion.
5. SRAM PWR lamp-Blinking. b. Status lamps-out.
SRAM PWR lamp will blink during count- c. Class III indicator-UP.
down after the missile prelaunch data com- d. Monitor and release knobNext missile to
puter issues the activate missile battery com- he monitored.
mand. 9. Bay doors-Closed.
4-22 Change I
Crew Duties
MANUAL LAUNCH-STRIKE/OlL. 1. Select and monitor knob-ALL or selected MSL

POS.
Posirion select and monitor knob fo ALL for
computer missile selection. For individual
missile selection position knob to desired MYSL
POS and observe release sequence specified
above.
. If for any reason it is necessary 10 withhold
launch, immediately position the selecror Note
mode knoh to B/C, delivery mode knoh fo Manual launch may he accomplished in two
OFF, check REL CM:D lamp is our, then posi- manners: (I) A specific target data number
tion selector mode knob hack fo NUC WPN. (301 to 313) may be called up for display and
Rotating the delivery mode knob thru the a launch can be initiated as soon as rhe target
SRAM AUTO posirion with the selector mode is in-range. In this case the SAFE IN RANGE
lamp will not light for any other targas while
knob in NUC WPN and a SAFE IN RANGE
the addressed rargept is displayed. (2) With no
lamp on will initiate a missile countdown targets dispIayed, enter data number 300. The
sequence. If no furrber launches are to he at- target dam number displayed will identify the
tempted or if this is an 011. launch, pra,ceed primary or alrernare target which is being
co Abort Procedures. ranged on depending on the ranging priority
selected.
Eacernal missile will nor be launched with
external fuel tanks installed or weapons auf-
hoard of missile. 2. Delivery mode knob-SRAM MAN.
. Exrernal missile selection should he in an

outboard-to-inboard sequence maintaining N&C?
symmetrical aircraft loading (within one mis-
The highest priority target for ranging is the
sile). manually designated targer. The missile pre-
launch data computer will range on this tar-
get to the exclusion of all others.
LIIz3
CAUTION
3. Target data number 301 fo 313 option (if appli-
Launching B missile without sufficient battery cable):
warmup time may result in ruprure of the Enter target dam number on computer control
missile battery case or degraded missile per- unit if launch against a specific target is de-
formance after launch. Refer to figure 4.2 for sired.
missile battery warmup requirements. a. Target data number (301 to 313)-Enrered.
b. Data switch-DISP.
Note c. Address s&ctor knob No. I-LAT, LONG
or ELEV. (As desired)
. Certain no-go conditions are overridable by
4. Data number 300 option (if applicable):
launching missiles in the SRAM manual de-
Enter data number 300 on computer control
livery mode, overridable no-gos are: SAF NO
unit if launch against target being ranged-on
GO, ALT (launch inertially fo override)., and
is desired.
TEMP.
a. Data number J&Entered.
l The missile system can receive fixpoint widen- h. Data switch-DISP.
r&cation data from the DCC. The bmitude
c. Address selector knob No. I-ELEV.
and longitude available from the DCC are
rbose of the last fixpoinr identification accom- d. In-range target-Identified.
Following lighting of the SAFE IN
plished. When entered into the AGM-69A
target table by use of the RHAWlRDR mode RANGE lamp, the DATA STORAGE
switch it becomes available for active ranging. display will display the number of the
in-range target (301 through 306 or 307
. If a Class 1 down altimeter flight is desired, through 312, depending on ranging pri-
do nor select a mi:;sile with an inoperative ority). Followed by a number representing
radar receiver-transmitter. This selection will the number of missiles programmed for
result in a low level inertial missile flight. the rarger.
Change 1 4-23
Crew Duties
5. Safe in range lamp-Lighted. h. Bomb release lamp (NDU)-Lighted.

A steady indication means a target is in-range, The navigators bomb release lamp will 1
the aircraft is within level flight limits, and light approximately three seconds after
the missile prelaunch data computer is ready launch and remain lighted for three sec-
to process a launch countdown. A blinking onds.
indication means launch countdown process-
ing is being inhibited and that aircraft alti-
tude, arrirude or acceleration is resulting in
out-of-limits condition for launch. If a missile pii-
has entered a launch countdown and the
blinking indication cannor be corrected with-
in -15 seconds the missile will hecome no-go. . Do not operate any of the bombing system
controls, except as noted below. when a re-
P 6. SRAM indicator on BNDI-On.
lease signal is present as indicated by rhe
release signal may result in inadverrenr store
release.
Aircraft should be maintained straight and
level or within the limits specified in Stores . On normal training sorties, if rhe pilots
Limitations, Section V, for a period of live bomb release lamp remains lighted for an
seconds before to tive seconds after missile indefinite period of time (approximarely 5
launch. This is to assure proper missile bat- seconds or more prior ro T.O. IF-Ill(B
tery fill and to prevent rhe possibility of 651; 3 seconds or more after T.O. 1F.I 11(B)
aircraft/missile collision. A-651) place the delivery mode knob OFF,
selector mode knob OFF, and masfer switch
OFF, in thar sequence, perform Abort Pro-
7. Weapon release button-Depressed. (Momen-
cedures, this section, and do nor attempt any
tarily)
practice bombing/missile launch activity.
8. AGM-69A control and display panel:
a. REL CMD lamp-Lighted.
II. DCU-117/A control panel (launched sracion):
REL CMD lamp will light indicating re-
ceipt of a manual launch command. a. Monitor and release knoll-Launched sta-
tion.
h. SRAM PWR lamp-Blinking.
SRAM PWR lamp will blink during h. Status lamps-Our.
countdown after the missile prelaunch c. Class III indicator-UP.
data computer issues the activate missile d. Monitor and release knob-Nexr missile to
battery command. be monitored.
9. Bay door position indicator-OPEN. (Weapons
bay launch) 12. Bay doors--Closed.
Doors will open approximately 2.5 seconds
into the countdown. SIMULATED AUTOMATIC LAUNCH.
Note Note
If launch is from weapons bay and doors do l If for any reason ir is necessary w wirhhold 21
nor open, position the bay dwr control switch simulated launch, immediately posirion rbe se-
to OPEN and if required, bay door auxiliary lector mode knob co B/C, rhe delivery mode
switch w AUX. Weapons bay doors mnst be knob ro OFF then place selector mode knob
open within 45 seconds or missile will be back co NUC WPN. Rotating rhe deliver)
declared no-go. mode knob thra the SRAM AUTO position
with the selector mode knob in NIlC WPN
and a SAFE IN RANGE lamp on will initiate
10. Missile launch lamps-Checked. a simulated missile countdown sequuncc. If
a. Weapon present and station selecr lamps- no further simulnred launches are to be at-
OUL tempted prwxed to Abort Procedures.
4-24 Change 1
T.O. lF-11 l(B)A-1 Section IV
Crew Duties
Note P 4. SRAM indicator on BNDT-On.

5. SRAM PWR lamp-Blinking.
0 With SRAM automatic delivery mode se-
SRAM PWR lamp will blink during couot-
lected, simulated launch will ECUI automat-
down after the missile prelaunch data com-
ically against targets stored in the missile
puter issues the activate missile battery com-
prelaunch data computer when the SAFE IN
mand.
RANGE lamp lights steady. The missile se-
lected for simulated automatic launch is o,m- 6. Simulated missile launch-Checked.
purer controlled. a. Bomb release lamp (NDLI-Lighted.
The navigators bomb release lamp will 1
. The missiles system can receive fixpoint iden- light apptoximately three seconds after
ritication data from the DCC. The latitude simulated launch and remain lighted for
and longitude available from the DCC are three seconds.
those of the last fixpoint identification aco~m-
target table by use of the RHAW/RDR mode
switch it becomes available for active rang,ing (,..,.,I
in addition to all preprogrammed targers in
the automatic mode.
. Mission scoring data will be provided for a . Do not operate any of the bombing system
maximum of six simulated launches. controls, except as noted below, when a re-
lease signal is present as indicated by rhe
1. Select and monitor knob-ALL. master switch, station select switches, moni-
2. Stores conrrol panel: tor and release knob, delivery mode knob,
a. Delivery mode knob-SRAM AUTO. or selector mode knob during presence of a
release signal may result in inadvertent store
3. Safe in range lamp-Lighted. release.
A steady indication means a rarget is in-range,
the aircraft is in level flight, and the missile 0 On normal rraining sorties, if the pilots
prelaunch data computer is processing a sim- bomb release lamp remains lighted for an
ulated launch. A blinking indicario:n means indefinite period of time (approximately 5
simulated launch is being inhibited and that seconds or more prior to T.O. lF-11 l(B)A-
aircraft altitude, attitude, ot acceleration is 651; 3 seconds t more after T.O. IF-111(B)
resulting in out-.of-limits condition for simu- A-651) place the delivery mode knob OFF,
lated launch. If a missile has entered a simu- selector mode knob OFF, and master switch
lated launch countdown and the blinking OFF, in that sequence, perform Abort Pro-
indication cannot be correcred within 45 sec- cedures, this section, and do not attempt any
onds the missile will become no-g. practice bombing/missile launch activity.
Change 1 4-24A/4-24%
1.0. lF-I 1 l(6)A-l Section IV
Crew Duties
7. AGM-69A malfunction and states lamps- Note

Checked.
A simulated manual launch may be accom-
Position the select and monitor knoh to the plished in two manners: (I) A specific target
simulated launched missile position. Check data number (301 to 313) may be called up
status lamps on the AGM-69A control and for display and a simulated launch can be
display panel for simulated launched missile. initiated as soon as the target is in-range. In
SRAM PWR lamp will go oat; MSL GO, this case the SAFE IN RANGE lamp will not
and SYS GO lamps will remain lighted. light for any other targets ,while the addressed
target is displayed. (2) With no targets dis-
played, enter data number 300. The target
Note data number displayed will identify the pri-
mary ot alternate target which is being
Repeated simulated launch of a single mizssile tanged on depending on the ranging priority
is possihle provided missile electronic power selected.
is reapplied followin,g each launch, and a mis-
sile pet target is assigned. After missile elec- 2. Delivery mode knob-?&AM MAN.
tronic power is applied, proceed to Missile
Preparation For Simulated Launch.
Not.2
The highest priority target for ranging is the

SIMULATED MANUAL LAUNCH.
manually designated target. The missile pre-
launch data computer will range on this tar-
Note get to the exclusion of all others.
. If for any reason it is necessary to withhold

a simulated launch, immediately postion the 3. Target data number 301 to 313 option (if ttp-
selector mode knob to B/C, delivery mode plicable):
knob to OFF and check that REL CMD indi- Enter target data number on computer control
cator lamp is out. Position the selector mode unit if simulated launch aeainst a soecific
knob back to NUC WPN. Rotating the de- target is desired.
livery mode knob thru the SRAM AUTO a. Target data number (301 to 31!)-Entered.
position with the selector mode knob in b. Data switch-DISP.
NUC WPN and a SAFE IN RANGE lamp c. Address selector knob No. I-LAT, LONG
lighted will initiate a simulated missile or ELEV. (As desired)
countdown sequence,, If no further simul:wed 4. Data number 300 option (if applicable):
launches ate to be attempted, proceed to
Abort Procedures. Enter data number 300 on computer control
unit if simulated launch against target being
l The missile system can receive fixpoint iden- ranged-on is desired.
tification data from the DCC. The latitude a. Data number 300-Entered.
and longitude available from the DCC are b. Data switch-DISP.
those of the last fixpoint identification accom-
c. Address selector knob No. I-ELEV.
d. In-rimge target-Identified.
target table by use of the RHAW/RDR mode
Following lighting of the SAFE IN
switch it becomes available for active ranging.
RANGE lamp, the data storage display
. Missile symmetry is not required for simu- will display the number of the in-range
lated manual launch. target (301 through 306 ot 307 throrlgh
311, depending on ranging priority), fol-
. Mission scoring data will he provided for a
lowed by it number representing the num-
maximum of six simulated launches. ber of missiles progtammcd for the target.
5. Safe in range laml>-Lighted.
A steady indication means a target is in-range,
1. Select and monitor knob-ALL ot selected MSL aircraft is in level flight limits. and the mis-
Pas. sile prelaunch data computer is ready to proc-
Position select and monitor knob to ALL for ess n simulated launch countdown. A blink-
computer missile selection. For individual ing indication means launch coontdown pto~-
missile selection, position knob to desired essing will be inhibited and that aircraft alti-
MSL POS. tude, attitude ot acceleration is resulting in
4-2s
Section IV T.O. lF-lll(B)A-l
Crew Duties
out-of-limits condition for simulated launch. Note

If a missile has entered a simulated launch
countdown and the blinking indication can- Repeated simulated laonch of a single missile
not be corrected within 45 seconds the missile is possible provided missile electronic power
will become no-go. is resoolied followine each launch. and a mis-
sile per target is assigned. After missile elec-
P 6. SRAM indicator on BNDT--On.
tronics power is reapplied, proceed to Missile
7. Weapon release button -Depressed. (Momen- Preparation for Simulated Launch.
tarily)
X. AGM-69A control and display panel:
POST RELEASE/POST LAUNCH.
a. REL CMD lamp-Lighted.
REL CMD lamp will light indicating re- Accomplish the following checks after each single re-
ceipt of a manual launch command. lease/iaunch or after release/launch of the last weapon
b. SRAM PWR lamp-Blinking. of a multiple release/launch.
SRAM PWR lamp will blink during 1. Bay door control switch--CLOSE. (If applicable)
countdown after the missile prelaunch
data computer issues the activate missile 2. Delivery mode knob-OFF/SRAM MAN. (As
battery command. required)
9. Simulated missile launch-Checked. 3. Function select knob-NAV.
I a. Bomb release lamp (NDLJ-Lighted.

The navigators
light approximately
bomb release lamp will
three seconds after Note
simulated launch and remain lighted for
(EWO only) After all external weapons have
three seconds.
been released/launched, pylons may be jetti-
soned to reduce drag. Use the selective store
jettison (non-nuclear) checklist, Section III.
pii-,,.,.,
After all bombs/missiles have been released/
launched, perform the following steps.

controls, except as noted below. when a re- 4. Release enable switch-INHIBIT.
I lease signal
master switch,
is Present as indicated
pilots bomb release lamp. Operation
station select switches,
by the
of the
moni-
P 5. Nuclear
6. Monitor
7. Option
consent
and release
switch-OFF.
select switch-OFF.
knob-OFF.

or selector mode knob during presence of a 8. Master switch-As required.
The master switch mosf remain ON if a mis-
release signal may result in inadvertenr store
sile simulated launch has heen accomplished
I&%%
and missile power-down is not desired.
I l On normal training
bomb release lamp remains
sorties, if the Pilots
lighted for an
9. Selector
10. Delivery
mode
mode
knob--OFF.
knoMFF.
indefinite period of time (approximately 5
seconds or more prior fo T.O. lF-lll(B)A- 11. Bombing timer mode selector knob-OFF.
I 651; 3 seconds or more after T.O. lF-111(B)

A-651) place the delivery mode knob OFF,
selector mode knob OFF, and master switch NCde
OFF, in that sequence, perform Abort Pro- If the aircraft is returning to destination with
cedures, this section, and do not attempt any bombs/missiles aboard, perform Abort Pro-
practice bombing/missile launch activity. cedures, this secrion.
10. AGM-69A malfunction and sfafos indicator ABORT PROCEDURES.

lamps-Checked.
Check lamps on the AGM-69A control and
display panel for simulated launched missile. Note
SRAM PWR lamp and REL CMD lamp will
go out; MSL GO, and SYS GO lamps will Accomplish steps as applicable; the sequence
remain lighted. will remain the same in all situations.
4-26 Change 1
1.0. IF-lll(B)A-1 Section IV
Crew Duties
1 1.
Release enable switch--INHIBIT. d. Monitor and release knob-OFF.
2.
Selector mode knob-B/C. e. Option select switch-OFF.
3.
Delivery mode knob--OFF. f. Class Ill command override switch-OFF.
4.
Selector mode knob-NUC WPN. 9. AGM-69A control and display panel:
5.
Stores station select switches--Deselected. a. Select and monitor knob--ALL or selected
Check that all corresponding station select MSL POS.
lamps are off. Use selected missile position for specific
P 6. Nuclear consent switch-OFF, guard down. missile shutdown.
7. AGM-69A control and display OTL panel: b. Power switch-OFF. (Momentarily)
a. Batterv wer applied:
Select and monitor knob-Selected mis-
(1)
sile position.
(2) OTL switch---BAT.
LIIrr.2
CAUTION
Check that SRAM PWK lamp goes of fol-

i3) Power swit&h-OFF. (Momentarily)
lowing actuation of power switch, indicating
(4) OTL BAT POWER lamp--Out. successful missile electronic power shutdown.
(5) Additional NTIK missile-Battery pow- If power shutdown caooot be accomplished,
er shutdown. (If required) do not remove SRAM cooling. Positioning
If required, accomplish substeps (1) the SRAM cooling switch to OFF with mis-
through (.<I for second NTIK missile. sile electronic power applied ca result in
(6) OTL switch--N. missile overheat damage.
c. SRAM PWR lamp-Out.

d. Additional missile shutdown-Repeat sub-
. If additional OTL launch activity is antici- steps a thru c.
pated, proceed to Preuming following the e. Select and monitor kno&CAE.
completion of computer ranging on the
f. Power switch-OFF. (Momentarily)
aborted target (safe in range lamp out).
g. All malfunction and status indicator lamps-
. Accomplish remaining steps if no further Out.
launch activity is to be attempted or if all
10. Stores crrl panel:
missiles have been launched.
a. Weapon present lampsChecked.
Weapon present lamps will remain lighr-
b. Carrier power applied: ed for missiles present.
(1) Select and monitor knob-Selected mis- b. Master switch-OFF.
sile position. c. Selector mode knob--OFF.
(2) OTL switch--CARR. 11. SRAM cooling switch-As required.
(3) Power switch-OFF. (Momentarily) If all missiles have been released, position
(4) OTL CARK POWER lamflut:. SRAM cooling switch to OFF. If missiles are
(5) Additional NTIK missile-Carrier pow- present, maintain cooling to missiles with elec-
er shutdown. (If required) tronic power applied.
If required, accomplish substeps (1)
through (4) for second NTIK missile.
(6) OTL switch--N.
8. DCU-137/A control panel: (EWO only) After all external missiles have
a. Option select switch-SAFE. been launched, pylons may be jettisoned to
b. Control lever-OMS. reduce drag. Use the Selective Stores Jerri-
son (Non-Nuclear) checklist, Section Ill.
c. Monitor lamp-Checked.
Sequentially rotaw the monitor and release
knob through individual SRAM stations. At DESCENT, LANDING AND POSTFLIGHT
each position check SAFE lamp is lighted, all PROCEDURES.
other lamps out, where missiles are ~tesent.
All monitor lamps out, where missiles are not 1. Accomplish the checklists and procedures as
pWZt. outlined in Section Il.
4-27
Section IV T.O. IF-lll(WA-1
Crew Duties
HF COMMUNICATION SYSTEM OPERATION. Note
If receiver operation is unsatisfactory, rotate

the volume control, RF gain control, and
squelch control knobs to the maximum clock-
wise position.
Ensure that no personnel or equipment rc- GROUND ALIGNMENT. (ALTERNATE)

main in the vicinity of the vertical fin or
dorsal ctntenna sections while the HI: radiu is Alignment to Stored Heading.
transmitting. He sure that no fuel, t,il, or
cxygcn carts arc ~onncctrrl to the aircraft Note
while operating the HF radio. Refer to SW
tion II for danger areas.
Note
. If ground operation of the HF system is rc.

quircd, electromagnetic radiation may pro-
duce exce~sivc harmonic distortion in rhe
external power monitor, resulting in the
power monitor rejecting ground power.
Should this occur the crrernal power switch
I. INS ground ulign knob-STRD HDG.
shonld be selected to OFF and then O\KD.
2. General navigation computer switch&NC.
. Electromagnetic intcrfercr~ce from HF radio 3. Weapons delivery computer switch-WDC.
transmission, on some frequencies, may cause 4. Function select knoll-GND ALIGN.
a fly-up manc~ver when operating the TFR in Check that the INS hear lamp comes on ir,.
the TF nwde. This interference may also
mediately after entering the groi.!~l ~::;:Q
cause degradation <If the TFR scope displays.
mode. The align lamp shoo!d light sreauy
If HF radio use is csscntial and interference is within l I<,> minutes after goinp I> the aliprr,
noted when operating in the IF mode, the
ITdC.
retrain should be cleared visually or. if this
is not possihlc, the aircraft climbed to the 5. Align lamp--Flashing.
minimum enroute altittldc. This completes the alignment mode.
Alignment to Stored Magnetic Variation.

1. Sransmittcr selector knob--HI:.
2. HF monitor knoll-On. Note
3. Mode selector knob-Desired mode. . For an accurate stored magnetic variari<rn
4. Volume control-Adjusted. alignment the INS must have ul:dergcixc an
Adjust volume control to obtain audio bal- accurate gyrocompass ;i!ig:rmcnt (not a two
ance between HF and UHF radios. axis trim) and the aircraft, if moved. must be
5. RF gain control knob-Maximum clockwise. returned to within 2.5 degrees of original
6. Squelch control knob-Maximum clockwise. heading, and the magnetic variation must
7. Desired frequency-Set. have remained essentially unchanged.
8. Microphone switch-IRANS.
After a frequency change, a 1 kiloherrz tone
will he hezrd when the microphone switch is
first placed to TRANS. This indicates that
the amplifier power supply unit and antenna
coupler are tuning. When the tone ceases, the
1. INS ground align knob-MAG HDG.
tuning cyc!e is complete and a sidetonc will
he heard when transmitting. Lack of sidetonc 2. General navigation computer switchsNC.
indicates coupler mistune or an incorrect ad- 3. Weapons delivery computer switch-WDC.
;uscmcnt of the volume control knob. 4. Function select knoLGND ALIGN.
3. RF gain control knob-Adjusted. Check tbar INS heat lamp lights immedi-
Establish contact and then adjust RF GAIN ately after entering the ground align mode.
icntrol knob tu obtain optimum signal to lhe align Iamp slxx~ld Iigbi steady w,irbin
noise ratio. ! l L minutes after going t0 the ali.gn mock.
4-28
1.0. IF-lIl(WA-1 Section IV
Crew Duties
5. Align lamp--Flashing. (4) MAG VAR-Enter to nearest 0.1.

This completes the alignment mode. (5) Wind SPD and DIR-Entered and ver-
ified on NDU.
TWO AXIS TRIM ALIGNMENT PROCEDURE. g. Function select knob-NAV.
When rhe aircraft is over the selected
1. INS grouml align knob-TRIM. point, place rhe function select knob to
2. General navigation computer switch-GNC. NAV and verify the present position is
3. Weapons delivery computer switch-WDC. driving.
4. Function select knot+GND ALIGN. h. Present position-Updated as required.
Check rhat INS hear lamp lights immedi- Use cursor drift as a guide 1 determine
ately after entering the ground align mode. system accuracy. In the TAS mode, fre-
The align lamp should light steady within quent present position corrections must be
I'> minutes after going to the align mode. accomplished following a change in head-
l-he align light will flash for 20 :;ecnds ing. altitude, or wind. Special emphasis
after completion of the first gyrocompass must be given to manually entered winds,
alignment. If NAV mode is not selected MAG VAR. and multiple present position
during this 20 ?;econd interval, the stable corrections on the rime fixpoint.
element will he slewed 90 degrees and the
second gyrocompass alignment will be ini-
tiated. The align lamp will remain out dor- NOM
ing this alignment. Iipon completion of the
second gyrocompass alignment (approximate- If acceptable navigation data cannot be main-
ly 9 minutes) flw align lamp will begin tained, turn off the GNC sod manually enter
flashing. the besr know wind and MAG VAR.
5. Data switch--ENTRY.
Enter coordimates and mag var of the aircraft
Iocxtion behind data number 000. 2. Doppler mode recovery:
6. INS reset hurtnn-Depress. a. NAV mode select pushbutton-D selected.
If the align lamp is lighted, it will go of for (Ail other modes deselected)
approximately 10 seconds and then come on. b. INS ground align knob-OFF.
7. Alig lamp--Flashing. c. Flight instrument reference switch-AUX.
This completes alignment mode. Manual steering is required until the sys-
tem is recovered.
DCC RECOVERY AND INS INFLIGHT ALIGNMENT. d. Heading cross-check-Accomplished.
Insure AFRS heading is slaved and syn-
1. TAS mode recovew: chronized. cross-check headines with rhe
a. NAV mode s&cc pushbutton-TAS select- standby magncric compass.
ed. (All other modes deselected) e. Function select knob-GND ALIGN.
b. INS ground align knob-OFF. The presenr position displays will rwert
Insure that the TAS advisory light only is to the coordinates in data number 00.
lighted. f. Data entry-Accomplished and verified.
c. Flight instrument reference switch-AUX. (I) Data switch--ENTRY.
Manual steering is required until the sys- (2) Data number--Enter 00.
tern is recovered.
(3) I.atitude/lngitude - Enter to nearest
d. Heading cr(,ss-check-Accomplished. 0.01.
Insure AFRS heading is slaved and syo- Enter the coordinates of the planned
cbronized, cross-check headings with the point to be overflow.
standby magnetic compass.
(4) MAG VAR-Enter to nearest 0.1.
e. Function select ~knol-GND ALIGN. (5) Wind SPD and DIR-Checked on NDU.
The present position displays will revert
lmure DC0 lamp out. D advisory
IO the coordinates in data number 00.
lamp lighted. If doppler information
f. Data entry-Accomplished and verrfied. is invalid, use the TAS mode recovery
(I) Data switch-ENTRY. in the previous step.
(2) Data number-Enter 00. g. Function select kn&NAV.
(3) Latitude/longitude - Enter to nearest When the aircraft is over the selected
0.01. point, place the function select knob to
Enter the coordinates of the planned NAV and verify the present position is
point to be overflown. driving.
4-29
Section IV T.O. 1 F-l 11 (B)A-1
Crew Duties
h. Present position-Update as required. 3. Clear pushbutton-Depress.

IJse cursor drift ns a guide to determine 4. Dam entry pushbuttons-Enter data.
system accuracy. In the doppler mode, fre- Check that the proper data is displayed on
quent present position corrections must be the data storage/data number display.
accomplished. Special emphasis must be 5. Enter pushhutton-Depress.
given to manually entered MAG VAR. Check that the data storage/data number
display goes blank and the entered data re-
S,>p!S.
If acceptable navigation data cannot be main- NOW

tained, turn the GNC off, check heading and
Data entry cannot be performed if the ALT
MAG VAK. If navigation data is still unac- CAL pushhutmn was depressed when the
ceptable, deselect doppler, select TAS, and re- DCC was powered up. I
enter wind and MAG VAR.
SEQUENCE NUMBER ENTRY.

3. If INS inflight alignment is desired: I. Scquencc number set wheels-set.
lhe INS will not ;dign inHighr without the
2. Selected sequence point pushbutton--Depressed.
GNC or WDC on and opcration;tl.
3 Data switch-SEQ.
a.
.4.Clear poshhurtlln-Depress.
5. Dam entry pushbuttons--Enter data number.
h. I nav mode pushhutton ~ Selcrted.
Verify the data number is correct; if not de-
c. INS ground align knob - G/C. (Remain press the CLR pushbutton and re-enter the
straight and level for .li sccomis) data.
d. INS align I;lmp-Lighted. 6. Enter pushburton~Depress.
lhe align lamp will not light unless the The data number will go blank momentarily
INS ground align knoh has been recycled. and the date number will reappcar.
e. Primary attitude/heading caution lamps -~ 7. Data number counter--Check for correct data
Out. (When the I nav mode lamp lights) number.
If the primary ;tittitude caution lamp is 8. Data storage counter--Check for correct se-
lighted, check that the Right instrument quence number.
reference selector is in primary.
f. Present position ~ Updated as necessary.
SEQUENCE NUMBER VERIFICATION.
g. INS align lamp-Out. (When alignment is
comllete)
I. Sequence number set wheelcset.
It is not necessary to maintain straight
and luvel flight after the lirst 45 seconds; 2. Manual sequence and display pushbutton-De-
prC3.
however, doppler attitude limits (2X de-
grocs roll and I8 degrees pitch) should be 3. Selected sequence point pushbutton--Depressed.
observed and turns mu\~ improve the Verify correct sequence point display on se-
alignment. Alignment Lime will very lected sequence point counters.
greatly depending on Hight Ix~tb, the
velocity reference being med. the num
her of updates performed and the time WEAPONS LOCATION AND ID VERIFICATION.
hctween each.
1. Data number--Entered.
4. Nav mode select pusbhurtons-As desired.
Enter the data number for the first weapon
k%%tiO.
DATA ENTRY. 2. Address select number I-Arrow position +.
3. Address select number 2-WPN LOC and ID.
1. Data switch--ENTRY.
2. Address select switch-Set. 4. Data switch-DISP.
Position the address selector knob to the 5. Data storage display-Verified.
type of data to he entered. If the address Check that the seven digit number in the
select switch number 2 must be used, position data storage window agrees with the SAC
the address select switch number I to the Form 482. Repeat steps I through 5 for each
(Arrow) position. weapon.
4.30
T.O. lF-I 1 l(WA-1 Section IV
Crew Duties
DATA POINT VERIFICATION. 3. Destination ot fixpoint pushbutton-Depressed.

If a target is utilized, the function select knob
1. Data switch-ENTRY. must be in NAV and the destination push-
2. Address select number l-DATA NO. button must be depressed.
3. Clear pushbutton--Depress. 4. Sequence interrupt-Accomplished.
4. Data entry pushbuttons-Enter data number. Interrupt to a programmed destination, tix-
Observe correct data number on Data No. point, ot target. Manual entry of destination
counter. ot fixpoint coordinate data may be acc~tn-
plished in lieu of the sequence interrupt to :I
5. Enter pushbutton-I)epress.
planned point. Do not depress manual se-
Observe data No,, counter blanks and data
quence and display.
number reappears.
G. Data switch-DISP. 5. Wind and mag vat-Entered. (As required)
6. EVF pushbutton-Depressed at time of overfly.
7. Address select number l-LAT.
Only the first actuation of the EVF switch will
Verify that correct latitude is displayed on
be accepted by the computer complex. If the
the data storage counter.
visual overfly was not accepted, complete item
8. Address select number I-LONG. 7 and reaccomplish entire procedure above.
Verify that cottect longitude is displayed on
7. Fir mode selector knob-OFF.
the data storage countet.
9. Address select nomber I-ELEV.
Verify that correct elevation is displayed on PRESENT POSITION CORRECTION-VISUAL
the data storage counter. AUTOMATIC.
1. Select sequence point pushbutton - Depress

SEQUENCE INTERRUPT.
DEST or FXPT as desired.
1. Selected sequence point pushbutton-Depress. 2. Fix mode selector kno&VISUAL AUTO.
2. Sequence number setwheels-Set as desired. 3. ODS mode select knob-CMD.
3. Sequence number select pushbutton-Depress. 4. Aiming reticle cage lever-Uncaged.
Verify rhe sequence number and coordinates
are displayed correctly. 5. EVF pushbutton-Depress at time of ODS ret-
icle coincidence on selected DEST/FXPT.
PRESENT POSITION CORRECTION-RADAR 6. Fix mode selector knob-OFF.
I. Function select knob-NAV or MANUA.L.

PRESENT POSITION CORRECTION-INS
2. Fix mode selector knob-RADAR FXPT or
AUTONOMOUS.
RADAR DEST.
3. Present position correction switch-IN. 1. Data switch-ENTRY.
2. Address select number l-LAT, LONG.
Note 3. Data entry pushbuttons-Enter latitude and
Cursor movement is nor possible with present longitude.
Once the data entry button is depressed, only
position switch out.
MAG VAR is displayed in the data storage
window.
4. Radar mode selector knob-GND ALIT0 or 4. INS reset button-Depressed. (When over fix-
GND VEL. point)
Place cursors wer selected point with the The coordinates will appear in the NDU
tracking control handle. present position display when the INS reset
5. Fix mode switch--OFF. button is depressed.
When the fix mode switch is rotated to OFF,
corrections for ptesent position update are
FIXPOINT IDENTIFICATION-RADAR.
sent to the DCC.
6. Present position correction switch-OUT. Function select knob-NAV.
Selected sequence point pushbutton-FXPT ID.
PRESENT POSITION CORRECTION-VISUAL
Fix mcde selector knob -RADAR FXPT or
OVERFLY.
RADAR DEST.
1. Function select knt,b-NAV or MANUAL. Radar mode selector kno&GND AUTO or
2. Fix mode selector knob-VISUAL OVERFLY. GND VEL.
4-31
Section IV 1.0. 1 F-i 11 @)A-1
Crew Duties
FIXPOINT IDENTIFICATION-VISUAL OVERFLY.
FIXPOINT IDENTIFICATION-VISUAL AUTOMATIC.
3.
i.
i.
0.
ALTITUDE CALIBRATE.
(Low Altitude)
MANUAL SEQUENCING PROCEDURES.
1. Manual sequence and display pushbutton-
Do not attempt low altitude calibration when Depressed.
above &?OO feet above terrain. In the manual mode the button will be light-
::d and steering signals will continue to he
provided to the current steer point.
1. Radar altimeter-On. 2. Arrival at current steer point:
21. Selected sequence point pushbutton-De-
2. Altitude calibration Pushbutton-Depressed.
pressed.
The READY light will come on.
Select destination/target as desired.
i. Address sclccr number L--ELF\. h Sequence number set wheels--Set.
4. I)ata switch--ENTRY. Set m the sequence number of the desired
destination/target.
i. Data entry pushbuttonsEnter terrain eleva- c. Sequence number select pushbutton-De-
tion IO nearest foot. pressed.
6. Altitude calibration pushbutton-Depressed
when over selected point. NOtI
. Repeat the above procedure upon arrival at
ALTITUDE CALIBRATE. each current steer point. When automatic
sequencing is desired again, depress MAN
(High Altitude) SEQ and DISP button.
4-32 Change 1
IF-Ill (R1 Section IV
Crew Duties
. After overflying the current destination, right procedure. Zero values will be displayed for
hand race track orbit steering is provided all parameters except class values which will
until a new destination/target is selected. If be down.
the current steering point is a target, constant
ground track steering is provided in the bomb GUIDANCE TRANSFER ALIGNMENT (TAL)
MY mode after release until a new destina- PROCEDURE.
tion/target is selected.
MANUAL NAVIGATION.
The TAL procedure must be performed a
1. Function select knol+MANUAL. maximum of 15 minutes prior to each missile
NDU selected sequence point displays will launch to complete missile guidance azimuth
blank and constant ground track steering alignment. A TAL performed later than 2
signals will be provided to the pilots insrru- minures prior to launch may not be accepted.
menusand rhe autopilot.
2. Selected sequencepoint pushbutton-Depress. 1. Select and monitor knob-ALL.
3. Coordinates-linrered. P 2. TAL procedure-Accomplished.
a. Data switch-ENTRY. Perform one of the following maneuwrs as
b. Address select number 1 knob--DATA NO. appropriate depending on flight conditions
c. Clear pushbuttoo-Depressed. and mission profile:
d. Address select number I knob--LAT. a. Perform a transfer alignment coordinated
LONG, and ELEV. turn in accordance with T.O. lF-Ill(B
30-l.
With the data entry pushbuttons, enter
rhe coordinates and elevation of I:he de- b. Increase or decrease ground speed by 119
sired point. When coordinates are entered knots or more within 31 seconds or less.
and accepted by the computer the selected
sequence point displays will unblank and NOif
appropriate steering commands/cursor po-
sitioning is provided. It may require up to one minute for the MSL
NO GO lamp to go our following rhe TAL
procedure. If lamp does not go out and condi-
Note tions permit, accomplish a second TAL. Once
out the lamp should remain out for a mini-
If it is desired to change any part of the mum of 15 minutes.
entered coordinate data, a complete set of
I data (LAT, LONG, ELEv) should be entered. 3. MSL NO GO lampOut. (Within 1 minute)
Check that the MSL NO GO lamp goes out
and MSL GO lamp remains lighted, indi-
MISSION DATA DESTRUCT PROCEDURE. cating the missile azimuth alignment error
test has been passed.
1. DCC and AGM-69A system (CAE) power (as
applicable)-On.
2. Address selector knobs-No. 1 to arrow, No. 2 Note
co DESTRUCT. If, following successful accomplishment of
3. Destruct data-Entered. the TAL procedure, any individual MSL NO
Enter a series of nines until the data storage GO lamp remains lighted, in conjunction
display is filled with nines. Upon entry, the with the MSL GO lamp lighted, it is an in-
data storage display will blank and then re- dication of missile position error test failure,
display within I5 seconds. launch of a missile with this type of failure
will result in degraded performance.
4. Sequence interrupt co destination 01.
5. Data destruct-Vetified.
Use the Sequence Number Verification 4. MSL NO GO lamp (all powered missile posi-
checklist to verify that the mission dam dis- tions)--Out.
plays all zeros for destinations, targets, off- Position the select and monitor knob 10 each
sets, and fixpoints in the GNC (WDC off), powered missile position. Check MSL GO
then in the WDC (GNC off). For SRAM, also lamp lighted and MSL NO GO lamp oat in
verify mission data memory is destroyed by each position.
performing the Target Data Veri6cation 5. Select and monitor knob-ALL.
Section IV T.O. lF-I1 I(6)A-l
Crew Duties
TARGET DATA CHANGE. 1. Data number 319-Entered.

2. Address selector knob No. I-ELI+.
Note
3. Clear pushbutton-Depressed. (Momentarily)
Target data numbers 301 through 312 (targets 4. Missiles per target data-Entered. (+3XXN.I)
1 through 12) are used for preprogrammed tar- Enter the following data: plus (+ 1, target
gets; 1 through 6 are primary and 7 through darn number (301.313). missiles per target
12 are alternate. Target data number 313 is (Nz l-6), and SIC number (4). Depress ENT
used for the last fixpoiot identification tram- pushbutton momentarily. The data storage
ferred to the target tables. display will blank and then redisplay
(tIXXN4) within 15 seconds along with
data number 319.
1. Target data number (301 to 313)-Entered.
5. Missiles pet target-Verified. (If required)
2. Target latitude and longitude change (if re-
If missiles per target verification is required,
quited)-Entered.
accomplish Missiles Per Target Verification
prcedures.
. If Class I change is made, an appropriate tar- RANGING PRIORITY CHANGE.

get elevation change most be made. The fol-
lowing criteria apply:
a. For Class I-Up, enter target elevation NOW
above sea level; values accepted range A target table of primary targets is stored in
from 0 to +30,000 feet. the missile prelaunch data computer under
b. For Class I-DN, radar altimeter flight, target data numbers 301 through 306. An
enter command elevation between the additional block of target data numbers, 307
minimum altitude and 2ooO feet. through 312 constitute alternate targets. To
c. For Class I-DN inertial flight, enter an switch computer urger ranging to the alter-
altitude greater than 2MKl feet. nates, data number 319 and SIC number 2
must be entered into the computer. To revert
. Class 1, II and 111 data may be changed with
to ranging on the primary targetS SIC own-
ADDR SEL NO. 1 in LAT, LONG, or ELEV.
ber 3 must be entered.
3. Elevation change (if required)--Entere&

4. Data switch-DISP. 1. Data number 319-Entered.
5. Target latitude, longitude and elevation-Vezi- 2. Address selector knob No. l-ELEV.
fied. 3. Clear pushbutton-Depressed. (Momentarily)
6. Class I, II and III-Changed. (As required)
4. SIC number-Entered. (+2 or +3)
position the AGM-69A select and monitor
Enter a (f) and then either SIC number (2)
knob to the desired class, and momentarily
or (3). Number 2 changes ranging priority to
position the CLASS switch to UP or DN.
alternate targets (307 through 312). and nutn.
Monitor the CLASS UP or CLASS DN lamps ber 3 reverts the ranging priority to primary
for the corresponding response. Repeat for all
targets (301 through 306). Depress ENT push-
class changes required. Return the AGM-69A
button momentarily.
SEL & MON knob to ALL.
7. Data number--Cleared.
8. Missiles/Target change-Accomplished, (As re-
TARGET FIXPOINT IDENTIFICATION (313).
quired)
MISSILES PER TARGET CHANGE. Note

For maximum system accuracy a fixpoint iden-
NOiS? tification should be accomplished following
If a target is to be removed as an active target a present position update.
for ranging, without losing target data, insert
0 for missiles per target. If a target is to be
reinstated as an active target for ranging, in- 1. Fixpoint identification-Accompiished.
sert a value other than 0 for missiles per Accomplish the appropriate radar, RHAWS
tarp. or visual hxpoint identification.
4-34
1.0. IF-I 11 (B)A-1 Section IV
Crew Duties
Note
If target data cannot be reset by use of SIC
+ 14, accomplish Mission Data Destruct Pro-
cedure or requesr that AMS personnel reload
The missile system can receive fixpoint iden- the operational program tape
tification data from the DCC. The latitude
and longitude available from the DCC are HIGH ALTITUDE LAUNCH MACH NUMBER
those of the last hxpoint identification tic- ENTRY.
complished. When entered into the AGM-6!)A
1. Data number 3l9-Entered.
target table these coordinates become avail- 2. Address selector knob No. I-ELEV.
able for active ranging and launch. The 3. Clear pushbutton-Depressed. (Momentarily)
RHAW/RDR mode switch mosf not be acru- 4. Mach number--Entered. &+XxX13)
ared unless active ranging is desired on the Enter in the following data: Plus (+ ), launch
last fixpoint idenrihcarion stored. math number (between 0.35 and 1.70), and
SIC 13. Depress ENT pushbutton momentar-
ily.
2. RHAW/RDR mude switch-RDR or RHAW.
(Momentarily) OTL CARRIER POWER APPLICATION.
Momentarily positioning the RHAW/RDR
mode switch on rhe AGM-69A control and P 1. Communications with range-Established.
display panel to RDR or RHAW transfers Establish communications with range control
fixpoint identification information from the and determine when to apply power to mis-
DCC to the missile prelaunch data computer sile NTIK.
target table for target data number 313.
3. Target data number 313 elevarion-Entered.
a. For a Class I-UP missile flight enter target
elevation. The missile system provides the capability to
b. For a Class I-DN missile flight enter an ele- automatically launch under computer control
a maximum of two NTIK equipped missiles
vation corresponding to the maximum ter-
rain deviation along the expected missile from any two of the six missile stations.
flight path.
4. MissiIe per target and class parameter*-Modi- 2. AGM-69A control and display OTL panel:
fied. (If required)
a. Select and monitor knob-Selected MSL
The computer program assumes the number
POS.
of missiles assigned for target data number
313 is one and all class parameters are down b. OTL switch-CARR.
unless preplanned class values were ,inserted c. Power switch-ON. (Momentarily)
or modified by Missiles Per Target Change d. OTL CARR POWER lamp-Lighted.
or Target Data Change procedures. e. Additional NTIK missile-OTL carrier pow-
er applied. (If required)
If required accomplish subsreps a through
TARGET TABLE RESET PROCEDURES. d for second NTIK missile.
1. DCC and AGM-69A system (CAE) power-On. f. OTL switch-N.
2. Data number 319--Entered. 3. Test range verification of NTlK on carrier
3. Address selecror knob No. I-ELEV. power:
4. SIC number (+ I4)-Entered. a. Select and monitor knob-Selected MSL
linrer a (+~) and then SIC number 14. Depress POS.
EN7 pushbutton momentarily. The data ~for- P b. Range--Contacted.
age display will blank and then redisplay SIC Conracr range officer and give notification
+ I.< within I5 seconds along with data num- to proceed with test and monitor of NTIK
ber 319. fooctions via telemetry.
5. Targer data reset-verified. (If required) c. C/D RCVR READY lamplighted.
Verify target da.ta reset by performing the d. Additional NTIK missile--Checked. (If re-
rargm data verification procedure. 7xro values quired)
will display for all parameters except class If required accomplish substeps a through
values which will all be down. c for second NTIK missile.
4-35
Crew Duties
P e. Telemetry and radar acquisition-verified. AVIONICS SYSTEMS LAMP ANALYSIS.

Through ground communication, receive
verificarion of telemetry and radar acqui. Not.2
sition.
0 If the INS is recycled with missiles powered-
P f. Range clearance-Received.
up, missile electronic power must he reap
Obtain range permission to fly test launch.
plied as all missiles are powered-down.
OTL BATTERY POWER APPLICATION. 0 When any avionics caution lamp lights, at-
tempt co reset. If reset is unsuccessful accom-
plish a recycle if necessary. If the lamp lights
again. refer to the Avionics Systems Analy
NotI2 Sk, figure 4-l.
Accomplish the following steps during the
Pre Bomb/Pre Launch - Strike/OTL and A reset is defined as depressing rhe avionics caution
approximately four minutes prior to launch. lamp twice for a single reported malfunction, or
three times for two reported malfunctions, etc., and
the caution lamp remaining out. A recycle is defined
1. AGM-69A control and display OTL panel: as removing power from the applicable system, i.e.,
a. Select and monitor knob-Selected MSL GNC/WDC off then GNC, WDC simultaneously,
POS. ground align knob off then on, astro deselected then
b. OTL switch-BAT. selected, or doppler deselected then selected as appli-
cable.
NOif
Note
Upon application of battery power, a seven
minute elapse timer within the missile pre- l Sound judgment should he exercised and all
launch data computer is initiated for the available indications checked before recycl-
selected missile. Missile launch must be acing a system for a reported malfunction. In-
complished within cumulative seven minute discriminately recycling a system for a re-
battery time period or the missile will be de- ported malfunction may not always be the
clared no-go. best corrective action.
0 INS power must be cycled in order ro per-
form an in-flight alignment, refer to DCC
c. Power switch-ON. (Momentarily) Recovery and INS Inflight Alignment.
d. OTL BAT PWR lamp-Lighted.
e. OTL CARR PWR lampOur. SRAM SYSTEM MALFUNCTION ANALYSIS.
Carrier power is automatically turned off
to the selected missile following applica-
tion of battery power.
CAUTION
f. Additional NTIK missile--OTL battery iIIIzl
power applied. (If required)
Repeat substeps a through e for a multiple Do not depress the malfunction and indicn-
NTIK missile launch. fcv lamp test button while a target is dis-
g. OTL switch-N. played on the computer control unit. To do
so may change class parameters of cargers
2. Test range verification of NTIK on battery
stored in the target cable in the missile pre-
p0WX
launch data computer.
P a. Range-Contacted.
Contact range officer and give notification
to proceed with test and monitor of NTIK
functions via telemetry. Fault analysis procedures that have an indicator asso-
ciated with the fault should begin with a lamp rest.
b. C/D RCVR READY lamplighted. During a lamp test, all panel indicator lamps are cycled
PC. Telemetry and radar acquisition-verified. one second lighted and one second out. Indicators that
Through ground communications, receive normally blink to reflect status, SRAM PWR, SRAM
verification of telemetry and radar acqui- indicator on BNDT, and SAFE IN RANGE. Rash at
sition. the rate of 3 to 5 cycles per second. If rhe fault indica-
P d. Range Clearance-Received. tion is determined fo be valid, isolate malfunction by
Receive range permission to launch. rotating the select and monitor knob through associ-
4-36
T.O. 1 F-l 11 WA-1 Section IV
Crew Duties
Avionics Systems Anulysis

Date: 19 May 1972
~~
Figure 4-1.
Section IV T.O. IF-11 l(B)A-1
Crew Duties
TF FLY UP CAUSES.
Missile Battery
The TF fail fly up is caused by one of several condi-
Warmup Time tions. These conditions are: (1) the TFR system de-
-
tects an internal malfunction, (2) the TFR system
OUTSIDE I+IME SINCE SYSTEM (CAE) detects an excessive error in comparison of certain
AIR POWER APPLICATION inputs to the TFR, (3) the TFR system detects a loss
TEMPERATURE of one or more input data good signals from other
F MINUTES systems, and (4) altitude (AGL) is less than 83% of
selected set clearance. Refer to figure 4-5 to determine
+ 5 AND ABOVE 40 TFR system indications of loss of good data signals.
0 42
-5 45
-10 48
-15 50
OPERATING PROCEDURES.
-20 54
-25 (NON-NUCLEAR)
56
-30 58
-35 62 BOMBING EQUIPMENT CHECK.
-40 65
-45 67 1. Safety check:
-50 70 a. Delivery mode knob-OFF.
-55 74
-60 77 b. Selector mode knobOFF.
-65 80 c. Bay door control switch-CLOSE.
2. Selected sequence point pushbutton-TARGET
NOTES: depressed.
Verify that current sfeer point is a target.
(1) MISSILE ELEfZXRONIC POWER APPLICA-
P 3. Instrument systems coupler-BOMB/NAV.
TION INHIBITED BY MISSILE PRE-
LAUNCH DATA COMPUTER FOR 40 P 4. Optical display system mode knol*CMD.
MINUTES. 5. Stores control panel:
(2) THE OUTSIDE AIR TEMPERATURE a. Release enable switch-INHIBIT. I
USED SHOULD BE THE AVERAGE b. Master switch-ON.
GROUND TEMPERATURE FOR THE 24 c. Delivery mode knob-BOMB. (RBS only)
HOUR PERIOD PRIOR TO TAKEOFF. d. Station select switch-station selected.
(3) THE TIME SINCE SYSTEM POWER AP-
PLICATION REPRESENTS REQUIRED
MISSILE BATTERY HEATER-ON TIME
PRIOR TO MISSILE LAUNCH. 1 WARNING 1
Figure 4-2.
To prevent an inadvertent release, do not
stlect a station with a bomb loaded. (On a
ated positions, note indications, reset MASTER MAL normal training mission do not select any
and MASTER CAUTION displays as applicable and store loaded station).
proceed with malfunction analysis. Refer to figure 4.3.
6. Function select kno&RADAR BOMB/MAN-

SIC DATA TABLE. UAL.
Data may be manually loaded into the missile com- 7. UHF # I-Unused channel. (RBS only)
puter during flight by entering the SICs into the CCU. 8. Attack steering-Checked.
SICs can also be used to request the display of stored Using tracking handle check for aircraft re-
data which may be needed on a non-routine basis and sponsesto left and right turns and that the
for certain tats. Refer to figure 4-4. aircraft returns to straight and level flight.
4-38
T.O. 1 F-l 11 (WA-1 Section IV
Crew Duties
SR AM System Ma/f uncf ion Analysis
+
II
I
- 1
Figure 4-3. (Sheet 1J
4-39
Section IV T.O. 1 F-l 11 @!A-1
Crew Duties
SRAM Sysf em Ma/f uncf ion Analysis (Confd)

--
PRC
CI
-
1.0. 1 F-l 11 @)A-1 Section IV
Crew Duties
SRAM System Malfuncfion Analysis (Confd)
Figure 4-3. fSheet 3)
-.._.,-.-
Section IV T.O. 1 F-l 1 1 @)A-1
Crew Duties
SRAM System Malfunction Analysis (Confd)

T.0. 1 F-l 11 WA-1 Section IV
Crew Duties
JC D ta Table
#ATA NO. SIC NO. FUNCTION
318 i xxxxx
L----
Display memory (XXXXX specifies memory location to be displayed).
319 + 0 Enable ground simulated launch.
319 -1~ 1 Reset fault record and launch scoring data.
319 i. 2 Kange on alternate targets (307-312).
319 t3 Range on primary targets (301.306) (used only if SIC -t2 was in effect).
319 + 3XXN4 Enrer missiles per target in target table (XX is target numbers 01 thru
13; N is number of missiles per target).
319 , 3xxo5 Display n~.~mber of missiles per target from target table (XX is target
numbers Ol thru 13).
319 i6 Record aircraft present position (latitude and longitude).
319 t7 Keret current fault isolation record table.
319 + s* Ihable arm and release circuits test.
319 + 9* 1~1nable missile simulator test.
319 +~ lo* Pseudofault channel V.
319 + 11* Pseudofault channel 0,:.
319 i 12 Pseudofault channel 0:~.

Input planned launch math number for launches above 30,000 feet (XXX
I
319 + xxx13
is math number between 0.35 and 1.70).
319 + 14 Target table reset.
319 + Xl) SKAM stores select (X = SKAM store location).
319 $ 20* Weapon bay door open.
319 + 21 Bypass missile electronic warmup 40.minute timer (only for use in tiL1 in-
flight emergency situation requiring recycling of system power).
I--- __~_-~ _---~--... -~-- -
* SIC used for maintenance purposes only.
I
1 -I
Figure 4-4.
9, AIF and trail.~LChecked. Note

Check manual or automatic ballistics
lhe RBS tone may cut and release be indi.
P 10. Pilot calls KG: cated with as much as two seconds time to 8.
a. Driving.
b. 60 seconds. 12. Stores control panel:
c. ii. re:ands. * Station select switch-Deselect.
<I : :i seconds. RD., IuL~L-~ .rY:E I. (II appli- * Station selected lamp--Out.
d,k)
* Master switch--OFF.
* Delivery mode knob--OFF.
13. Function select knokAs desired,
4-43
Section IV T.O. 1 F-l 11 (WA-1
Crew Duties
TFR Warning G Caution Lamp lndicafions

DATA SIGNAL.?
ROLL LARA CADC LAMPS LIGHT
FAIL GOOD GOOD
GOOD FAIL GOOD
GOOD GOOD FAIL
GOOD GOOD GOOD
GOOD GOOD FAII.
* Figure 4-5.
PENETRATION AIDS SELF TEST PROCEDURES. (6) Sensitivity control kno&Full CW..
(7) Memory ;ontrol knob-Full CCW.
b. Lamp test: (Check lamps only)
Note
(I) Test knotelamp.
l For detailed description of the Penetration (2) All indicator lamps-Lighted.
I
Aids System refer to T.O. IF-Ill(Bl-3. (a) Check cryo fail lamp.
. Refer to T.O. IF-Ill(BI-3 for Scope and P (b) Check pilots remote threat display.
Threat Panel Display. c. Display test (Checks RHAW scope and
. Penetration Aids Self Test Procedures are TDP).
required only for alert acceptance, EWO/ (1) Test kno&Display.
Contingency missions and when equipment (2) Mode selector kno&IRT.
reliability is in doubt. Check that target appears in center of
SC0pCZ.
(3) Mode selector knob--OMO.
1. RHAWS confidence checks: Check that 6 tareets amxar around
the periphery of th; sco~:Signals will
multiplex through the 3 bands.
Note d. System test:
There are three confidence checks for the (1) Test knob-System.
RHAWS: the lamp test, the display test, and (2) Mode selector knoLHI.
rhe system test. The lamp test checks al1 A target should appear on the scope.
RHAWS and IRRS lamps. The display test Center the target on the azimuth cut-
checks only the ability of the RHAW scope sot and adjust to -3 degree elevation.
to display video. The system test checks all Monitor the Threat Display Panel
RHAWS components except the antennas. (TDP) for the appropriate warning
lamps.
(3) Mode selector kno&H2.
a. Turn on: A target should appear on the scope.
(I) Power/audio control kno&CW out of Center the target on the azimuth cut-
detent. (Approximately 2 minutes warm sot and adjust to -4 degree elevation.
up required). Monitor the TDP for the appropriate
warning lamps.
(2) Scope filter-As desired.
(4) Mode selector kno&H3.
(3) Gate selector knob N. A target should appear on the scope.
(4) Brightness knob-Full CW. Center the target on the azimuth cut-
Moving the knob full CCW has the SOT and adjust to -5 degree elevation.
Same effect as increasing memory. Monitor the TDP for the appropriate
(5) Reticle intensity knoltAs required. warning lamps.
4-44
T.O. 1 F-l 11 @)A-1 Section IV
Crew Duties
.4rming switch-TEST.
;. TBC mode selector kno&MAN.
c. Afr AI lamp-Depressed.
Disp lamp will blink once.
d. 1BC mode selecm: knob-OFF.
e. SILK (mode selector knob-M.4N.
f. IK LGT lamp-Depressed.
Disp and AFT ;I1 lamps will hlink once.
R. MLH mode selector knob--OFF.
h. SPC mode select<,r kn<>b-MA.N.
i. Air SAM Iam~Depressed.
i)irp lamp will blink once.
i. il(~: mudc relecr,>r knob-OFF
k. Arming switch---SAFE.
3. KM confidence check:
Crew Duties
Note o. RHAW mode selector knob--IRS (IRRS

rest 3 button depressed).
In the weor of a malfunction indication in Target on right side of RHAW scope
REC or ON modes, the system can be reset should move vertically forming a line; this
by placing the control knob to OFF and re- indicates proper IRRS scanner operation.
turning the knob immediately (less than 1% The length of the line will vary with ele-
second) to REC or ON. This will reset the vation blanking knob setting and aircraft
system without necessitating a warmup delay. alrirude. (See T.O. IF-llI(B)A-l-3 for
If the malfunction has cleared, the system proper lengrh.)
will operate normally. If this procedure does
p. MLR mode selector knob--OFF.
not COCCX~ the malfunction, turn the system
q. CMDS arming switch-SAFE.
off for at least 3 minutes, then repeat the
turn-on procedure. r. Function selector knob-As desired.
s. RHAW mode selector knob-OMO.
4. IRRS confidence checks: PENETRATION AIDS EQUIPMENT PRE-SET.
This procedure will be accomplished prior

to any Electronic Warfare activity. If Pene-
With expendables loaded, do not perform the tration Aids Self Test procedures are per-
IRRS confidence check on the ground unless formed, Penetration Aids Equipment Pre-
the CMDS sa,fing plugs are installed. Do not Set will be accomplished prior to any subse-
quent electronic warfare activity.
perform items h through m during flight on-
til over an authorized dispensing area or dur-
1. RHAWS:
ing EWO.
B a. RHAW communications monitor knob--As
desired.
Function selector knob-QPR. Controls the warning tones and radar au-
it CRY0 FAIL lamp-Lighted. dio levels. Adjust (if not previously accotn-
&shed) bv set-tine the desired warnina
c. Function selector kno&STBY.
tones level using RHAW lamp test or sys-
d. RHAW mode selector knob-IRT. tem test.
e. Azimuth blanking conrrol knob-AUTO. al. ILS communications monitor knob-Fully
f. Elevation blanking control knob-AUTO. counterclockwise. (After T.O. lF-111.1074) I
g. Ready/test indicator lamplighted. b. Power/audio kno&Adjusted.
Ready/test lamp will light wirhin 8 min- Controls only the radar audio. Adjust for
utes. If the ready/test lamp does not light the desired level on either actual radar
within 8 minutes, coolant servicing of the signals or system test radar audio.
cryogenic converter may be marginal. c. Mode selector knot--As desired.
h. Function selector knob-OPR. d. Scan indicator lamp--SCAN.
i. Ready/test indicator lamp--Out. 2. CMDS:
i. Test 1 button-Depress and hold. a. Mode selector knobs (~&AS briefed.
Ready/test lamp should light within 5
b. Arming switch-As briefed.
seconds. Only the Scan lamp will be on.
k Tesr 2 burton-Depress and hold.
Note
Ready/test lamp should light within 5
seconds. Do not arm CMDS until after chaff/flares
1. CMDS arming switch-TEST. clearance has been obtained or the aircraft
m. CMDS MLR mode selector knobNORM. has entered the designated drop area or has
n. Test 3 button--Depress and hold. reached a designated vulnerability point.
The IR TGT lamp will light and the tar-
get will appear on the right side of the 3. ECM control knobs (~&AS briefed.
RHAW scope. The IR MLD lamp will
4. IRRS:
light for approximately 5 seconds, the aft
AI and IR display lamp will blink within a. Function selector knob-As required.
5 seconds, and the MLD warning tone will b. Azimuth blanking control knob-AUTO.
activate. c. Elevation blanking control knob--AUTO.
4-46 Change 1
T.O. IF-lll(B)A-1 Section IV
Crew Duties
FUEL TANK JETTISON PROCEDURES. intercepting the indicated airspeed that corresponds
to the desired low level math. Adiust to low level
Selective jettison of fuel tanks mst be accomplished math after level off.
in straight and level flight, with gear and flaps up,
at a angle-of-attack less than 8 degrees. Jettison tanks B 1. TFR operational check-Completed.
singly, outboard to inboard with no more than one )B 2. Fuel panel--Checked.
station asymmetry. Tanks mst be empty, only residual *P 3. Engine inlet anti-icing-Climatic.
fuel remaining. Refer to Stores Limitations, Section )B4. Altimeters-Reset. (If required)
V, for tank release limits.
+ 5. IFF-Set.
*P6. AMI and AVVI command airspeed markers and
ODS indicated airspeed-Set to desired airspeed
(WARNING1 and altitude.
)P 7. Radar altimeter-Set as briefed.
8. TFR switches-Set.
To prevent inadvertent jettison of weapons a. Range selector knob--E position.
insure that weapon loaded stations are not b. Ride control kno&As desired.
selected when jettisoning fuel tanks. c. Volume control ko&As desired.
d. Terrain clearance knob-1000 feet.
1. stores control panel: B 8A. KS communications monitor knob--As de-
a. Master switch-ON. sired. (After T.O. lF-111.1074)
I
b. External station selector switches- P 9. Radar altimeter bypass switch-BYPASS.
Deselected. B 10. L and R TFR channel mode selector knobs-TF.
All external stations carrying weapons P 11. Reference or ATF not engaged lamp (as appli-
mst be deselected, station select lamp cable)-Lighted.
ot, to prevent jettisoning weapons.
P 12. Pitch steering mode selector switch-TF.
c. Delivery mode knob-AUX.
a. ADI and ODS pitch steuing barsIndicate
d. Selector mode knob-STA JEIT. dive.
e. Station selector switch (tank to be jettisoned) b. Aural command-Dive.
-Selected.
c. TF warning and channel fail lampsoff.
f. Station selected lamp-Lighted.
d. E scope-Checked.
Station selected lamp for external fuel
Check self test pulse and zero command
tank station to be iettisoned should be
line.
lighted.
g. Release enable switch-RELEASE ENABLE.
P 2. \Veapon release button-Depressed.

Repeat step Ix, f and :I to jettison additional
tank(s).
B 13. Fly-up check-Complete.
3. stores control panel: a. Autopilot release lever-Hold depressed.
(Prior to T.O. lF-lll(B)A-593)
a. Release enable-INHIBIT.
b. Autopilot release/PCSS lever-Depress and
b. Master switch-OFF.
hold t first detent. (After T.O. IF-Ill(B)
c. Delivery mode Knob--OFF.
593)
d. Selector mode knoHFF.
c. Radar altimeter control knobDepress and
hold.
PREDESCENT AND DESCENT (LOW ALTITUDE (1) Bypass switch-Return to NORMAL.
TACTICAL OPERATION). (PRIOR TO (2) OA warning flag--Out of view.
I T.O. 1 F-l 1 l-996) (3) Indicator pointer-95 (tl2) feet.
If TFR is not to be performed, only the e steps mst be (4) TFR failure warning and channel fail
accomplished. Auto/manual TF letdowns will h: made caution lamps-Lighted.
fret cruise math, throttles and airspeed as required. (5) ADI and ODS pitch steering bars--Full
Non-TF descents will be made at cruise math until fly-up command.
Change 1 4-47
Section IV T.O. IF-lll(B)A-l
,-,..
Crew Duties
c. Kadar altitude low warning lamp-Lighted, NOif2

passing X30 feet.
TF fly-up fail is cansed by one of several
Aircraft should level within limits of 500
conditions. Refer to TF Fly-up Causes, this
foot setting. (440.650 feet)
section.
d. Fly-up initiated.
Set 1000 feet clearance plane after pausing
momenti~rily iit 750 foot setting. TFR INFLIGHT OPERATIONAL CHECK.
c I ) TI failure warning lamp-Lighted un- (AFTER T.O. 1 F-l 1 l-996)
til aircraft lasses through 830 feet ab-
solute. This check is required only if the TFR ground
check was not i>erformed. lhis check must he ac-
tli A!)1 ;ODS--lndic;rre fly-up
complished at Z, altitude aho\,t! iOO0 feet AGL to
lhc pitch steering bars on rhe .4DI/
obtain specified imlications.
ODS wiil indicate a fly-up until the
IF fail cle;trs, then indicate normally. 1. Wing sweep-As required.
(3, Aur.ll commend-Full climb. 2. Radar altimeter index pointer-Set 200 feet.
(i) Kad;~ altitude low nxrning lamp--Out 3. Terrain c!earancc knob--Set 800 feet.
ilf 40 feet. 4. Ride control-MED.
15) Autopilot release lever - Depress and
5. TFR channel mode selector knobs--L TF, R
hold. rhcn release. (Priur to T.O. IF-
SIT.
Depress lever and hold while !eveling a. TFR channel fail caution lampslighted.
aircr;rf:: ~1~ 1000 feet, rhcn release. b. Rcfcrcncc nor engaged caution lamp-
i6l Autopilot release/PCS.S lever-~Depress Lighted.
id hold 10 iirst detent. then release. c. IF A?-up off caution lamp-Lighted.
(After I'.0 lb'-Ill(B593) d. 71; failure warning lamp-Lighted.
Depress /ewr and hl,ld while !eveling c. Radar alritude low warning lampOut.
airwaft at 1000 feet. then release.
6. ISC pitch steering mode switch-TF.
17) Aircraft levels a~ 1000 feet.
iN) Radar altimeter channel select switch-
Opposite channel. 8. Radar altimeter control knobDepress and
(9) Repeat substeps b through d. hold.
a. Radar altimeter bypass switch-Returns to
NORMAL.
b. Radar altimeter-300 (-1~ 15) feet.
1 WARNING i c. TF failure warning lamp-Out.
d. TFR channel fail caution lampsOut.
If the 83% fly-up capability is not operational e. Radar altitude low warning lamflut.
in a radar altimeter channel, do not use that f. TF fly-up off caution lamp-Out.
channel for TF operation. g. Pitch steering bets and aural command in,.
dicate a slight dive command (if level
flight).
27. Terrain cleat;mce knob-Set as briefed.
9. Auto IF switch-AUTO TF.
28. Radar altimeter--Reset co 83 percent of clear-
Aircraft establishes a slight dive.
ance plane.
10. Terrain clearance knob--Set 300 feet.
29. L or R TFR channel mode selector knob-SIT
a. Pitch steering bars and aural command-
C GM.
Approximately nulled (if level flight).
h. Aircraft establishes level flight.
11. Terrain clear;lnce knob-Set 400 feet.
1 WARNING b a. Aircraft response-Fly-op.
b. TF failure warning lamplighted.
c. TFR channel fail caution lamp-Lighted,
Airspeed should be held to math 0.85 or less
for channel in TF mode.
when the 500 foot position, WX mode, is se-
lected. If this airspeed is exceeded, the TFR d. Radar altitude low warning lamp-Lighted.
will not anticipate the terrain early enough to e. Pitch steering bars and aural command in-
provide a command to prevenr terrain impact. dicate maximum climb command.
Change 1 4-49
Section IV T.O. IF-11 1fB)A-l
Crew Duties
12. Radar altimeter control knob-Released. Bll. L and R TFR channel mode selector knobs-
13. Autopilot release lever-Depress and hold. TF.
(Prior to T.O. lF-Ill(B593) P12. Reference or ATF not engaged lamp (as appli
cable)-Lighted.
14. Autopilot release/PCSS lever-Depress and
hold to first detent. (After T.O. lF-llI(B)A- P13. Pitch steering mode selector switch-TF.
593) a. AD1 and ODS pitch steering bars-Indica
dive.
b. Aural command-Dive.
16. Autopilot release iever or autopilot release/
c. TF failure warning and channel fail lamp
PCSS lever (as applicable)-Release.
4C
17. Auto TF switch-OFF. d. E scope-Checked.
18. E scope-Checked. Check self-test pulse and zero command
Check self-test pulse and zero command line. line.
pi&-,,.,.,

814. Fly-up check-Complete.

19. Repeat steps 3 thru 18 with TFR and radar
altimeter channels reversed.
NOtI
20. TFR L and R channel mode selector knobs
TF. This check is optional if the inflight opera-
tional check has been accomplished.
REDESCENT AND DESCENT (LOW ALTITUDE
ACTICAL OPERATION). (AFTER T.O. 1 F-l 1 l-996) a. Terrain clearance knob--Set 400 feet.
b. Autopilot release lever - Hold depressed.
f TFR is not to be performed, only the ) steps must
(Prior to T.O. lF-lll(B)A-593)
be accomplished. Auto/manual TF letdown will be
nade from cruise math, throttles and airspeed as re- C. Autopilot release/PCSS lever-Depress and
[uired. Non-TF descents will be made at cruise math hold to first detent. (After T.O. lF-lIl(B)A.
until intercepting the indicated airspeed that corm- 593)
ponds to the desired low level math .Adjust to low d. Radar altimeter control knob-Depress and
:vel math after level off. hold.
B 1. TFR operational check-Completed. (Ground (1) Bypass switch-Return 10 normal.
or inflight) (2) Off warning flag--Out of view.
,B 2. Fuel panel-Checked. (3) Indicator pointer-300 (2: 15) feet.
,P 3. Engine inlet anti-icing-Climatic. (4) TFR failure warning and channel fail
B 4. AltimetersReset. (If required) caution lamps-Lighted.
5. IFF-Ser. (5) AD1 and ODS pitch steering bars--Full
fly-up command.
P 6. AMI and AVVI command markers and ODS
indicated airspeed-Set to desired airspeed and (6) Aural command-Full climb. (If above
altitude. 5000 feet AGL)
P 7. Radar altimeter-Set as briefed. e. Autopilot release lever or autopilot release/
PCSS lever (as applicable)-Release,
8. TFR switches-Set.
(1) Fly up maneuver-Initiated,
a. Range selector knob-E position.
f. Autopilot release lever--Depressed. (Prior to
b. Ride control kno&As desired. T.O. lF-lll(B)A-593)
c. Volume control knob-As desired. g. Autopilot release/PCSS lever-Depress and
d. Terrain clearance knob1OOO feet. hold to first detent. (After T.O. IF-lll(B)A-
B 9. ILS communications monitor kno&As desired. 593)
(After T.O. lF-111-1074) h. Radar altimeter control knob-Release.
PlO. Radar altimeter bypass switch-BYPASS. i. Radar altitude bypass switch-BYPASS.
4-50 Change 1
T.O. 1 F-l 11 (B)A-1 Section IV
Crew Duties
j. Autopilot release lever or autopilot release/ +B21. Altimeters crosschecked-Accomplished.

PCSS lever (as applicable)-Release. Crosscheck AVVI, standby altimeter and ra-
k. Terrain clearance knob-Set loo0 feet. dar altimeter.
bB22. Level off-Monitored.
P15. Auto TF switch-AUTO. (If desired)
During auf and manual TF letdown a climb
Leave the auto TF switch off for Oil Burner
command should be indicated on the ADl/
Entry. The reference or ATF not engaged
ODS command bars at approximately 2000
lamp (as applicable) will be lighted during
feet AGL and aircraft rotation toward level
the time the auf TF switch is off. If auf-
flight should begin no later than 1600 feet
pilot sub-modes are being used i.e., HDG/
AGL.
NAV, monitor the aircraft closely t ensure
the aircraft is following steering commands. )B23. Helmet visors--Lowered. (As practicable)
Note
Whenever practical the flight crew shall
. The pitch trim function of the stick trim lower helmet visors for protection against
button is deactivated when auf TF is en- bird strikes which might cause windshield
gaged. A slight pitch transient may be felt failure when at low altitude,.
when auf TF is engaged if the parallel pitch
trim actuatnr is not at take off trim due to
ormal system tolerances. )P24. Wing sweep-Set.
P25. Auto TF switch-AUTO. (As required)
. If a fly-up is commanded due t rain during
P26. 1000 foot check:
the letdown, the pilot should depress the
autopilot release lever prior t T.O. IF- a. Terrain clearance--Checked. (900 t 1200
lll(B)A-593 or depress t the first detent the feet)
Use the radar altimeter t check the ter-
autopilot release/PCSS lever after T.O. lF-
lll(B)A-593, establish a 10 degree dive angle, rain clearance.
and continue a manual letdown until 1000 b. E scope display-Checked.
feet above the MEA. At this time, he should Check video positioning relative t com-
decrease the dive angle t 2 degrees and level mand line.
off at the desired MEA, The letdown t 1000 27. 83% fly-up-Checked.
feet, and subsequently lower settings, can be This check should be performed ver level
resumed as the rain return disappears from terrain or water if possible.
the E-scope. a. Radar altimeter index pointer-Set 830 feet.
b. Clearance plane-Set 500 feet.
Pl6. Wing sweep-As required. c. Radar altitude low warning lamp-lighted,
The wing sweep for auf TF letdown will passing 530 feet.
normally be that computed for low altitude Aircraft should level within limits of 500
operation. Avoid high angles-of-attack with foot setting. (440.650 feet)
aft wing sweeps prior t initiating descent. d. Fly-upInitiated.
In cases of high altitude and/or low airspeed, Set 1000 feet clearance plane after pausing
wing sweep should be delayed until descent momentarily at 750 foot setting.
has been initiated. (I) TF failure warning lamp-Lighted u.
P17. ADI and ODS pitch steering bars--Centered. til aircraft passes through 830 feet ab.
(Auto TF letdown) solute.
) 18. Altitude call+-Accomplished. (2) ADl/ODS--Indicate fly-up.
The navigator will announce the altitude The pitch steering bars on the ADI/
calls when crossin,g 15,ooO, 10,000 and 5,ooO ODS will indicate a fly-up until the
feet MSL. He will also notify the pilot 1000 TF fail clears, then indicate normally
feet above initial level off. (3) Aural command-Full climb.
P19. At 5ooO feet above the terrain: (4) Radar altitude low warning lamp-Oul
(If applicable) at 830 feet.
a. Radar altimeter bypass switch-NORMAL. (5) Autopilot release lever-Depress am
b. Dive angle increase t 12 degrees. hold, then release. (Prior t T.O. lF,
$ 20. Altitude calibration-Completed. ll.l(B)A-593)
If terrain conditions permit an accurate cali- Depress lever and hold while leveling
bration. aircraft at 1000 feet, the release.
Change 1 4-SOA
Section IV 1.0. 1 F-l 11 (B)A-1
( hw Duties
(6) Autopilot release/PCSS lever-Depress e. Selector mode kno&-As briefed.

and hold to first detent, then release. f. Test button-Depressed.
<After T.O. IF-Ill(B Station select lamps should he lighted at
Depress lever and hold while leveling weapon loaded stations. All other station
aircraft at 1000 feet, then release. select lamps should be off.
(7) Aircraft levels at 1000 feet.
(8) Radar altimeter channel selector switch
-Opposite channel.
(9) Repeat suhsteps I, through d.
On normal training sorties with external fuel
I
If the 83%, fly-up capability is not operational
tanks loaded, if any ahnormal
lamp indications
Mission Procedures
are noted perform
any ptactice !,ombing

station select
Abort
check and do not attempt
;activity.
in a radar altimeter channel, do not use that
channel for TF opcmtion. g. Bomb arm switch-As briefed.
h. Interval counter--As briefed.
28. Terrain clearance knol+Set as briefed. i. Station select switches-Selected.
29. Radar altimeter-Reset to S3 percent of clear. j. Station select lamps-Lighted.
ante plane.
k. Master switch--C)l:F.
30. L or R TFR channel mode selector knob--SIT
or GM.
PRE BOMB.
Accomplish the following checklist prior to reaching

1 WARNING 1 each IP. In event an IP is not designated, complete
this checklist in sufficient time to accomplish the bomb
Ill.
Airspeed should he held to math 0.85 ot less
1. Altitude calibration-Completed.
when the 500 foot position, WX mode. is se-
lected. If this airspeed is exceeded, the TFR B 2. Alritud-Set as required.
will not anticipate the termin early enough 3. UHF # 1 &i~Set as h&fed. iRBS only)
to provide a command to prevent terrain
Pd. Optical display system mode knoUMD. (If
impact.
required)
P 5. Bombing timer-Set. (If applicable)
CONVENTIONAL MUNITIONS PREARMING.
P6. Bombing timer power selector knob-ON. (If
applicable)
Note
7. Manud ballistics-Set.
Perform this checklist within i5 minutes prior Set manual ballistics from data computed on
to the IP for high altitude deliveries or within bumbing data form.
15 minutes prior fo the descent to low altitude
for low altitude deliveries unless otherwise 8. Pmetratinn aids system-On and set.
specified in the operation order. 9. Uomb run timing/heading/altitude-veriiied.
Advise the pilot of the time and altitude to
the first release and the magnetic course/head-
1. Stores control panel: ing, time and altitude between multiple re.
a. Master switch-ON. IUlXS.
b. Selector mode kno&STA JETT. 10. Stores control panel:

c. Station select lamps--Out. a. Interval counter-As briefed.
If any station select lamp is on, deselect b. Selector mode knobAs briefed.
station.
11. Alternate release data-Determined.
d. Test button-Depressed. Determine TG from the applicable timiog
Station select lamps should be lighted at point using best known ground speed and
a11 loaded stations, all others off bombing altitude.
4-508 Change 1
1.0. 1 F-l 11 (B)A-1 Section IV
Crew Duties
SYNCHRONOUS BOMB RUN. 6. Function select knob -RADAR BOMB/VIS-

UAL BOMB.
Accomplish this checklist after sequencing to the
target.
Note
If utilizing a pseudo target, do not complete

the following items until past the pse,& tar-
ger.
7. Bay door control switch-As required
P I. ISC switch-BOMB./NAV.
r. Selected seqwnce: p,~ir,t pushhuram--TARlC;ET.
3. Sequcncc number set wheels--Set to next target
or destination. . For manual door opening, position the hay
-?P~i. Nucteur consent switch-REI. ONLY. (As ap door conrrr~l witch to OPEN npproximstely
plicahlel (MAII-12 single carriage) 60 seconds yior to release.
. For external bomh release, position the bay
Note door control switch tu CLOSE. For internal
release x ith ihe delivery mode knoh in AUX
When releases are ro be made on a dcrignated
bombing range do not perform this step until
the aircraft is over the range.
The delivery mode knob must be left in the

OFF position until after passing the pseudo
target to preclude inadvertent release.
IO. Bomb away:

B a. Lamp-Checked.
The pilots and navigators bomb release
iamps will light when a release signal is
present. This release signal will normally
ne presenr for approximately 3 seconds
prior to I.0 IF-11 I(B651. After T.0,.
IF-lll(B)A-651, the relessc signal will be
present for approximately 1~ second and
the navigators bomb rrlease lamp will
Change 1 4-50C/4-50D
T-0. I F-l 11 (WA-1 Section IV
Crew Duties
P 1. ODS mode select knob-As required.
I
remain lighted for an additional ;! sec-
onds after the release signal is removed. fP2. Nuclear consent switch-REL ONLY. (As ap-
In either configuration, the station se- pliable) (MAU-12 single carriage)
lected and stres present lamp and all
DCU-137/A lamps will go out when the
bomb is released.
When releases are to be made on a designated
bombing range, do not perform this step until
the aircraft is over the bombing range.
pii-
3. Stores control panel:
a. Master switch-ON.
h, Station select lamps-Lighted.
controls, except as noted below, when a re- Check that station select lamps for selected
lease signal is present as indicated by the stations are lighted, all others out.
pilots bomb release lamp. Operation of tbe
I c. stores control panel test button-Depressed,
station select lamps lighted at weapon simu-
tot and release knob, delivery mode knob
lated loaded stations; all others t (RBS
only).
release signal (normally 3 seconds prior m
T.O. lF-lll(B)A-651; x second after 7.0. IF-
lll(B)A-651) may result in inadvertent store
or bomb rack release.
. On normal training sorties, if the pilots
bomb release lamp remains lighted for an in- On normal training sorties with external fuel
definite period of time (approximately 5 set- tanks loaded, if any abnormal station select
nds or more after last intended release prior lamp indications are noted, place the master
to T.O. IF-lll(B)A-651; 3 seconds or mre switch OFF, perform Abort Mission Proce-
after T.O. 1F.lll(B)A-651) place the delivery dures and do not attempt any practice bomb-
I ing activity.
mode knob OFF, selector mode knob OFF,
and master switch OFF, in that sequence, per-
form Abort Mission Procedures, this sec.
d. Bay door control switch-OPEN. (If re-
tion, and do not attempt any practice bomb-
quired)
ing activity.
Position the bay door control switch t
OPEN approximately 60 seconds prior to
Note r&e.
If there was no automatic release at SG Note

zero, place the delivery mode knob to AUX,
bay door control switch to OPEN (internal If using auxiliary power the hay doors may
release), and depress the weapon release require up to a maximum of 30 seconds to
button.
ALTERNATE BOMB RUN. e. Delivery mode knob-

f. Release enable switch
This checklist should commence after passing last
4. Bomb away:
destination prior to target.
a. Weapon release button-Depressed.
B b. Lamps--Checked.
When the weapon release button is dc-
pressed, weapon release is commanded to
the station and the pilots weapon re-
lease lamp is lighted. The release lamp
To prevent release or to stop an initiated re- will remain lighted as long as the weap-
lease, immediately position the delivery n&e on release button is held depressed. The
knob to OFF. If no further releases are t be station selected and stores present lamp
attempted, proceed to Abort Mission Proce- and all DCU-137/A lamps will go nt
dures. when the bomb is released.
Change 1 441
Section IV T.O. 1 F-l 11 (WA-1
f. Bay door control switch--CLOSE.

tP 2. Nuclear consenf switch-OFF. (As applicable)
(MAUI2 single carringe)
DESCENT, LANDING, AND POSTFLIGHT

PROCEDURES.
1. Accomplish rhc checklists and procedures as

ourlined in Secriw3 I I,
HF COMMUNICATION SYSTEM OPERATION.
tP I.
2.
3.
P 4.
5,
6.
7.
8.
1.0. 1 F-l 11 (BJA-1 Section IV
Crew Duties
rhe amplifier power supply unit and antenna l Placing the function select knob to NAV mo.
coupler are tuning. When the tone ceases. the menrarily after the gyrocompass alignment
tuning cycle is complete and a sidetone will will improw the subsequenr stored magnetic
be heard when transmitting. Lack of sidetone variation alignment.
indicates coupler mistune or an incorrect ad-
justment of the volume control knob.
1. INS ground align knob--hf.&G HDG.
9. RF gain control knoLAdjusted.
2. General navigation computer switch-GNC.
Establish cuntacf and then adjust RF GAIN
control knob to obtain oprimum signal to 3. Weapons deliver)- cornpurer switch-WDC.
noise ratio. 4. Funcrion select knob-GND ALIGS.
Check chat INS heat lamp lights immediately
after entering the ground align mode. The
Note align lamp should light steady within lli
If receiver operation is unsatisfacrory, ToMfe minurrs after going CO rhe align mode.
the \olume conrrol, RF gain control, and 5. Align lamp-Flashing.
squelch control knobs ro the maximum clock- This completes rbe alignmenr mode.
wise position.
TWO AXIS TRIM ALIGNMENT PROCEDURE.
GROUND ALIGNMENT. (ALTERNATE) 1. INS ground align knob--TRIM.
2. General naxigarion cornpurer sn-itch-GSC.
Alignment to Stored Heading.
3. Weapons deliver! cornpurer smirch-WDC.
4. Function select knob-GSD ALIGN.
Note Check rhar INS hear lamp lights immediately
. For an accurare stored heading rhe INS must after entering rhe ground zalign mode. The
have undergone an accucate gyrocomp,~ss align Iunl~ should light steady within I r
alignment and the aircraft must not have been minutes after going IO rhe align mode. The
moved since the sysrem WRS turned off. align lamp will Rash for 10 seconds afrer
complerion of rhe first gyrocompass align-
. Placing rhe Fur&on select knob co N.41 menr. If NAV mode is not selected during
momentarily after rhe g!~rocompass alignment this 20 second inrerval. rhe stable element
n;ill impro\-e the subsequent stored heading xvill he slened 90 degrees and the second
dipment. g!~rocompa,, xlignmvn: will be irliriared. The
align I:rmp will remain out during this align-
I, IW ground align knob-STRD HDG, mcnr. L:pon compleiion of rhe second gyro-
cr~mpass alignmenr lapprosimarely 9 min-
2. Geneml nax~igari<m cornpurer snitch-GNC. uresl rhe align lamp will begin flashing.
i. Weapons delivery ~compnter smirch-WDC. i. Dar;, witch-ESI~RY.
i. Function select knob-GND ALIGS. Enter cc~)rdinnres and mag var of rhe air-
Check that the I:NS hear lamp comes on im- crafr Iocncic>n behind dara number 000.
mediately nfrer entering rhe ground align 6. ISS reset button-Depress.
mode. The align lamp should light steady If rhe align lamp is on. it n-ill po out for
n-irhin II,> minutes after going co the align approximarel? 10 seconds and rhen come on.
mode. 7. Align lamp-Flashing.
i. Align lamp-Flashing. ?-his compleres rhe alignmenr mode.
This completes rhe alignment mode.
DCC RECOVERY AND INS INFLIGHT
Alignment To Stored Magnetic Variation. ALIGNMENT.
1. TAS mode recovery:

a. Ar.il. mode select pushhurton-7-G selecr-
ed. (All orher modes desclect4)
b. 1SS ground align knob--OFF.
Insure rhnt rhe TAS nd\~isor)- lighr only is
lighred.
4-53
Section IV 1.0. 1 F-l II (B)A-1
Crew Duties
d. Heading cross-check-Accomplished. (3) Latitude/longitude-Enter CO nearest

Insure AFKS heading is slaved and syn- 0.01.
chronized, cross-check hmdings with the Enter the coordinates of the planned
srandby magnetic compass. point co he overflown.
e. I:unction selccr knob-GND ALIGN. (4) MAG VAK-Enter CO nearesf 0.1.
The present position disphys will revert (5) Wind SPD and DIR-Checked on NDU.
to rhe coordinates in data number 00. Insure DC0 lamp our. D advisor)
f. Data entry-Aca,nlplished and wrihed. lamp lighted. If doppler informarion
(I) is invalid, me the TAS mode recovery
(2) in the preyious step.
(3) g. Function select kn0l+NAV.
When the aircrafr is over the selected
point. place the function select knob m
NA\ and verify the present position is
driving.
C~i)
(i)
Note
If accelxable navig;ltion data cannof be main-

tained, turn rhe GNC off, check heading and
MAG VAR. If navigation data is still unac-
cel~table. deseleir dopplcr, selecr TaiS, and re-
enrer wind and MAG VAR.
a.
b.
c.
d.
1.0. lF-111 @.)A-1 Section IV
Crew Duties
lociry reference being used, the number WEAPONS LOCATION AND ID VERIFICATION.
of updates performed and the rime be-
tween each. 1. Data number--Entered.
Enter the data number for the first weapon
4. Nar mode select pushbuttons-As desired.
location.
2. Address select number I-barrow position ).
DATA ENTRY.
3. Address select number ?--WPN LOC and ID.
1. Data switch-FNTRY. 4. Data switch-DISP.
2. Address select switch--Set. 5. Dara storage display-Verified.
Position the addre:;s selector knob to the type Check that the seven digit number in the
of data to he entered. If the address select dara storage window agrees with the SAC
switch number 2 must he used, position the Form 2hi. Repeat steps I through 5 for each
address select switch number 1 to the (AR- we;*pon
ROW) * position.
3. Clear pushbutton-r)epress. DATA POINT VERIFICATION.
4. Dam entry pushbuttons--Enter data.
Check that rhe proper data is displayed on 1. Data switch--ENTRY.
the data storagc/dara number display. 2. Address select number I-DATA NO.
5. Iinrer I~ushburton~l)cpress. 3 Cleer ,,Lhbutton-Depress.
Check that the (data srorage/data number 4. Data entry pushbuttons--Enter data number.
display goes blank and the entered data re- Observe correct data number on data number
SlppGHS. CfW.
5. Enter pushbutton-Depress.
I
Observe data number counter blanks and data
Note
number reappears.
Data entry cannot be performed if the ALT 6. Data switch-DISP.
CAL pushbutton was depressed when the
7. Address select number I-LAT.
DCC was powered up.
Verify that correct latitude is displayed on
dat;, storage Colmfer.
SEQUENCE NUMBER ENTRY. 8. Address select number I-LONG.
Verify that correct longitude is displayed on
1. Sequence numher set wheels-Set. the data storage counter.
2. Selected sequence point pushbutton -- De- 9. Address select number I-ELEV.
pressed. Verify that correct elevation is displayed on
3. Data switch--SEQ. the date storage counter.
4. Clear pushbutn,n-I)epress.
5. Data entry purhhutnn-Enter data number. SEQUENCE INTERRUPT.
Verify the data number is correct; if not de-
press the CLR pushbutton and re-enter the I. Selected sequence point pushbutton--Depress.
d;tt?l
2. Sequence number setwheels-Set as desired.
6. Enter pushbutton--Depress.
The data number will go blank momentarily 3. Sequence number select pushbutton--Depress.
and the data number will reappear. Verify the sequence number and coordinates
are displayed correctly.
7. Data number counter--(;heck for cortect data
number.
8. Data storage counter-Check for correct se- PRESENT POSITION CORRECTION-RADAR.
quence number.
1. Function select knob-NAV or MANUAL.
2. Fix mode selector knob-RADAR FXPT or
SEQUENCE NUMBER VERIFICATION.
RADAR DEST.
1. Sequence number set wheels-Set. 3. Present position correction switch-IN.
2. Manual sequence and display pushbutton--De-
press. Note
3. Selected sequence Point pushbutton-Depressed.
Verify correct sequence point display on se- Cursor movement is not possible with present
leered sequence point counters. position switch out.
4-55
Section IV T.O. IF-1 1 l(B)A-1
Crew Duties
-i. Radar mode selector knob-GND AUTO or 4. INS reset button--Depressed. (When ovut hx-
GND VEL. pr>int)
Place cursors wer selected point with the The coordinates will appear in the NDU
macking cotrtrol handle. Present positian display when the INS reset
5. Fir mnle switch-OFF. button is depressed.
When the fix mode switch is rotated to OFF,
corrections for present p. sition update are FIXPOINT IDENTIFICATION-RADAR.
sent COthe DCC.
6. Present position correction nvirch-OUl. I. Function select knob-NAV.
Selected saqucncepoint pushhotton-FXPT
_. ID.
PRESENT POSITION CORRECTION-VISUAL 3. Fix mode selector knob-RADAR FXPT or
OVERFLY. RADAR DEST.
4. Radar mode selector knob-GND AUTO or
I. Function select knob-NAV or MANUAL. GND VEL.
2. Fix mude selector knob-VISUAL OVERFLY. 5. Attack radar tracking control handle-Place
3. Destination or I&point pushbutton-Depressed. cursors over selected point.
If n target is utilized, the function select knob 6. Fix mode selector knob-OFF.
must he in NAV and the destination push-
7. Fixpoinr idcnrihcation selected sequence nun,-
hutton must hc delxesscd.
her-Rccwded.
pi. Sequence interrupt-Accomplished.
Interrupt to a ptt,grammed destination, hr-
point, or target. Manual entry of destination FIXPOINT IDENTIFICATION-VISUAL OVERFLY.
or l&point coordinate data may he IICCOIII-
plished in lieu uf the sequence interrupt TV a 1. Function select knob-NAV.
planned point. Do not depress manual se- 2. Selected sequencepoint pushbutton-FXPL ID.
quence and display. 3. Fix mode selecmr kntlh-VISUAL OVERFLY.
5. Wind and mag vat--Entered. (As required) Z. EVF pushbutton--Depress at time of overfly.
6. EVF prlshhutton~~Depressed at time of overfly. 5. Fix nxxle selector knob-OFF.
Only the first actoarion of the IiVF switch 6. Fixlwint identihcation selected sequence nun,-
will he accepted hy the computer complex. her-Recorded.
If the visual wertly was ntrt accepted. cum-
plete item 7 and reaccomplish entire proce-
FIXPOINT IDENTIFICATION-VISUAL AUTOMATIC.
dure ahwe.
7. Fix mode selector kno&OFF. 1. Function select knob-NAV.
2. Selected sequencepoint pushbutton-FXPT ID.
PRESENT POSITION CORRECTION-VISUAL 3. Fix mode selector knob-VISUAL AUTO.
AUTOMATIC. 4. ODS mode selector-CMD.
1. Select sequence point pushbutton - Depress 5. Aiming reticle cage lever--Uncaged.
DEST or FXPT as desired. 6. EVF pushhutton - Depress at time of reticle/
2. Fix m&e selector knob-VISUAL AUTO. target coincidence.
3. ODS mode select kmrh-CMD. 7. Fix m0de de~t0r kno&O~~.
4. Aiming reticle cage lever--lJncaged. 8. Fixpoint identification selected sequence num-
5. her-Recorded.
EVF pushbutton-Depress at time of ODS ret-
icle coincidence on selected DEST/FXPT.
6. ALTITUDE CALIBRATE.
Fix mode selecax knob-OFF.
(Low Altitude)
PRESENT POSITION CORRECTION-INS
AUTONOMOUS.
1. Date switch-ENTRY. Do nnt attempt low altitude calibration when

2. Address select number I-LAT, LONG. above 4800 feet ahove terrain.
3. Data entry pushbuttons--Enter latitude and
longitude.
Once the data entry button is depressed only 1. Radar altimeter-On.
MAG VAR is displayed in the data storage 2. Altitude calibration pushbutton-Depn~ssed.
The READY light will wme cm.
4-56
Crew Duties
3. Destruct data--Entered. WDC off then GNC, WDC simultaneously, ground

Enter a series of nines until the data storage align knob off then on, astro deselected then selected,
display is filled with nines. Upon entry, the or doppler deselected then selected as applicable.
data storage display will blank and then re-
display within 15 seconds.
4. Sequence interrupt to destination 01. NOW
5. Data destruct-Verified. l Sound judgment should be exercised and all
Use the sequence number verification check- available indications checked before recycling
list to verify that the mission data displays a system for a reported malfunction. Indis-
all zeros for destinations, targets, offsets, and criminately recycling a system for a reported
lixpoinrs in the GNC (WDC off), then in the malfunction may not always bc the best cor-
WDC (GNC off). rective action.
l INS power must be cycled in order to perform
AVIONICS SYSTEMS LAMP ANALYSIS. an in-flight alignment, refer co DCC lnitial-
ization and INS Inflight Alignment.
When any tezt indicator lamp lights, attempt TF FLY-UP CAUSES.

to reset. If reset is unsuccessful, accomplish a
restyle. If the lamp lights again, refer to the The TF fail fly up is caused by one of several condi-
Avionics Systems Analysis, Figure 4.1. tions. These conditions are: (11 the TFR system detects
an internal malfunction. (2) the TFR system detects
an excessive error in comparison of certain inputs to
A reset is defined as depressing the avionics lamp the TFR, (3) the TFR system detects a loss of one or
twice for a single reported malfunction, or three more input data good signals from other systems, and
times for two reported malfunctions, etc., and the (4) altitude (AGL) is less than 83% of selected set
lamp remaining out. A recycle is defined as remov- clearance. Refer to figure 4-5 IO determine TFR system
ing power from the applicable system, i.e., GNC/ indications of loss of good data signals.
This is the last page of Section IV.

T.O. lF-11 I (WA-1 Section V
Operating Limitations
MINIMUM CREW REQUIREMENTS.

The minimum crew for normal flight is two. The mini-
tnum crew for mission completion is two.
ENGlNE LIMITATIONS.
GROUND OPERATION.
Engine idle speed:
Refer to figure 5-l.
Maximum IDLE time is unlimited.
Maximum time at MlL power-45 minutes.
Afterburner operating time limits:
ONE ENGINE BOTH ENGINES

AFTERBURNER See Note I See Note 2
Zone I, 2, 3 6 Minutes 6 Minutes
Zone 4 & 5 (MAX) 90 Seconds 30 Seconds
iIIx3
CAUTION
Rudder must be deflected at least 11 degrees

away from the operating afterburner when
operating one engine in AB power.
Rudder must be centered when operating
both engines in AB power.
Upon reaching any of the above limits, retard
INTRODUCTION throttle(s) to MIL or below for 6 minutes
before further AB operation. AB operation
This section includes limitations that must be observed which includes a combination of any of the
for safe and efficient operation of the engines and the above conditions shall be limited to a total
aircraft. Special attention should be given tn the in- time of 6 minutes.
strument marking illustration (figure 5-l), since these
limitations are not necessarily repeated under their INFLIGHT OPERATION.
respective sections. When necessary, an additional ex-
Engine operation should be conducted within the mili-
planation of instrument markings is covered under
tary rating and maximum rating time limits whenever
appropriate headings.
practicable. However, if the mission or flight condi-
tions require operation in excess of these time limits,
Note
thrust should not be reduced for only a short interval
The flight crew will make all necessary en. and then advanced to the high thrust level. Operation
tries in Form 781 to indicate when any limi- at the high thrust level should be continued until con-
tations have been exceeded. Entries shall ditions permit a reduction in thrust. Overtime oper-
include the time interval, where applicable, ation can be sustained without immediate adverse re-
as well as the actual instrument reading value sults, but the total operating life of the engine will
for the limitation that was exceeded. be shortened. Operating continuously for one slightly
longer period instead of using twn or more shorter
The aircraft g load limitations contained herein are periods will avoid an additional heat cycling of the
80 percent of aircraft structural design limits. engine, which is detrimental to engine life.
s-l
-
;
1
x
I
1.0. 1 F-l 11 (WA-1 Section V
The following limits for flight operation must be ob-

served. 1 WARNING 1
*Refer to figure i-l for turbine inlet temperature
limitations.
* Turbine inlet temperature exceeding the value spec- Do not initiate a zero or negative g maneu-
ver when the fuel low caution lamp is lighted.
if& for maximum continuous operation--45 min-
To do so could result in a flameout of both
utes.
engines.
. Afterburner operation-45 minutes.
Note
ENGINE ACCELERATION LIMITS.
The fuel low caution lamp may light during
Refer to figure 5-l. a negative g maneuver.
ENGINE OVERSPEED LIMIT.

Oil Pressure.
Refer to figure 5-l.
The TF30 engine can be operated with zero indicated
ZERO G AND NEGATIVE G TIME LIMIT. oil pressure for 60 seconds under zero g or negative
g flight condition.
Engine Fuel Supply.
ALTERNATE FUEL.
To prevent possible Aameout of both engines, do not
exceed 10 seconds under zero g or negative g flight Refer to figure 5-2 for specific limitations for alternate
conditions. and emergency fuels.
Approved Fuels
APPROVED/.QLTERNATE FUELS EMERGENCY FUEL
.r
I Fuel
Specification
MlL-T.
5624
Grade
JP.4
1. MIL-T-5624
Grade JP-5
2. NATO
1. ASTM
1~1655
Type *
2. NATO
1. ASTM
D1655
Type A-l
2. NATO
1. ASTM
Dl655
Type B
2. NATO
MIL-G-5572
115/145
MIL-L-6082
Grade
Gasoline
blended with 3 percent
Grade 1100
F-44 F-30 F-34 or 35 F-40 Perroleum Oil
-
Limitations NOW See Note A See Note A See Note A See Note A See Note B
for i,tem 1
- 4
Now A: fuel tank pressurization caution lamp will be
lighted when the landing gear is down or the
Since this fuel does not contain an anti-icing addi- refuel receptacle is extended.
rive and the engines are not equipped with fuel
heaters. an anti-icing additive must be blended with 3. Throttle movements should be as slow as Prac-
the fuel if extensive operation is IO be performed *Ical.
where fuel temperatures may reach 0 degrees C or 4. Altitude should remain as low as practical and
less. The additive will prevent ice from accumulat- must not exceed 35,CUM feet.
ing in the fuel controls and strainers. 5. Engine thrust available may be reduced approx-
imately 10 percent.
Note B: 6. The aircraft. should be filled with fuel at a tem-
perarure of less than 100 degrees F and main-
I. This fuel is approved for a one flight emergency tained as cool as possible thereafter. Supersonic
situation only. An alrernate fuel should be used
flight should be avoided.
if available.
7. It is permissible to mix this fuel with a pre-
2. Fuel tank pressurization selector switch must be ferred or alternate fuel in the aircraft. However
selected to PRESSURIZE prior to take-off. The the above restrictions are Sri11 applicable.
Figure 5-2.
5-3
Section v 1.0. IF-lll(R)A-I
OIL TSMPERATURE LIMITATIONS. AIRSPEED LIMITATIONS.

Maximum temperature is 120 degrees C (248 degrees
AIRSPEED AND ALTITUDE OPERATIONAL
F). ENG OIL HOT caution lamp will light when
LIMIT ENVELOPES.
temperature value exceeds 121 degrees C (250 degrees
FL The airspeed restrictions for the aircraft with flaps
retracted, geat up, and no external stores are pre-
Nota senfed in figure 5-3. With wings swept between 16
and 49 degrees the airspeed limits shown in figure
Engine oil overheat may occur during super- 5-3 coincide with the limits programmed into the
sonic operation with one engine at MIL or maximum safe math assembly (MSMA). With the
below since the cooling action of the AB wings swept between 50 and 72.5 degrees the maxi-
fuel oil cooler is not available. mum ainpeeds presented are permitted unless the
maximum math number would result in a total tem-
perature greater than 153 degrees C (308 degrees F).
In the eyent that the total temperature exceeds 153
degrees C, flight at the higher temperature is limited
to five minutes per flight.
FUEL DUMP LIMIT SPEED.
Do not dump fuel at airspeeds above 350 KIAS or

math 0.75, whichever is less. To do so may cawe
dumped fuel to reenter the fuselage, resulting in a fire
hazard. I
Airspeed Limitations
~~~7$lAON: CONDITIONS:
DATA BASIS: FLIGHT TEST STANDARD DAY
DATE: IS MAV ,972 FLAPS/SLATS RETRACTED
ND EXTERNAL STORES
1.0. 1F.11 I WA-1 Section V
AIR REFUELING RECEPTACLE SPEED LIMIT. RAM OR EMERGENCY MODE FLIGHT ENVELOPE.
Do not exceed 400 KIAS or math 1.0, whichever is less, Structurally, ram or emergency mode can be selected
with the air refueling receptacle in any position other anywhere in the flight envelope; however, to insure
than fully closed. equipment cooling and crew comfort when operating
in a ram air mode (RAM ot EMER), do not exceed
an altitude of 25,ooO feet. Airspeed should not lx
SLATS/FLAPS LMIT SPSEDS. above 460 KIAS or below 260 KIAS.
1. Flap limits are as follows:
During Extension CAUTION
ilIzz.l
- Flaps-0 to 25 250 KIAS or 0.62 math
degrees whichever is less During ram air operation, the IRRS, RHAWS
and ECM equipment must be turned off
* Flaps-26 degrees 220 KIAS ot 0.48 math, immediately. Other nonessential electronic
to full down whichever is less equipment should be turned off and forward
equipment hot caution lamp monitored. Re-
Static Extended Condition or During Retraction
fer to Caution Lamp Analysis, Section III.
- Flaps--O to 25 270 KIAS or 0.62 math
degrees whichever is less
TIRE LIMIT SPEED.
- Flaps-26 degrees 245 KIAS or 0.48 math
to full down whichever is less Maximum tire speed 205 Knots ground speed.
2. Slat limit speed is 295 KIAS or 0.62 math which- Emergency landing
ever is less. maximum tire speed 240 Knots ground speed.
Emergency takeoff
maximum tire speed 220 Knots ground speed.
(one time only)
Refer to figure 5.4 to determine the indicated airspeed
(no wind) which is equivalent to the 205 knot ground
speed tire limit. Figure 5-4 also provides instructions
Attempting abrupt tolling maneuvers ot
for applying the headwind or tailwind component cot-
bank angles in excess of 6Q degrees can tesult rection to the indicated airspeed (no wind) obtained
in loss of control of the aircraft since the from the chart.
flight control system is switched to T.O. Br
Land configuration by extension of the slats. FLIGHT CONTROLS.
Do not exceed 295 KIAS or math 0.62, whichever is 1

less, with the flight control system switch in T.O. &
LAND. With the flaps retracted, and wings aft of 26
degrees, do not place the control system switch to
T.O. & LAND without first placing the flight control
disconnect switch to OVRD.
D&d t o P en the weapons bay doors with e.xternal

stores installed on the pivot pylons above math
0.90.
Due to buffeting, do not open the weapons bay
doors with the speed brake extended. Attempting abrupt rolling maneuvers ot bank
angles in excess of 60 degrees with the flight
Do not open the weapons bay doors inflight, with
weapons bay tank(s) installed, until all fuel in the control system in the takeoff and land con-
figuration can result in loss of control of the
tanks has been used.
aircraft.
LANDING GEAR OPERATION LIMIT. TAXI SPEED.
Do not exceed 1.20 g during landing gear extension Maximum taxi speeds:
or retraction. The maximum speed for landing gear
extension, flight with the landing gear extended ot for * 25 knots straight away
retraction is 295 KIAS. * 10 knots turning
s-5
Section V T.O. IF-lll(B)A-1
Tire Limit Speed - MLG

DATA BASIS: ESTIMATED
TO GE USED FOR FB-IIIA WHEN EQUlppED WITH:
* 8.F. GOODRICH ,(47 x 18.18)

36 PLY RATING MAIN LANDING GEAR TIRES.
- 8.F. GOODRICH (22 x 6.610 or 21 x 7.25-m) 20 PLY RATING
NOSE LANDING GEAR TIRES.
*APPLICABLE TO ALL GROSS WEIGHTS
*FLAPS 25 TO FULL DOWN
NOTE:
1. THIS CHART IS TO DETERMINE THE AIRSPEED (NO WIND)
WHICH IS EQUIVALENT TO THE 205 KNOT TIRE LIMIT
GROUNDSPEED.
2. TO CORRECT FOR WIND CONDITION. DETERMINE THE NO WIND
INDICATED AIRSPEED, THEN ADD THE HEADWIND COMPONENT
OR SUBTRACT THE TAILWIND COMPONENT TO OBTAIN THE INDI
CATED AIRSPEED WHICH IS EQUIVALENT TO THE TIRE LlMlT
GROUNDSPEED.
Figure 5-4.
5-6
T.O. lF-11 l(B)A-1 Section V
Maximum Arresting Hook

Engaging Speed
DATA BASIS: ESTIMATED ABDYE 90.000 POUNDS
DATE: 4 JUNE 1971
200,
180
80
Section V T.O. 1 F-l 11 (g)A-1
Limit Maneuver Load Factors

CONFIGURATION:
DATA BASIS: ESTIMATED GEAR AND FLAPS UP
DATE: 4 JUNE 1971 NO EXTERNAL STORES
50 60 7.0 80 90 100
GROSS WEIGHT - 1000 POUNDS
CONFIGURATION:
GEAR AND FLAPS DOWN
WING SWEEPS 16.26 DEGREES
WITH OR WITHOUT EXTERNAL STORES
$0 ;o 80 90 100 110 120

Figure 5-6.
T.O. 1 F-l 11 (B)A-I Section V
These limits are based on the possibility of overheating SINGLE GENERATOR OPERATION - MIl+IMUM
the tires during prolonged straighr away taxiing and FLYING SPEED FOR (CSD) OIL COOLING.
preventing excessive side loads on the landing gear
when turning. Minimum airspeeds/altitudes for constant speed drive
oil cooling for continuous single generator operation
are as follows:
ARRESTING HOOK ENGAGING SPEED.
* 250 KIAS-20,000 feet and above.
For maximum arresting hook engaging speed, refer tn
. 200 KIAS-below 20,ooO feet.
figure 5-5.
NOiS?
CAUTION
iIIz2 Flight below minimum speeds is permitted
The maximum barrier cable the arresting for time nor to exceed five minutes to accom-
hook will accept is 1% inches in diameter. plish required maneuvers.
MINIMUM FLYING SPEEDS. MANEUVERABILITY LIMITATIONS.
The minimum flying speeds are defined by the maxi- LIMIT MANEUVER LOAD FACTORS.
mum angle-of-attack limits presented in figure 5-J.
For a discussion of minimum flying speeds, refer to Limit maneuver load factors as determined from strut-
Section VI. tural considerations are presented in figure 5-6.
Angle-of -Attack and Rudder Deflection

(Sideslip) Limifafions
WING CONFIGURATION RUDDER SURFACE DEFLECTION
SWEEP (With or without ANGLE-OF-ATTACK LIMIT
DqF4 WeapS) Applicable for all angles-of-attack.
16-26 Gear and slats/flaps Below 0.40 math: Yaw Damper On.
down. 14 degrees or stall warning 15 degrees.
activation whichever occurs
first.
Above 0.40 math: Yaw Damper Off.
- 10 degrees for flaps greater 12 degrees. Do not make abrupt
than 15 degrees. rudder inputs.
. 12 degrees for flaps at 15
degrees or less.
* up to 14 degrees with slats
0lY.
1-9 Gear and slats/flaps 14 de,grees or stall warning, Yaw Damper On.
P. whichever occurs first. * 6 degrees below math 0.80.
- 3 degrees above math 0.80.
Yaw Damper Off.
No intentional sideslip.
50--72 Gear and slats/flaps 18 degrees or stall warning, Yaw Damper On.
P. whichever occurs first. - 6 degrees below math 0.80.
* 3 degrees above math 0.80.
Yaw Damper Off.
No intentional sideslip.
Figure 5-7.
5-9
Section V T.O. 1 F-l 11 @)A-1
ROLL LIMITATIONS. angle-of-attack. As the angle-of-attack increases, the

pitch rate of rhe aircraft should be moderated by for-
Maximum roll rates attainable in lateral maneuvers ward stick movement to avoid exceeding the angle-of-
are a function of several factors such as flight condi- attack limit. On aircraft prior m T.O. lF-111-891 the
tions, store configuration, magnitude of command, rudder pedal shaker will activate when a combination
abruptness of stick displacement, etc. Allowable stick of the values of pitch rate in degrees per second and
displacements for flight beyond full normal stick limits wing angle-of-attack in degrees total 18 (:i I). On
are complicated and unwieldy ro describe because of aircraft modified by l.O. IF-1 I l-891, stall warning will
the many factors involved; however, the following activate at 14 degrees wing angle-of-attack for wing
operating procedures will serve as a guide to avoid sweeps less than 50 degrees. For wing sweeps greater
excessive roll rates. Thc following roll limitations are than 50 degrees, stall warning will be activated only
based on 80 percent limit strength values for a clean above I;< degrees wing angle of attack when the
aircraft. For other more rcsrricrive limits with external combination of pitch rate in degrees per second and
stores refer to Stores Limitations, this secrion. wing angle-of-attack in degrees total 18 (%I). Sideslip
limitations are given in fenns of rudder surface deflec-
Roll Limitations at All Wing Sweep Angles. tion limits since no direct method exists m determine
sideslip angles. Sideslip limits are sef to assure proper
I.Do nor exceed the force detent at any math num- engine operation and should nor be intentionally ex-
ber at any altitude except under emergency condi- ceeded.
tions requiring more than normal lateral control.
2. At flight speeds for which full normal lateral stick
is not allowed, do nor exceed one-half normal
Iztteral stick deflection and avoid abrupt lateral
stick displacements.
1 3. Do not perform rolling maneuvers in excess of . The rudder required to maintain coordinated
360 degrees. flight increases as angle-of-attack increases.
4. Do not perform rolling maneuvers at load factors Attention should be given to coordinating
less than 1 g. rudder and lateral control when maneuvering
1 5. Prior to T.O. IF-111-1020, do not rapidly reduce at angles-of-attack above 10 degrees.
load factor while performing a rolling maneuver.
. Exceeding the rudder deflection limits to per-
Roll Limitations at Wing Sweep Angles Where All form sideslips or rolling maneuvers can result
Spoilers Are Operational. in loss of control of the aircraft due to the roll
and yaw characteristics of the aircraft and
1 1. Prior to T.O. IF-111-1020, do nor exceed ir normal
lateral stick deflection at speeds greater than 450 subsequent rapid build-up of angle-of-attack.
KIAS at any altitude. When full rudder authority is available, care
2. With fuel in wings, do nor exceed 1% normal lar- should be taken to assure that the rudder de-
era1 stick deflection at any math number ar any flection limits are nor exceeded.
altitude.
Roll Limitations at Wing Sweep Angles Where FLIGHT WITH DAMPERS OFF.
Spoilers Are Not Operational.
Figure 5-8 presents the damper off operating limits. For
At altitudes less than 25,000 feet, do not exceed / a complete discussion, refer to Flight with Dampers
normal lateral stick deflection at speeds greater than Off, Section VI. In the event of a flight control system
525 KIAS. malfunction necessitating turning the pitch, yaw, or
roll damper off in flight, the aircraft speed should be
ANGLE-OF-ATTACK AND RUDDER DEFLECTION reduced CO that commensurate with ligure 5-X and the
(SIDESLIP) LIMITATIONS. affected damper turned off. Continuing flight should
be accomplished with a wing sweep of 26 degrees
The angle-of-attack and rudder deflection limitations observing the airspeed limitations for this sweep pre-
presented in figure 5-7 must be observed. When in sented in figure 5-8, and landing should be accom-
longitudinal maneuvering flight, large nose-up pitch plished as soon as practical. In the evrnf of damper
races can be developed if excessively large and/or failure with the gear down, flaps and slats extended,
abrupt aft stick movements are made. Under such con- land as soon as practical. If retraction of flaps and
ditions, it could be possible to overshoot the allowable slats is necessary, observe the limits in figure 5-8.
s-10
1.0. 1 F-l 11 IB)A-1 Section V
. For landing with pitch and/or yaw damper
Damper Off off, approach at 10 degree angle-of-attack

preach indexer setting). Approaches
(a}~-
with the
pitch damper off will require increased pilot
Operating Limits arrention to airspeed and angle-of-attack con-
trol.
DO NOT EXCEED THE FOLLOWING

CROSSWIND LANDINGS.
AIRSPEEDS/ALTITUDES:
The maximum allowable crosswinds during landings
with flaps extended and/or retracted are presented in
PUTH DAMPER OFF figure 5-g. Crosswind landing with the flaps retracted
will require a crabbed attitude sat touchdown. Cross-
wind landings with Haps extended at wind speeds
above approximately 75 percent of the maximum
specified on the figure will also require a crabbed at-
-
I I titude at touchdown. Do nor exceed a crab or yaw
NO angle of 10 degrees at touchdown.
Mach 0.43
Restriction
I
400 KIAS or
26.15 NO math 0.7;
Degrees Restriction whichever is less
With the flaps retracted do nor attempt fo
-- --t----.---- align the aircraft with the runway prior to
I
touchdown as sufficient roll control may not
Mach 0.70 be available to hold the wings level.
4672.5 __-
Degrees
Wing sweep
Above 20,000 feet airspeed limits
Cross wind Takeoff
ROLL OR YAW DAMPER OFF and Landing Limits
Altitude Airspeed
I
672.5 NO
Mach 1.50
Del?rees Restriction I
Figure 5-8.
. During flight with pitch, yaw, or roll damper

off, large and/or abrupt stick and/or rudder
inputs should be avoided. Lateral maneuvers
should be limited co 60 degree bank angle. Figure 5-9.
S-11
.~.,.___ _.,.,...-_--~~-_-- ------

Section V 1.0. 1 F-l 11 WA-1
Operating limitations
Refer fo Section II, Crosswind Landings, for a discus- The minimum fuel values presented in figure 5-10 for
sion of the proper operating procedures. flight at airspeeds below math 2.0 are useful for mis-
sion planning purposes. However, ir should be noted
that they may be attained before reaching the speci-
PROHIBITED MANEUVERS. fied maximum allowable horizontal stabilizer position
limit. If the minimum fuel value is reached before
attaining the maximum allowable horizonral stabilizer
The following maneuvers are prohibited:
position. ir is permissible to continue flight until
* Spins reaching the maximum allowable horizontal stabilizer
position limit even though the actual fuel remaining
- Stalls
will be less than the minimum value presented in
* Flight into heavy buffet. figure 5-10. For example, such a condition may occur
when sfores are loaded in the weapons hay. The mini-
mom fuel values are based on the following consid-
CENTER-OF-GRAVITY LIMITATIONS. erations:
* An 8200 pound fuel differential (automatic fuel feed)

AFT CENTER-OF-GRAVITY. has been maintained, and/or all the remaining fuel
is in the forward tank.
For a detailed discussion of aft center-of-gravity, refer
to Determination of the Aft Allowable Center-of- The weapons bay contains racks for carrying two
B43s but weapons are not installed.
Gravity Position, Section VI. A simplified method for
determining aft center-of-gravity limits is presented in * Carriage of B43s and 600 gallon ranks only.
figure 5-10 to provide a more readily available evalua- * Operating weight empty center-of-gravity with flaps
tion of the aircraft center-of-gravity in relation to the and gear down and 26 degrees wing sweep is 46.4
limitations. Figure 5-10 presents the aft center-of- percent MAC.
gravity limits in terms of allowable horizontal stabi-
lizer position and minimum fuel remaining. The maxi- For wing sweeps greater than 45 degrees at airspeeds
mum allowable horizontal stabilizer position is used below math 2.0, there is no aft center-of-gravity limit
for airspeeds helow math 2.0 and the minimum fuel within the normal fuel and/or store loading capability
remaining is used primarily for airspeeds above math of the aircraft. It should be noted from figure 5-10,
2.0. These values are for stabilized flight with speed however, that an increasing total fuel loading is re-
brake retracted and are do not exceed values. quired to maintain the center-of-gravity within the
aft limits when wing sweep is reduced below 45
degrees.
Note
The maximum allowable horizontal stabilizer Note

position is the maximum clockwise average
position of the pointers (mid position between In view of the small differences in the maxi-
mum allowable horizontal stabilizer limits
the pointers) on the control surface position
shown in figure 5-10 and rhe fact chat the
indicator. control surface position indicator cannot be
easily read any closer than one degree, the
following maximum allowable horizontal sta-
bilizer positions are presented for rapid refer-
ence and will maintain an adequate safety
margin under any conditions:
When the maximum allowable horizontal

stabilizer position is reached at speeds below Gear and Flaps Down - 6.0 degrees up
math 2.0 or minimum fuel remaining value Gear and Flaps Up
is reached at speeds above math 2.0, the Less than 0.75 math - 1.0 degree up.
aircraft is af the aft center-of-gravity limit Greater than 0.75 math - 2.0 degrees up
for that specific wing sweep/airspeed/store
loading condition. The afr center-of-gravity
Speed brake extension causes a nose-up pitching mo-
limit will be exceeded if Right is continued ment which will require a down horizontal stabilizer
without changing wing sweep, airspeed and/ correction to arrest; therefore, for flight with the speed
or sfore loading to maintain the center-of- brake extended, the maximum allowable horizontal
gravity within the allowable range specilied stabilizer position shown in figure 5-10 is not applica-
in Section VI. ble and may he temporarily exceeded. It is recom-
5-12
.,.,,,.,-_.----.-_._- ,,._---..., .,......,..

.~~. .., ,,, ,....., ~~,.~. ,..~
,,._,,,,..,._....
_
Cenfer-Of-Gravity Limits (Based on Stabilizer Position/Fuel Remaining)
Data Basis: Estimated Fuel Grade: JP-4
Date: 1 June 1973 Engines: TF30-P-7
CONSIDERATIONS:
THE STABILIZER POSITION ALLOWABLE IS THE AVERAGE POSITION OF Minimum fuel remaining is based On:
THE POINTERS ON THE CONTROL SURFACE POSITION INDICATOR. IF THE a. Normal fuel usage.
AVERAGE STABILIZER POSITION WHILE IN 1.0 g FLIGHT AT 10 DEGREES b. The weapons bay does not contain racks, weapons.
ANGLE-OF-ATTACK WITH THE FLAPS AND GEAR EXTENDED IS NOT WITHIN or tanks.
THE REQUIRED RANGE, OR AT 8 DEGREES OR LESS ANGLE-OF-ATTACK c. Carriageof B43's and 6W gallon tanks only
WITH THE FLAPS AND GEAR RETRACTED EXCEEDS THE VALUE IN A CLOCK- d. Operatin weight empty centewf-gravity with gear
and flaw down and 26 degrees wing sweep is 46.2
WISE DIRECTION, THE AIRCRAFT CENTER-OF-GRAVITY tiAS EXCEEDED THE percent MAC.
LIMITS FOR THAT COMBINATION OF WING SWEEP AND PYLON LOADING.
GEAR AND FLAPS DOWN GEAR AND FLAPS UP

WING SWEEP 16 DEGREES 26 DEGREES 16 DEGREES 26 DEGREES 35 DEGREES AFI WING SWEEP
Flap limit Flap Limit Mach 0.60 Mach Greater Mach 0.75 Mach mater TO Limit
AIRSPEED Speed or Less Speed 0 Less or Less Than 0.60 or Less Than 0.75 Airswed
FLAP 34 Degrees
DEFLECTION Aux. Extended 34 Degrees
STABILIZER 4 to 12 Deg. 4 TO ii Deg. 0 O;gi,,Up 0.5 De;; ;; Up 0,s Fagi T& Up 2.0 ,g; T$ Up 0 Deg. T.E. Up
POSITION (6) T.E. UP (5) T.E. UP (6) Max cw
$
EXTERNAL Fel~P0ds Minimum Minimum Minimum Minimum Minimum
CONFIGURATION STORES Fuel-Pounds h&Pounds Fuel~Pounds Fuel-Pounds Fuei~Poundr Fuel-Pounds
z Min 6,500 (7) Mi 0
BASIC AIRCRAFT 0 1,200 7,800 0 1,300 0 (3)
n Max (2) Max 3.900 (8)
Min 5,800 (7) Min 0
5 2 weapons 800 8,700 0 1,700 0 (3)
~-.__~ Max (2) Max 2.700 (8)
STORES ON Mill 5,700 (7) Min0
PIVOTING 4 weapons ~'~~ Max (2)~- 0 13,ow 0 2,500 0 (3)
PYLONS ONLY Max 2,5W (8)
2 Tanks Min 8,000 (7) Min 0 3,800 (1) 2,000 3,9w 4w (4)
Max(2) Max 3.7W (8)
Y Min 8.200 (7) Min 0
4 Tanks 7,100 (1) 4,000 5,700 3,400 (4)
Max14 Max 3,8W (8)
2 weapons Min 6,7W (7) Min 0
8 2 Tanks 3,100 (1) 1,3w 3.7043 600 (4)
Max (2) Max 2,800 (8)
STORES ON 2 weapons Min 7,6W (7) Min 0
4,600 (1) 3.700 5,600
PIVOTING * & 4 Tanks Max (2) Max 3,400 (8
AN0 FIXED
4 Tanks Min 8.200 (7) Min 0
PYLONS 5,500 (1) 4,503 7,100
Max (2) Max 4,600 (8)-
Mi 13,400 (7, Min 0
6 Tanks 6,700 (1) 5,7w 7,400
Max (2) Maxf44tG (8)
Section V T.O. lF-1 I I (g)A-1
mended that the speed brake be periodically retracted CREW MODULE CENTER-OF-GRAVITY LIMIT.
and tl~e maximum allowable horizontal stabilizer po-
sition limit checked if prolonged flight is conducted
with the speed brake extended. If speeds in the range
of math 2.0 to 2.2 are to he flown, it is recommended
that the minimum fuel remaining values for flight at
math 2.2 he used. The crew module should not be considered
flyable without its full crew and complement
of survival equipment, or the equivalent
FORWARD CENTER OF GRAVITY. hallast to maintain center-of-gravity. to the
event that combined crew weight, including
The forward center-of-gravity limits for takeoff and personal equipment, exceeds 130 pounds, or
landing with flaps ate as follows: the weight differential between the two oc-
cupants exceeds 65 pounds. tow altitude safe
* 26 degree wing sweep:
escape wilt he compromised and landing im-
Full Asps-41.0 percent MAC.
pxf acceleration will increase. So assure sra-
25 degrees flap+-38.0 percent MAC.
bility of the crew module in event of ejec-
* 16 degree wing sweep: tion, it musf be loaded in accordance with
Full flap-22.0 percent MAC. l-.0. I-LB-IO.
25 degrees flaps-15.0 percent MAC.
The forward center-of-gravity limits for landing with GROSS WEIGHT-CENTER OF GRAVITY
flaps as a function of wing sweep, in terms of maxi- LIMITATIONS FOR TAXI AND GROUND
mum allowable trailing edge up horizontal stabilizer OPERATION.
position, arc as follows:
Loadings which result in an aft center-of-gravity in ex-
* 26 degree wing sweep12.0 degrees trailing edge up. cess of 60 percent MAC can cause the aircraft to tip
* I6 degree wing sweep-15.0 degrees trailing edge up back when brakes are released with AB power. At
without aox flap. (12 degrees with aux flap) tight gross weights, forward wing sweep angles will
minimize nose wheel steering difficulties.
The elevator position limits are applicable only at 10
degrees angle-of-attack. Ooce the landing conligura-
tion and approach attitude (IO degrees angle-of-attack) GROSS WEIGHT LIMITATIONS.
have been established, monitor the control surface po-
sition indicator to determine if the aircraft is within Taxi, takeoff end landing operations at weights above
the forward center-of-gravity limit. For certain com- 90,000 pounds shalt be confined to welt prepared ruo-
binations of fuel remaining and bay and/or external ways until completion of structural certification tests.
loadings, it may be necessary to land with the wings
positioned forward of 26 degrees in order to attain MAXIMUM GROSS WEIGHT.
a center-of-gravity within the forward center-of-gravity
limits. If it is necessary to sweep the wings forward of Maximum gross weight limits are as follows:
26 degrees for landing, monitor elevator position to * Taxi and ground operation--122,900 pounds.
assure that the aft center-of-gravity limits are not ex-
* Takeoff and inflight--114,300 pounds.
ceeded. The above limits are based on maintaining
sufficient longitudinal control to achieve at least 18 * Landing-109,OOO pounds.
degrees angle-of-attack with flaps and slats extended
and full back stick. AIRCRAFT SINK RATE AT TOUCHDOWN.
The allowable sink rate at touchdown shall not exceed

Note 603 feet per minute at landing gross weights up to
the maximum allowable with any authorized weapon
The maximum allowable horizontal stabilizer and/or stores loading, except if any usable fuel remains
position specified above is the maximum trait- in the external tanks, the allowable sink rate shalt not
ing edge up average position of the pointers exceed 360 feet per minute.
(mid position between the pointers) on the
control surface position indicator. In view of
the small differences in the horizontal stabi- BRAKE LIMITATIONS.
lizer limit shown, and the fact that the control BRAKE APPLICATION SPEED LIMIT.
surface position indicator cannot he easily
read any closer than one degree, a value of Brake energy limits with slats, flaps and spoilers ex-
9 degrees trailing edge up may be used for tended are presented in figure 5-t I. The example liner
rapid reference and wilt maintain an adequate explain how to determine the amount of energy ab-
safety margin under any conditions. sorbed by the brakes during a stop.
s-14
T.O. IF-lll(B)A-l Section V

DATE: 4 JUNE 1971
GROSS WEIGHT-1000 POUNDS
Figure 5-l I. (Sheet 1)

Section v
Brake Energy
DATA BASIS: ESTIMATED. EMERGENCY LANDING WITH
DATE: 29 DECEMBER 1972 SLATS-FLAPS-SPOILERS RETRACTED
52.3
50
40
30
20
10
120
100
80
on
40
20
Figure 5- Il. (Sheet 2)

5-16
T.O. IF-lIl(B)A-I Section V
NotI? Wing sweep angles of 26 to 72 degrees.

Blind letdown to an initial clearance of loo0 feet.
Subtract 50 percent of the headwind com-
(After level-off at 1000 feet, the desired operating
ponent, measured by the tower, from the IAS.
clearance can he selected.)
A tailwind component must be added to the
IAS. A minimum altitude of 500 feet when in manual
mode using the E scope only.
A maximum of 0.85 math in weather mode (500
Example: Full Stop Landing feet set clearance) and a maximum of 0.95 math in
Given: Gross weight zz 60,000 pounds. all other set clearances.
Airspeed when brakes applied = 6. Bank angles of 30 degrees or less in either manual
95 knots IAS. or auto TF.
Tower rel~rted wind velocity = 7. Set clearances for each route segment, during night
5 knot tailwind. or IFR conditions, that will be at least 200 feet
Pressure altitude = 1000 feet. higher than any obstacle in the flight path that
may not provide a reliable radar return.
Outside air temperature = 80 degrees F.
Find: Brake Energy -4bsorbed. NotI3
Solution: The 200 feet clearance should not normally

be used over mountainous terrain during
Following example lines on figure 5-11, the brake night or IFR conditions
energy absorbed is 14.0 million foot-pounds per brake.
8, Operation with external stores as stated under

Stores Limitations, this section.
(WIRNING)
In addition to the above limitations, do not attempt
or continue auto or manual TF operations if any of
If maximum braking capacity is utilized (dan- the following flight controi system malfunctions exist:
ger zone), wheel blowout plugs will relieve
9. Any known pitch trim malfunction or any pitch
tire pressure within 15 minutes after the stop.
axis caution lamp that will not reset.
Provisions should be made to cope with pos-
sible wheel fires which may start shortly after
blowout plug release. Note
For a pitch channel or pitch damper lamp that

will reset, verify that the lamp does not come
MISCELLANEOUS OPERATIONAL on during an intentionally induced fly-up
LIMITATIONS. maneuver before continuing TF operation.
SPEED BRAKE LIMIT.

10 Yaw channel caution lamp will not reset.
1. Speed brake operation is limited to 600 KIAS or 11, TF fly-up off caution lamp on.
math 2.0, whichever is less. 12 Reference not engaged caution lamp on, after
2. No evaluation has been made with speed brakes auto TF is engaged. (Prior to T.O. IF-Ill (B
and weapons bay doors open, therefore, do not at- 593)
tempt simultaneous operation. 13 ATF not engaged caution lamp lighted, after auto
TF is engaged. (After T.O. lF-lll(B)A-593) I
CANOPY HATCH OPERATING SPEED.
Do not open canopy hatch or raxi with the canopy CAUTION

ilIlz3
hatch open when relative wind is in excess of 60 knots.
These limits are peculiar to TF operation.
TERRAIN FOLLOWING RADAR OPERATION. Other emergency procedures regarding cau-
tion lamps must be followed at all times.
Terrain following radar operation is permitted and is
limited to the following: Do not use the autopilot in the math or altitude hold
1. Strict observance of minimum TF operation air- mode during operation in the transonic flight region
speeds (Appendix I). between 0.90 and 1.10 math. I
5.17
-._ .~... .-.- - --.

AILA OPERATING LIMITS. Rack Limits.
I Prior
light
to T.O. IF-lll(B)A-651,
VFR conditions.
AILA is limited to day . MALI-12 C/A,
only authorized
* All weapon bay installzltions
MAU-140/A
racks.
will use either MALJ-I2
and BRU-A/A are the
C/A racks with bomb lug chocks installed or MAI!-

STORES LIMITATIONS. l~iO/A racks for SRAM loadings.
The authorized stores loadings are identified in figure Internal and/or External Combined Loadings.
5-11. The table contained in figure 5-13 directs atten-
tion to the appropriate chart for carriage or selective * Any of the weapons hay loadings can be combined
jettison limits for the stores authorized. Other mote with any external nuclear loading or external tank
restrictive limits which apply to the aircraft most be loading listed in the authorized loading table, Figure
observed and the miscellaneous stores limits must be
5.13.
used in conjunction with figure 5-1.
* One OI cwo weapons bay fuel tnnks are the only inter-
nal loadings that can be combined with the conven-
PYLON LIMITS. rional weapon loadings.
Fixed Pylons. * An intermix of conventional weapons with the nu-
clear weapon loadings or external fuel tanks is not
. Maximum allowable wing sweep with fixed pylons ;Il!OWd.
installed is 26 degrees.
Carriage Limits.
Fuel Pylon Limits.
Symmetric Loadings.
* On aircraft 0 ) a, flight with fixed and pivot fuel
pylons is prohibited until T.O. lF-Ill(B has Roll rate limits:
been complied with. Weapons bay loadings -Clean aircraft roll limit
Nuclear weapons only -Clean aircraft roll limit,
Weapon Carriage Pylon Limits.
Cluster loadings -70 ~E/secnd.
* When only empty pivoting weapon pylons and racks
External fuel tanks -60 /second.
arc attached. the clean aircraft airspeed and maneuver
load factor limits apply. The roll rate limit varies for different stores loadings.
* Flight with fixed weapon pylons is not authorized. Since toll rare must be estimated by the pilot, a recom-
* On aircraft 0 I) ED, flight with pylons at stations 3 mended means of limiting roll rate is to limit lateral
and 6 is prohibited until T.O. lF-111-876 has been stick displacement to one-half that attainable at the
complied with. force detent.
Weapon Pylon Release Limits.
Weapon pylons can be jertisoned in straight and level

flight within the following limits:
Failure to observe the maximum allowable
Altitude-Up to 20,000 feet.
roll rates during rolling maneuvers may result
Speed-Up to 0.55 math.
in loss of the stores. With heavy store load-
Gear and flapsUp.
ings, excessive roll rate may cause structural
Sledbrake-Retracted.
damage to or failure of the weapons racks,
Wing Sweep--X degrees.
pylons or wing-pylon attachment.
Pylons can only be jettisoned in symmetrical pairs.
Asymmetric Loadings.
CAUTION
ilIxx2 * Flight limits are based on symmetric loads and nor-
mal (automatic) fuel usage. The carriage envelopes
When jettisoning the inboard pylons inter- are applicable to the defined takeoff loadings and
collision of the pylons may result in damage each subsequent in-flight down-loading. For most of
to the aircraft. the loadings wry little or no additional carriage
5-l 8 Change 1
.,_-.,.. _ -.------ .-_^.

T.O. 1 F-1 11 (B)A-1 Section V
Operating limitations
envelope restriction is requited to handle typical *Asymmetric loadings of one store asymmetry are
asymmetric loadings which may occut. allowed for nuclear weapons loadings.
* Asymmetric weapon loading of B four store cluster
load on a single station is allowable provided there
CAUTION are no abrupt lateral stick inputs.
lIIzz.l * Any asymmetric weapon loading that includes a six
The use of release modes other than those store cluster or a dual station asymmetry (single
authorized, especially for weapoo cluster load- weapons or four store cluster loadings) on the sxne
ings, can result in e:xtrerne lateral Ioadibng wing, ohserve the following limits:
asymmetry or critical hung-store configura- 1. No abrupt lateral stick ioputs.
tions. Damage to, or Ifailure of. racks pylons 2. Limit bank angles to 30 degrees or less.
or wing-pylon attachments may occur.
Release limits.
* If fuel will not transfer from outboard tat&s) and
inboard tank fuel is needed, reduce speed I:O 0.75 * Authorized normal release modes for conventional
math or 300 KIAS, whichever is less, and proceed weaps:
with manual fuel transfer. If mission requires opera- I. Single stores per pylon-STEP SINGLE.
tion above this speed, jettison outboard tank(s) in 2. Four store clusters on-STEP SINGLE OR
accordance with Fuel Tank Jettison Procedures, PAIR,
pylons 4 and 5 only.
Section IV except, under these conditions, tank(s) TRAIN SINGLES OR
must be empty or have mote than 1800 pounds of PAIRS.
fuel remaining.
3. Six store clusters-TRAIN SINGLES OR
TRAIN PAIRS.
pii-,,.,., Note
For train releases:

Do not jettison tank(s) with below 1800 * Symmetric pairs of pylons must be se-
pounds of fuel remaining unless empty. To do lected.
so, may result in tank(s) colliding with air- * Weapon release button must be depressed
craft. long enough to release all stores on the
selected stations.
. Asymmetric fuel loading of 3900 pounds or less is For step s:ngle releases from four weapon
allowable for a symmetric pair of tanks provided ClUStCrS:
there are no abrupt lateral stick inputs. *Symmetric pairs of pylons must be se-
lected. (Weapons will then be stepped
alternately from one wing station then the
opposite wing station, i.e. never have
asymmetry of mote than one store.)
* Release of stores from the weapons bay is limited to
When an asymmetric loading condition exists, math 0.85 with stores remaining on the pylons.
lateral trim requirements will increase with
load factor; tha: is, the aircraft will tend to
toll more into the bewy wing when positive CAUTION
iYiz2
load factors are applied. When lateral control
requirements hecomr l~arge during maoeu~cw, If other than normal (auto) fuel system opr-
it may be necessary to reduce load factor to ation is used, check that the cater-of-gravity
maim& lateral control. will be forward of the aft limit after release
from the weapons bay.
* If exterw~l tank fuel loading asymmetry exceeds 3900

pm&, :md as soon as pracii~~ai ,>c~ obseerving the . Pylon stores must be released outboard to inboard.
foiiowing limits: Refer to Section 1V for Fuel Tank Jettison Procedures
and to Section III for Emergency Jettison Procedures.
j. Observe nominal one g flight. Cont:ol~ inputs
* Nuclear weapons will not he released from exrernal
must be smooth--not abrupt.
stations at wing sweeps of 60 degrees ot greater. (55
2. Limit bank angle to 30 degrees or less. degrees for H-i3 at airspeeds greater than math 1.2).,
5-19
Section V T.O. 1 F-l 11 (B)A-1
* The following longitudinal and lateral maneuver lim-

itations apply to weapon release/launch
the following
under any of
modes of flight: Pilot manual control,
SRAM Launch
auto TF, or autopilot. Limits
Normal g loading (positive 1 g or greater)
must be held constant or increased for three seconds
after bomb release. I. M,NS 5 SECONDS TO IMMEDIATELY PRIOR TO
LANCH. (TO ,NSRE MISSILE BATTERY FILL)
Rolling maneuvers within one second after the last . PlTCH = f60 DEGREES
bomh is released in a particular drop are prohib- . ROLL = 60 DEGREE BANK
. 0 = 0 TO +3.0 01
ited.
2. IMMl EDlATELY PRIOR TO LAUNC,,
Maintain straight and level flight, or flight within (COMPUTER INHlBlT,
the limits specified in figure 5-12 for a period of 5
seconds before fu 5 seconds after SKAM launch.
This is to assure proper missile battery fill and IO
prevenr the possibility of aircraft/missile collision.
Hung Store Jettison.
Non-nuclear loadings other than takeoff loadings, i.e.,

hung bombs or partial down loads, should he retained
if at all possible. If emergency jettison is deemed neces- I
sary. refer to the associated Release and Jetrison Lim-
its chart. this section.
-30
. Emergency jettison a~ wing sweep angles oth- -10 -5 cl +5
er than 26 may result in damage to the air- PITCH ANGLE - DEGREES
craft. .ROLL = 10 DEGREE BANK
.SIDE SLIP = 0.25 g
l Emergency jettison of hung bombs, partial . g = +a5 TO +3.0 g
down loadings, or any loadings other than the . VERTICAL VELOCITY = +3,,,00 TO-, ,320
FEET/MINUTE
authorized takeoff loadings may result in dam-
age co the aircraft. 3. LANCH TO PLUS 5 SECONDS
(TO PREVENT MISSILE/AIRCRAFT CONTACT,
TFR limits When Carrying Stores.
CAUTION
LIIIzl
TFR operation with external stores is not

permitted at gross weighrs where carriage
limits do not permit a 2.8 g symmetric
maneuver load factor.
During auto TF operation wirh external

stores, the asymmetric maneuver load factor
limit shown in this section may be inadvert-
ently exceeded. Should this occur, an entry in
the aircraft Form 781 will be made to assure
appropriate inspection of the pylons and N;GATIVE g DEVlATlON (INCREMENTAL)
stores. A Form 781 envy is not required if the
.STEADY RATE OF DESCENT
asymmetric maneuver load factor limits pro- . STEADY g
vided are exceeded during aufo TF operation Fmowoc-FIoI
without external stores (clean aircraft conhg-
uration). Figure S-12.
5-20
-..
r.0. lF-11 l(B)A-1 Section V
Authorized Stores I oading Table

1
STORES
T STATIONS I
CARRIAGE
FIGURE NIJMBER
RELEASE
I
NOTES
I 7 8 ENVELOPI: ENVELOPE
- I I
Tanks
Fig.
5.15 Fig. i-16 l&2
Fig. 5.15
Fig. 5-15 Kg. 5-16 l&2
~
NUCktV Refer co X0. IF-Ill(B
Weapons
* 1.0. IF-Ill(B30
M-117A..l
Or
CBU52B/B
-
Legend:
T -~ 600 Gallon Fuel lank
* * -One or fwo Bd3. Bbl, Bi7, SRAM, or weapon bay fuel tanks in the weapon bay; one B43, Bhl, B57,
or SRAM mired with lefr weapon bay furl rank in the weapon bay; one B43 or B61 mixed with
one SRAM in the weapon bay. Any of these weapon bay loadings can be combined with any ex-
ternal nuclear loading or any external tank loading.
- Unloaded weapon pylon and/or swb <qxional.
* N - Nuclear weapon: B.i. B5?. B6i <,I SKAM
M -. Nuclear Mixes: Bii or 861 mired wirb SRAM, uither weapon can be carried on inboard pylon
bur only in :symme~rical pairs.
,~.
-Weapons Hay Furl Tank <qxional.
6 - Fully loaded BRli-IA/A rack.
4 --Mounted on IIRci-jA/A outbwrrl shoulder and bottom positions only.
Blank - Nothing installed.
NOTES:
I. I:se of speed brake :dlowed for nominal I g (0.8 to 2.0 g: 1 tlighl: at 16 w 2i degrees wing swecp (n<,r
m cxcecd 0.75 ma& and 26 degrcet, winy sweep (-iO0 KIAS or 0.9 nlachl, whichever is less.
2. Carriage and release envelopes apply until tanks are released. For nuclear weapon carri;age and release limits,
refer fo T.O. IF-l 1 I (B)A-25 or T.O. IF-l I I (B)A-IO.
3. Use of speed brake allowed with weapon bay loading only when weapon bay doors are closed.
.<. Use of speed brake all~nved for nominal I g (0.X fo 2.0 g iiigb: up 10 ,<OO KIAS or math 0.9, which-
ever is lower, within carriage limits.
Refer f Stores Limitations, this section, for additional required limits affecting the above authorized scores
loadings.
FigureS13.
Change 1 5-21
Section V 1.0. 1 F-l 11 (WA-1
Carriage Limits - Tanks

DATA BASIS: FLIGHT TEST
DATE: 31 MAY 1971 CONFIGURATION
(4) TANKS - I EACH ON 3. 4. 6 AND 6,
0
MACH NUMBER
TANKS ON 4 AND 5 WILL CONTACT

THE FUSELAGE AT WING SWEEPS AFT
OF 62 DEGREES.
LOAD FACTORS
-I
60 70 60 90 100
GROSS WEIGHT - ,000 POUNDS
1.0. lF-111 (WA-1 Section V

DATA BASIS: FLIGHT TEST CONFIGURATION
DATE: 31 MAY 1971 I (4) TANKS - 1 EACH ON 2, 3. 6 AND 7
BUFFET WlLL OCCUR ABOVE 0.75 MACH.
II (6) TANKS - 1 EACH ON 2,3, 4. 5, 6 AND 7.
BUFFET WlLL OCCUR ABOVE 0.72 MACH
AIRSPEED
MACH NUMBER
i CAUTION {
--
IF GROUND OPERATION NECESSITATES SWEEP-
ING THE WlNGS PAST 26 DEGREES, TANK-
TO-TANK CONTACT WILL OCCUR AT WING SWEEPS
GREATER THAN 43 DEGREES.
LOAD FACTORS
( CONFIGURATION I ) f WNFIGURATION II )
,,b,../ 4 i _,,
3. .,,:A : ~: , _
g ,, ,, .,: ,~,a ,, ,, ., ,. ,.,,,,, ,_,,.
ig :: ,, ., ,), ,, (1,,.S (,, :
I , ; .: ,: ..: ?;,x21
~ 2- .;,,,,. _ ,j,, .: ,,., ,,,, ,, i ,,,,,~,.~,,,L.,.%
,.,,iL,,L,,&
:, ,,,~ ,! 8. _,
,,,1
P
B (riviwmilcrL MANEUVER) ;; ,I : : j i
:
Y l---f ,, :. v: :,.,:i::
,~ ,, ;
2
2 +: ,.., ,i ; ,, ,, ,,., 8 ,, ,^, ,i..., ,.: ,,a.*_
,. ii :.,. :a*
4 (SVMMETRiCiL MANEUYER) : : I ! ,: :
-I-,,,,, ,. ,
,,~: ,: ,( E
50 6; 7b r;O 9b lb0 ii0 50 60 70 80 90
GROSS WEIGHT-1000 POUNDS GROSS WEIGHT-1000 POUNDS
F000000~F081 A

Section v 1.0. IF-1 I l(B)A-1

(With or Without Nuclear Weapons on Other Stations)
DATE 19 MAY 1972
CONFIGURATION
CONFIGURATION I[ (2) TANKS - 1 EACH ON 2 AND 7 WITH
(4) 8.43. 57, 6, OR SRAM ON 3. 4. 5 AND 6 OR
I (2) TANKS- 1 EACH ON 4 AND 5: OR BUFFET WILL OCCUR ABOVE 0.72 MACH.
(2) TANKS- 1 EACH ON 3 AND 6 WITH OR WITHOUT
(2) R-43. 57 , 61 OR SRAM - 1 EACH ON 4 AN0 5,
m (4) TANKS- 1 EACH ON 2. 3. 6 AND 7 WITH
(2) B-43. 57, 6, OR SRAM - 1 EACH ON 4 AND 5
BUFFET WILL OCCUR ABOVE 0.75 MACH.
AIRSPEED
MACH NUMBER MACH NVMBER

77
IF GROUND OPERATION NECESSITATES

*TANKS ON 4 AND 5 MAY CONTACT THE
SWEEPING THE WINGS PAST 26 DEGREES,
FUSELAGE AT WING SWEEPS AFT OF 62
TANK-TO.TANK. OR TANK-TO-WEAPON CONTACT WILL
DEGREES DURING MANEVVERING FLIGHT.
OCCUR AT WING SWEEPS GREATER THAN 43
DEGREES.
LOAD FACTORS LOAD FACTORS
(CONFIGURATION I AND Ill, (CONFIGURATION II)
I I I I 1
so 60 70 80 90 1cQ
GROSS WEIGHT - ,000 POUNDS GROSS WEIGHT - ,000 POUNDS
Fclmmx-F082G
Figure S-15.
5-24
1.0. 1 F-l 11 (WA-1 Section V
Release Limits - Tanks

(With or Without Nuclear Weapons on Other Stations)
DATE: 19 MAY 1972
CONFIGURATION
I (6) TANKS- 1 EACH ON 2. 3, 4. 5. 6 AND 7
II (4) TANKS - 1 EACH ON 3. 4. 5, AND 6.
ll, (4) TANKS- 1 EACH ON 2. 3. 6 AND 7.
TANKS ONLY
MACH NUMBER
CONFIGURATION
r (2) TANKS - i EACH ON 3 AND 6. CONFIGURATION
I[ (2) TANKS- 1 EACH ON 4 AND 5; OR (2) TANKS - 1 EACH ON 3 AND 6 WITH
(2) TANKS - 1 EACH ON 2 AND 7 WITH (2) B-43, 67, 6, OR SRAM - 1 EACH ON 4 AND 6
(4) B-43. 57 , 6, OR SRAM ON 3. 4. 5 AND 6 OR
(4) TANKS - 1 EACH ON 2. 3, 6. AND 7 WITH
(2) B-43, 57, 6, OR.SRAM - 1 EACH ON 4 AND 5
TANKS OR TANKS WITH NUCLEAR WEAPONS
MAC NUMBER MACH NUMBER
Figure S-16.
5.25
~,. ._ ..- ,.,.

-I .._...,..__~._..,,.,_,
_I. __
Sectionv T.O. lF-lll(B)A-l
Carriage Limits - M417Af or

CBU-525/B
DATA BASIS: FLIGHT TES?
DATE: 19 MAY 1972
CONFIGURATION: CONFIGURATION:
6 EACH ON 3, 4. 5 AND 6. OR 6 EACH ON 4 AND 5, OR
6 EACH ON 3 AND 6 AND 4 EACH ON 4 AND 6.
4 EACH ON 4 AND 5.
AIRSPEED
2
MACH NUMBER MACH NUMBER
LOAD FACTOR
E.0 ;0 60 40 100r 110

Figure 5-l 7.
5-26
T.O. lF-111 @)A-1 Section V
Release and Jettison Limits - M417Al

CONFIGURATION:
6 EACH ON 3 AND 6 AND 4 EACH ON 4 AND 6 (SLANT) OR
4 E,ACH ON 4 AND 5 (SLANT), W PYLONS ON 3 AND 6.
NOTE: FOR THE 4 WEAPONS PER BR LOADING THE WEAPONS MUST

BE LOADED ONLY ON THE BRU CENTERLINE AND OUTBOARD
SHOULDER POSITIONS.
RELEASE ENVI
I: ,,il! ,;:.:s: ;I
I I
0 0.4 0.8 1.2 1.6 2.0
MACH NUMBER
RELEASE LIMITATIONS
~~~
0 DEGREES TO 16 DEGREES
f6 DEGREES
ROLL RATE ZERO
+0.6 TO +2.0
M-1173 MUST HAVE MALI-IOSA,B FIN ASSEMBLY.
. THE RELEASE MODE FOR WEAPONS ON STATIONS 3. 4, 6 AND 6 ARE: OUTBOARD

TO INBOARD ONLY. TRAIN- FROM PAIRS OF PYLONS.
EMERGENCY JETTISON LIMITS:

l WING SWEEP - NOT TO EXCEED 26 DEGREES
l ALTITUDE - 10,OOO FEET OR BELOW.
l AIRSPEED - NOT TO EXCEED 250 KIAS.
. FLAPS/SLATS - EXTENDED OR RETRACTED.
FOR EMERGENCY JETTISON PROCEDURES

REFER TO APPLICABLE WEAPON DELIVERY MANUAL.
Release and Jettison Limits - M417Al

and CBU-SZB/B
CONFIGURATION:
6 EACH ON 3. 4, 5 AND 6 OR
6 EACH ON 4 AND 5 WITH EMPTY PYLONS AT 3 AND 6
RELEASE ENVELOPE
0.4 0.8 1.2 1.6 2.0

MACH NUMBER
RELEASE LIMITATIONS
PARAMETERS M-l ,7A, AND CBU-S2B,B
SPEED BRAKE RETRACTED
WING SWEEP 25 DEGREES
ALTITUDE- FEET 0 TO 25,000
DIVE ANGLE 0 DEGREES TO IS DEGREES
CLIMB ANGLE 0 DEGREES TO 15 DEGREES
ROLL ANGLE fS DEGREES
ROLL RATE ZERO
NORMAL G +o.* TO +2.0
M-117s MUST HAVE MAU-103A/B FIN ASSEMBLY
. THE RELEASE MODE FOR WEAPONS ON STATIONS 3, 4. S AND 6 ARE: OUTBOARD

TO INBOARD ONLY. TRAIN - FROM PAIRS OF PYLONS.
EMERGENCY JETTISON LIMITS:

0 WING SWEEP - NOT TO EXCEED 26 DEGREES
l ALTITUDE - IO,@,,, FEET OR BELOW.
. AIRSPEED - NOT TO EXCEED 250 KIAS.
. FLAPS/SLATS - EXTENDED OR RETRACTED.
FOR EMERGENCY JETTISON PROCEDURES

REFER TO APPLICABLE WEAPON DELIVERY MANUAL. F0000000-F052A
S-26 This is the last page of Section V:

T.O. 1 F-l 11 (WA-1 Section VI
Flight Characteristics
FL/G47CHARAC7ERISIICS
variable weep concept has not resulted in unusual

lhe airspeed indicated on the airspeed math flight characteristics. The main features of the flight
control system (self adaptive gain changing and com-
indicator has been calibrated for pitot-swtic
mand augmentarion) significantly minimizes variations
system errors by the CADC and therefore is
actually KCAS (knots calibrated airspeed). in stability and control characteristics over the large
However. this air sped is referred to as KIAS math-altitude oleraing spectrum of the aircraft. The
low frictiorl ami breakout forces associated with the
(knots indicated airspwd) rhroughout this
flight control system enhance case of handling and
manual since it is rmd directlv from the
maneuverabiliry. Wing sweep rransition will noi iv
lClSUUlCI
rellected to the pilot in the form of a trim change dw
to the series trim feature of the flight control system
TABLE OF CONTENTS. which acts as an automatic trim system. At a fixed
PU<Y" math-altitude condition, wing sweep transition will he
noticed only by the increase in aircraft angle-of-attack
Introducrion 6-l
and attitude for an aft movement of the wing. For a
Flight Control System G-1 forward movemenr of the wing, a decrease in angle-of-
Definition of Longitudinal Reference Angles 6-l xttack and attitude will occur.
Level Flight Characteristics G-2
Maneuvering Flight Characteristics 6-3
FLIGHT CONTROL SYSTEM.
Flight With Dampers Off h-8
Minimum Airspeeds 6.10 For a detailed description of the flight control system
Low Speed Flight-Flaps/Slats Retracted 6.15 refer to Flight Control System. Section 1.
Recovery from Unusual Attitudes 6.15
Stall/Loss of Control Characteristics 6.16 DEFINITION OF LONGITUDINAL
Flight With External Stores~ 6-20 REFERENCE ANGLES.
Flight With Speed Brake Extended 6.21 An illustration describing flight path angle, pitch
Determination of Aft Allowable angle, angle of incidence, angle-of-attack and relative
Center-of-Gravity Posit,ion 6.21 wind is preented in hgure 6-l.
Center-of-Gravity Envelope 6.23
Wing Sweep Position for Landing 6.23
ANGLE-OF-ATTACK.
Center-of-Gravity Considerations 6.28
Center-of-Gravity Computation 6.28 The angle-of-attack indication system provides an in-
6.32 dication of the angular position of the wing chord in
Engine Stall Characteristics
relation to the aircraft flight pxh. Angle-of-attack is
of primary importance since, for a given aircraft
INTRODUCTION. weight and airpeed, sufficient lift can be generated
IO maintain one g Right only at a particular angle-
The information presented in this section reflects the of-attack. That is, lift is a function of airspeed and
expected flight characteristics with and without the angle-of-attack. Thus, at one g flight if airspeed is
basic 600 gallon rank and weapon loadings. Flight held constant, angle-of-attack will remain constxn~. I1
characteristics with external store loadings are based airspeed decreases, angle-of-attack must increase if one
primarily on estimations supplemented where possible g flight is to be maintained. Conversely, if airspeed
by limited flight test experience. Derailed stability and increases. angle-of-attack must decrease to msintaix;
control flight testing with the basic external store one g flight. This direct relationship of angle-of-
loadings has not yet been completed. Utilization of the attack and airspeed with iift allows angle-of-attack to
6-l
Section VI T.O. IF-II l(6)A-l
Longitudinal Reference Angles
be used in place of airspeed. Angle-of-attack can be than 250 KIAS but less than murh 0.80) a~ wing
held consmnf and calibrated airspeed will remain rel- sweeps aft of .i5 degrees are nof recommended due to
atively constant varying in proportion CO gross weighr the fact chat the spoilers are locked out afr of this wing
but remaining essentially independent of altitude. sweep. With the spoilers locked out, roll conrrol is
Further. rate of desccnr or climb can be controlled by significantly reduce? and, therefore. aircraft roll per-
power changes and airspeed will remain consmnt xs formance is reduced. If High1 is required at wing
long as angle-of-attack remains constant. During mrr- sweeps aft of ,45 degrees, uxxwrdinated rolling ma-
mal landings, rhe recommended approach is 10.0 de- neuters should not exceed 60 degrees of bank aml
grces angle-of-attack regardless of gross weight. The ~oordinatcd rolls should not exceed ihO degrees of roll
angle-of-attack indexer is programmed so char rhe one (at maximum roll rare) fo prevent excesSive sideslip
speed symbol is lighted in the range o! !I) dcgrws angles from being developed. Excessive sideslip angles
(~ 1.0). tend Co redwe the aircraft roll performance and may in
some .S60 dcc:ree rolls reduce rhe rot! rate fo values
which may q)pea LO the pilot as if the aircraft has
LEVEL FLIGHT CHARACTERISTICS. ceased rolling. Hnwcver. all other characteristics ot the
aircraft are considorcd goud ar the nfr sweep anglqs.
Refer to Section II for discussion of takeoff and land- lhc angle-of-attack limits presented in Section V
ing characteristics. shoukl non he exceeded in tither I g or maneuvering
flight. Based upon these angle-of-attack limits, recom-
SUBSONIC FLIGHT. mended minimum Hying speeds for I g and limited
maneuvering flight are presented for nominal center-
Operation of the aircraft at subsonic speeds up to math of-gravity positions associared with auror:latic flcel
0.X0 should normally be accomplished with a wing sequence. (See Minimum Recommended Flying
sweep of 26 co 50 degrees. Generally, response and Speeds this section.) The minimum recommended Ay-
damping about all axes in this speed range is consid- ~ng speeds will varS, ;I:: much ias one knot from &se
ered excellent based on flight experience to date. Roll- values for each one percent MAC center-of-gravin,
ing maneuwrs in the subsonic region (airspeeds greater duvixtion from the quoted v~!urs. lhese :nini~iu :~
6-2
1.0. 1 F-l 11 WA-1 Section VI
recommended flying speeds are for operational plan- t ohtai increased drag. This allows the pilot to
ning purposes only. and the angle-of-attack limits pre- either pull power back to aid deceleration or maintain
senred in Section V should or be exceeded in either I pmver for more rapid acceleration should the need
g or maneuvering flight. arise. During wing sweeping and ensuing deceleration
or acceleration, aircraft trim changes will he small and
will appear to the pilot principally as attitude changes.
Shroughuut the sulxrwnic flight spectrum covered t
piGiG- date, respw~se and danxping characteristics have bee
gwd
Under no circumstances should the angle-of-

;attack limits he exceeded. Possible inadvert- CAUTION
izIxI2
et stall and post.stalI gyrations could result
from csceeding these limits. As the wings arc swept forward, exercise cau-
tion to avoid exceeding the speed limitations
or cornputt MSMA indications which apply
TRANSONIC FLIGHT. to the fwwnrd wing sweep positions, espe-
cially wing sweep angles less than 50 degrees.
Kefcr to Airspeed Limitations arid Srwcs
Limitations, Secti V.
MANEUVERING FLIGHT CHARACTERISTICS.
LONGITUDINAL FLIGHT.
Wing sweep angles for maneuvering flight are com-

patihle with those previously described for level flight
ch;rr;tcteriscics. During Right with the slats and flaps
extended, Iongitudi;tl wneuvering should not Ix
2l10wed to exceed 11 angle-of-nrtack of 14 degrets to
Preclude the entrance ttj a stall. The stall warning sys-
ret will actiwte zxt a angle-of-attack f I,i degrees.
During flight with the slats and Haps retracted. to
Preclude entrtmce to a stall, lor~gitudinel raneuvering
should t he ztll~rwed TV exceed the a&4-t,treck
limits i Secti<, V.
If ;airspuul decreases during maneuvering

flight, the cwnmand augmentation feature of
the Right control system can prnduce a in-
crease in angle-of-attack without additional
SUPERSONIC FLIGHT.
hack stick input by the pilot. Atlgle-of-attack
Flight in the suPersoic Right spectrum (math I.10 lust therefore lx monitored and c~~ntrollcd
and above) should nortnally he wxomplished with the while maneuvering to insure that the limits
wings fu1ly swept. Stme external store loadings 1x6 are Of eucceded.
cltade full aft sweep and as such are limited 1. 5~i de-
grees. Flight can he performed in the supersonic speed
range with wing sweep angles as low, as 50 degrees; During pullups or turns at high speed with slats and
howewr. such sweep angles are detrimental t opti- flaps retr~ted. the stick force Per g: is relatively
mu~ perform;~nc~. I)eceler;irio at supersonic speeds indqxendeot f wing sweep and altitude. A mild \ar.
GM he greatly enhanced hy sweeping the wine forward iation with m;tch number, however, does exist. Stick
Section VI 1.0. IF-lIl(B)A-l
deflection pet g also exhibits the same basic charac- is not and should not be interpreted as a flight limita-
teristics. During supersonic flight at altitudes above tion from either structural or operational standpoint.
30,000 feet with aft wing sweeps, full back longitu- Onset is merely an initial feel of buffet and does not
dinal control maneuvers can result in some stick talk- define allowable or bearable intensity which must be
back being detected. This characteristic is a result of determined, by pilot comfort or other considerations.
the pitch damper and mechanical input attaining full In the lower wing sweep angles (26) the intensity
increases quite rapidly as load factor or angle-of-attack
noseup surface authority. Excessive rate of longitudi-
passes buffet onset conditions, while in the 72.5 degree
nal control application will make this characteristic
wing sweep position there is a much slower intensity
more apparent; therefore, smooth application of con- rise with increasing load factor and the intensity gen-
trol is recommended. Loss of pitch damping in one erally does not exceed light buffet (-to.10 g to 0.15
direction will result but may be restored by relieving g) at any angle-of-attack up to approximately 20
the back pressure being held. This same characteristic degrees. Since the altitudes at which buffet occurs ate
is exhibited at negative load factors for the aft sweep above those for optimum cruise conditions they should
throughout its operational flight envelope. he avoided for normal cruise operation. Figure 6-2
presents the angle-of-attack for buffet onset determined
BUFFET. from flight test data for the clean configuration. These
boundaries are based on -to.05 g buffet intensity.
Aerodynamic buffet of the airframe is caused by the
oscillatory separation and reattachment of the air- WING SWEEP-MANEUVERABILITY EFFECTS.
flow over some portion of the aircraft surface, usually
the wing. The separated flow may be due to ordinary Instantaneous longitudinal maneuver capability for
stalling over local areas or may he induced by a shock wing sweeps of 26, 54, and 72.5 degrees, clean contig-
wave caused by local flow reaching sonic velocity. uration, and with or without external stores or tanks is
Buffet onset is encountered at moderate to high alti- presented in figure 6.3. For sustained maneuver load
tudes in the subsonic to low supersonic speed region. factors, refer to Appendix 1. Two typical gross weighs
This onset is dependent on flight condition and varies arc shown: 70,000 and )O,OOQ pounds. The maneuver
with wing sweep. The data presented herein relative capability is based on: an angle-of-attack of 15 degrees
to buffet define the onset (kO.05 g) only. This onset for a wing sweep of 26 degrees and an angle-of-attack
Angle-Of-Attack For Buffet Onset

DATA BASIS: FLIGHT TEST CONFIGURATION:
FVEL GRADE: JP-4
DATE: 19 MAY ,972 GEAR AND FLAPS UP ENGINES: TF30.P.7
Figure 6-2.
6-4
Longitudinal Maneuver Capability
CONFIGURATION:
DATA BASIS: ESTIMATED WlNG SWEEP-26 DEGREES
DATE: 1 AUGUST 1969 GEAR AND FLAP6 UP
WITH OP. WITHOUT 6-43
WEAPONS AND 600 GAlLON
TANKS
MACH NUMBER
L_ .~ _.,_ : ,,, c
f
dkdSi WEIGKT - G6.GOO?iiiiiiOS ,,
- 1G CEGRESS ANGLE-OF-AlTACK i :,,
--- too.0 I EA BUFFET
3 ,., I, 1~ .,, , ,,,, ,, ,., ,~,, ,~~, ,., ,,,,,, ,. : ,,.,,,, ,, ,,,,,
~1 ,~

6-5
----- ____- --..~ .,--

Section VI 1.0. 1 F-l 11 (WA-1

DATE: 1 AUGUST 1969 CONFIGURATION:
WING SWEEP - 54 DEGREES
GEAR AND FLAPS UP
WlTH OR WITHOUT E-43 WEAPONS
AND 500 GALLON TANKS
6RCS WEISHl - uwl PouYos~,

-18 DiREIS 4 AK
AW LE-OF-ATTACK
.---rO;JI~ HEAVY BUffIt
4c
26
MACH NUMBER
SC
0 / / / / I
0.1 0.2 0.3 0.4 0.5 0.8 0.7 0.B 0.8 1.0 1.1 1.2
MACH NUMBER
Figure 6-3. @heat 21

X.0. 1 F-l 11 (WA-1 Section VI

DATE: I AUGUST 1969
; 0K0as WEIEIIT - m.om POUKDS

- 10 OEOKEB AWBLE-OF.AFTACK
_-- ~YAKIYN ll?AlZOKTAL TAIL DLFUCIIOK
0.2 a.4 6.6 04 1.0 1.2 I.4 1.6 11 2.0 2.2
MACH NUMBER
MACH NUMBER Fwowoo-Fwo

Section VI 1.0. IF-1 ll(B)A-1
of I8 degrees for wing sweeps of i~i ;and 72.5 dicgtccs; yaw channels is extremely remote. Basic redundancy,
heavy buffet (~~-0.5 g); and maximum longitudinal failure monitoring, and self-test of the system enhance
~onfrol deflection. The heavy huffct line is prcdic;~ted the full time operation of the system. In the event of a
on cxtremrly limited flight test di~tit. flight control system mnlfunction necessitating turning
the pitch, yaw, or roll damper off in flight, thr aircraft
speed sboukl he reduced to the applicnble ;~ugmenta-
tion off operating limit in Section V awl thr ;~Hected
damper turned off. Transonic dccel~ration should be
conducted as rapidly as possible ~mdcr VFK conditions
if practicable. The speed hrakc should not he used
Flight into heavy buffet is ptohihitcd. during tranwnic deceleration and no attempt should
be made to reduce any associated small lateral-direc-
tionel oscillations. Continuing flight should he ac~om-
plished with a wing sweep of 26 degrees ohserving the
In the math 0.80 to 1.10 range in maneuvering Right.
angment:xion off operating limitations for this sweep
it wing sweep of 54 dcgrces is rccommcndcd to obtain
and landing shm~ld Ix eccomplished as soon as prac-
the best overall buffet fret maneuvering margin. ~igurc
tical.
6-.f presents, at :I typical high subsonic speed (mnch
0.X0), the angle-of-attack wrsus wing sweep required
to develop various load factors at sea level and 27,500
feet for a high gtoss weight. It should hr noted that
at the forward wing sweep of 26 degrees, buffet onset
occurs at a relatively low angle-of-attack. As the wing
is swept ;aft. the buffet oosct margin improves until the I)uring flight with pitch, yaw, or roll damper
wing is at 5-i degrees. Aft of this sweep rhc buffer on- off, large and/or abrupt stick and/or rudder
set mar@ docs oat increase. inputs should bc avoided in the damper off
axis. Lateral m~ocu~ers should be limited to
60 degree bank angle.
ROLLING FLIGHT.
Clean configursrion roll rates up to about I60 degrees The following discussion is presented to point out
per second may he attained with lateral stick forces those pertinent characteristics of the aircraft that the
of fifteen pounds. Normal rolling performance below pilot should know.
math 0.X0 decreases significantly when the wings are
swept aft of -ii degrees because the spoilers become
SLATS AND FLAPS EXTENDED.
inoperative. In addition. considerable adverse yaw oc-
curs during low subsonic speed rolling maneuvers. Loss of the pitch damper will result in degraded
especially when rolls through large hank angle changes damping characteristics, as a result, airspeed control on
at high rates arc accomplished. This is partirularly final approach will become more difficult and increased
;~pparent when the flaps arc extended and/or the air- pilot attention to maintaining angle-of-attack will be
craft is operating at relatively high angles-of-attack required. Reduced speed stability will be noticed by
(:ahovc 10 degrees). This yawing characteristic is man-
the pilot with attendant lower maoeuver force gta-
ifested by the aircraft nose moving in L direction dients. Loss of the yaw damper will result in degraded
opposite IO the roll. damping characteristics and loss of the adverse yaw
compensation. As a result, excessively I;qe sideslip
angles an be developed during abrupt latersi inputs.
Such inputs should he avoided. Loss of roll damper
will result in degraded roll damping which is not
considered serious. Loss ot roll trim will also occur
hut can he compensated tor by trimming the aircraft
with the rudder.
At high speeds during maximum rolling ma-
neuvers, abrupt forward stick motion should
not he made to preclude rapid buildup in roll NOifS
rate due f roll/yaw coupling.
io the even: the pitch damper or yaw dzmp-
cr is off at landing, perform a straight-in
approach at an angle-of-attack of 10 degrees.
FLIGHT WITH DAMPERS OFF. Avoid ahrrqlt lon);:;udioal anti /or larerai con-
trol ioput~s. :ippr:,ocl,~s smith $I:: pitch damp-
TIE probability of flight without the basic stability ur off will require inrrea.ced pilot attention
augmentation systems in either of the pitch, roll, or CO airspeed and ;~ng!~-~~f-i~t:i:rk .,-ontrol.
6-a
X.0. 1 F-l 11 WA-1 Section VI
Wing Sweep Maneuverability Effects

CONFIGURATION:
OATA BASIS: ESTIMATED NO EXTERNAL STORES GEAR AND FLAPS UP
DATE: 1 AUGUST ,959 MACH-O.80 SLATS RETRACTED
4a 6u la
WING SWEEP-DEGREES I
Figure 6-4.
6-v
Section VI 1.0. lF-11 l(B)A-1
SLATS AND FLAPS RETRACTED. minimum airspeeds ace representative of normal fuel
sequencing within the gross weight range.
Loss of the pitch damper will result in degraded
damping characteristic-s as well as the loss of the
command augmentation system. Much larger varia- NOi.
tions in stick force per g will be reflected co the
pilot. Flight in given portions of the operating spec- At center-of-gravity positions forward of 41
trum is restricted doe co low stick force per g (less percent with no external scores or forward of
than 3 pounds per g). With the combination of low 39 percent with external scores and 26 degrees
damping, stick force per g and short period oscilla- wing sweep, sufficient elevator may not be
tion characteristics, the pilot may he susceptible co available co arrest sink rate due to longitudi-
pilot induced oscillations. Loss of the yaw damper will nal control power limiting.
result in low Dutch roll damping. This is most
pronounced at high supersooic speeds above math 1.50.
Roll inputs should he minimized co preclude excite- SLATS AND FLAPS RETRACTED.
ment of the Dutch roll mode. Attempts co damp the
Dutch roll mode through pilot rudder inputs should For the aircraft with the slats and flaps retracted, the
be minimized co prevent getting in-phase with the minimum airspeed is based on a wing angle-of-attack
oscillations and causing the aircraft to enter a sustained of 15 degrees for wing sweeps of I6 through 49 degrees
oscillation. Loss of the roll damper will result in and a wing angle-of-attack of IX degrees with wing
degraded damping as well as loss of the command aug- sweeps of 50 through 72.5 degrees. Figure h-5 also pre-
mentation and roll trim systems. Roll inputs with aft sents these speeds for I g flight and 2 g flight (60
wing sweeps at supersonic speeds should be minimized. degrees hank). These speeds are based on center-of-
Basic aircraft roll damping can be augmented by gravity positions representative of normal fuel se-
sweeping the wings forward co 50 degrees at super- qwmcing.
sonic speeds. Roll trim can he accomplished by using
rudder trim.
THRUST REQUIREMENTS.
Particular attention co thrust requirements versus air-

MINIMUM AIRSPEEDS. speed is essential in this aircraft because of its variable
sweep wing, sharp dreg rise at high angles-of-attack
(typical of aircraft with high wing loading), relatively
,,..,.,I slow thrust buildup during
because of the oacuce of the flight
engine acceleration,
control
and
system.
Figure 6-6 shows how thrust required and thrust avail-
able change at different airspeeds for a typical wing
. Under no circumstances should the angle-of- sweep and gross weight with Raps and slats retracted.
attack limits or stall warninr . activation be Thrust required can be defined as the amount of thrust
exceeded. Possible inadvertent stall and posc- needed co sustain present airspeed, altitude and g.
stall gyrations will result from exceeding The pilot must he aware of the rapid drag rise, or
these limits. increase in thrust requirement that exists at higher
angles-of-attack. This drag rise (the steep slope in the
Minimum airspeeds shown in figure 6-5, sheets
left side of the thrust required curve) which occurs
1 and 2, are presented co show the lowest air-
over a small range of airspeeds, can lead co loss of
speeds that may be obtained within the cur-
control unless it is recognized and corrected.
rent angle-of-attack limits and do not reflect
thrust available. In most cases the drag at this The thrust required curve has been drawn as a heavy
minimum airspeed approaches or exceeds
line co the left of the lowest point and a light line co
thrust available. Rapid decreases in speed and
the right of the lowest point. These two parts of the
increases in angle-of-attack can result in high thrust required curve will be considered separately,
sink rates and/or loss of control. because the aircraft behaves differently on each pact.
The heavy-lined portion is known as the backside of
SLATS AND FLAPS EXTENDED. the thrust required curve and the light portion as
the frontside of the curve. Changes in thrust, g,
For the aircraft with the slats and flaps extended, the airspeed. gross weight and configucation significantly
minimum airspeed is based on a wing angle-of-attack affect the flying qualities of the F-111, especially at
of 14 degrees. Figure 6-5 presents these speeds for I p high angles-of-attack. Each of these changes will be
flight aod for a bank angle of 30 degrees. The indicated discussed separately.
T.O. IF-1 1 l(B)A-I Section \I?
Minimum Airspeeds
DATA BASIS: FLIGHT TEST FUEL GRADE: JPJ
CONFIGURATION: ENGINES: TFJO-P-7
DATE: 19 MAY 1972
WlTH OR WITHOUT WEAPONS AN0 600
GALLON TANKS ON STATIONS 2. 3, 4. 5, 6 AND 7
GEAR AND FLAPS DOWN
SLATS EXTENDED
WEAPONS BAY EMPTY
NORMAL FUEL DISTRIBUTION
GROSS WEIGHT - 10G0 POUNDS
GROSS WEIGHT - IGGG POU)(Ds

section VI T.O. IF-1 1 I(6)A-I
Minimum Airspeeds
CONFIGURATION:
DATA BASIS: ESTIMATED GEAR UP AND FLAPS UP WITH OR WITHOUT WEAPONS
DATE: 19 MAY 1972 SLATS RETRACTED AND MH) GALLON TANKS
ON STATIONS 3. 4, 5 AND 6
WEAPONS BAY EMPTY
260
240
200
160
,, .) ,_,, ,,>L&. ,,.;,;

,: ~ : -. ); :;.+
I 20 I
60 70 60 90 100 110 120
GROSS WEIGHT - ,000 POUNDS
381
WING SWEEP
344 , y2>/4~
300
260
220
I6E
60 70 GO 90 100 110
GROSS WEIGHT - ,000 POUNDS Fwwooo~Fo74 B
Figure 6-S. (Sheet 21

1.0. 1 F-l 11 (alA- Section VI
Flight Chcaracteristics
Effect of Thrust Changes. craft, particular attention must be paid to angle of

attack in order m avoid inadvertent flight on the
Most of the time, aircraft are flown on the frontside of backside of the curve.
the curve where it takes more thrust co fly faster and
less to fly slower. When thrust reductions are made on
the frontside of the curve, the aircraft slowr: down Effect of Flops and Slats.
until it reaches a new stabilized speed at which! thrust
required equals the new thrust selected. On the back- Figure 6-6 shows three thrust required cwves. Curve A
side of the curve, however, this is not true. Thrust is for the aircraft with flaps and slats retracted, Curve
reductions on the backside of the curve are divergent; B is for the aircraft with Aaps and slats extended, and
that is, once thrust is r4uced, speed will begin to Curve C is for the aircraft with slats only extended.
reduce and, unless a correction is made, never stabilize Note that the slope of the backside of the curve is
at a lower speed. l-he reason may be seen in tig~xe h-6. more gradual with flaps and slats extended or with
Choose a point on the backside of the curve, and slats only extended, hence, drag and angle-of-artack
imagine the aircraft Hying there in I g stabilized buildup will be easier to detect and control.
conditions. If thrust is now reduced slightly, ,the air-
Figure h-h also shows that if extension of Aaps and
craft will begin to slow down. but at the slower speed
slats is delayed during decelerating flight, the clean
even more thrust is required, so ir SIWJS down even
aircraft will reach the steep backside of the power
faster. The aircraft will continue to decelerate until
curve at a much higher airspeed than it would if Asps
c~,ntrol is lost, or until a correction is made.
and slats were extended.
Effect of Speed Changes.
A similar result can also be produced by a dwrease in

(,..,,I
speed at constant thrust. If, for example, speed falls
off slightly due to atmospheric disturbances (gust, tur-
bulence, etc.) during flight on the frontside of the
curve. airspeed will eventually rebuild and stabilize at lt is most important to remember that any
its initial value. On the backside of the curve, thrust delay in selection of Aaps and slats can he
will be insufficient at the lower speed, and speed will critical during decelerating Right.
continue to decrease until ;t correction is made or
control is lost.
Effect of Wing Sweep.
Effect of 9. Figure h-6 shows thrust required curves for 16, 26, 35,
50, and 72.5 degrees wing sweep. Note that although
An understanding of the effect of g on thrust re- the slope is more gradual at wing sweeps aft of 35.
quired may be obtained by referring to figure 6-6 rhe backside of the thrust required curve extends to
and considering the following example. Curve A is much higher airspeeds. An important effect of wing
for I g and Curve B is for I.5 g flight. sweep is that if wings are inadvertently left aft of 26
degrees, Raps and slats cannot be extended. This may
Pick a point on Curve A and assume that the aircraft
place the aircraft ar a critical airspeed in the clean
is flying there in I g level flight. Now assume that
conliguration, and unless immediate corrections are
the aircraft rolls into a level 1.5 g turn: the thrust
made, thrust required may excc4 thrust available.
required is now determined by projecting vertically
upward to Curve B. At lower airspeeds, the increase in
thrust requirements can be very large (as shown by Flight Control System Effects.
the longer arrows on the left side of the charr). Also,
at any speed, increasing the g load can place the In most aircraft, deceleration at constant g requires
aircraft on the backside of the curve. At higher air- either nose-up trim or back pressure on the stick. This
speeds. higher g Irx~ds are necessary to place the trim change or stick force change is an indication to
zaircraft on the backside of the curve, but it is still rhe pilot that speed has been lost. In this aircraft
possible. during decelerating flight at constant g, command
augmentation will produce additional elevator detlec-
Effect of Gross Weight. tion with no pilot input. As a result, in this aircraft,
stick force and trim change are not available to tell
The effect of gross weight npon thrust requirements is the pilot that speed is being lost. The pilot must refer
similar to the effect of g, in that pulling 2 g is the to his flight instruments, particularly during decelerat-
mmc as doubling the weight of the aircraft. For a ing Aight at lower airspeeds, and must control angle-
heavier aircraft, the backside of the curve extends to a of-attack to avoid inadvertent Right on the backside of
higher airspeed; therefore, when flying a heavy air- the curve.
6-13
Section VI 1.0. 1 F-l 11 (B)A-1
Flight Chcwocteristics
Thrust Versus Airspeed
THRUST REQUIRED EFFECT OF g
AIRSPEED AIRSPEED
EFFECT OF WING SWEEP EFFECT OF FLAPS AND SLATS
1
AIRSPEED AIRSPEED
Figure 6-6.
6-14
T.O. 1 F-l 11 (BbA-1 Section VI
Corrections. Maximum afterburner thrust may nor be attainable

hefore thrust requirements have reached and exceeded
There are four types of corrections that can be made that thrust level (a loss of only 3 to 8 knots is sufficient
to prevent loss of speed due to insuflicicnr thrust on to cause angle-of-attack to exceed 22 degrees), resulting
the backside of the curve: in a rapid (2-3 seconds) and uncontrollable decelera.
I. Incrcasc thrust. tion into a stall, resulting in a possible post-stall
2. Keducc g. gyration or spin. Rapid rotation to a nosedown attitude
can halt this deceleration, hut will he extremely dan-
i. Lower the nose to trade altitude for airspee,d.
gerous at Imv altirude. It is imperative that the
-i. Ch;mpe cfigLlrti.
recumrnended no Rap-slat angle-of-nttack for landing
approach not be exceeded (I I degrees for wing sweeps
16-45 degrees and I2 degrees for wing sweeps greater
than 45 degrees). Maneuvering at angle-of-attack in
excess of 10 should lx woided.
RECOVERY FROM UNUSUAL ATTITUDES.
lltlusuel attitudes are considered to he those situations

in which the pilot realizes that the aircraft is in an
;~ttirurle/airspeed condition that: he feels should hc
corrected so as to avoid even more unusual conrlirior~s
from developing. In situiitions such as this, if is impor-
tant that the corrective action which is taken not rend
.. to aggravaw the situation. For example, if in a nose.
high attitude, airspeed is nhserved to he IDW, lateral
LOW SPEED FLIGHT-FLAPS/SLATS control inputs should Ix minimized to avoid the possi-
hility of spin entry. lhercfore. airspeed is considered
RETRACTED.
to Ix it primary factor in determining the proper cm-
rwci~r action to he taken. lhc following general wch-
Low speed flight with flqx and slats rerract:ed in- niqws arc recommended for LISC in recovery from
volvcs a critical angle-of-attack hoildup problem.
w~~sui~l xttitudcs.
In I g flight, wings level, I I degrees im.licatcd
angle-of-ztttxck can he maintained with moderate pow-
er requirements at 26 degree wing sweep (True angle-
LOW AIRSPEED (BELOW 250 KIAS) - NOSE
of.atreck in this speed range may he 51s much as 1.7 HIGH OR LOW.
degrees greater than indicated). Actual xngle-of-attack
errrS iare ilS folllnvs: * (Zenter the stick laterally and neutralize the rudder.
Mach Angle-of-Attack Error IDejqees) * Posh forwrd ,,n the stick to reduce angle-of-attack.
Flaps Up Flaps lhvn Attain zero gs if altitude permits.
Less than 0.30 + 1.7 0 * Adwnce throttles to MIL or beyond if necessary to
0.4 + :i -1.3 obtain an increasing airspeed.
O.-i5 f I.25 0 -1.7
* Lwel the wings when angle-of-attack is below Ii
degrees and airspeed is incieasing above 250 KIAS.
Note
. Cwnpletc the recowry to normal conditions.
Add error to indicated angle-of-attack to oh-
tain trw angle-of-attack. fnterpulate hetwcen
math numbers. HIGH AIRSPEED (250 KIAS OR GREATER) -
NOSE HIGH.
. Ilstahlish a hank angle of n~~>r<n+marely 80 deprees

A turn requiring a 30 degree hank will incrcaw indi-
keeping the hxll centered with rudder.
cated angle-of-attack to 15 degrees or greater and re-
quirc military thrust to maintain speed. An:? dela) * Reduce gs to ;Ihouc zero.
in applying power. or additional flight path distur- * LJse throttles to maintain a safe speed.
hance (gusts, additional hank angle, etc.) may result
* When airspeed hegins to increase. level the wings.
in the loss of scveml knots airspwd, and full military
thrust will not he sufficient to maintain level flight. * C:omplute the recovery to normal conditions.
6-15
Section VI 1.0. 1 F-l 11 @)A-I
T.O. I F-l 11 (B)A-1 Section VI
DEPARTURE FROM CONTROLLED FLIGHT.
i-izzl
CAUTION
Departure from controlled flight
post-stall flight regime which precipitates
is the cvcnt in the
entry info zs
. There is no sudden loss of lift (g break)
or change in stick force or position associated post-stall gyration or spin. Departure is the brief air-
with aircraft stall. Pre-stall buffer may exist. craft motion which constitutes a transition from it
hut it is nor a dependable stall warning since cootrollahle flight condition to complete loss-of-con-
it varies for different configurations and its trol. Departure is evidenced hy a yaw divergence (nose
intensity may remain constant with iocreits- slice) followed by an initial rolling motion in the
ing angle-of-attack. Buffet is very light and direction of the yaw. After departure, the motion may
may not he noticed :tt aft wing sweeps. continue in a rolling fashion for several rolls (proh-
ably the most prevalent form of post-stall gyration) or
. If the stall is approached rapidly. the natur;ll the aircraft may directly cnrcr a spin. The most pre-
aerodynamic cues will he effectively non- dominant indication of departure is a yaw acceleration.
existent. During herd maneuvering. angle- At low ;tirspceds, the departure will he smooth and
of-attack must he monitored and the artihcial fairly slow. For high airspeed entries, the departure
stall warning must he heeded. could be more rapid.
l During maneuvering flight at high angles of
attack within limits. large or abrupt control
inputs should he avoided as they may cause p&z-,..,.,
unintcnrionnl angle-of-attack and sideslip cx-
cursions and contrihure to loss of control.
The critical and immediate action which
n all cases and in all cottfigurations, the immediate must he taken when the pilot realizes that the
ction which must he taken upon recognition of im- aircraft has departed controlled flight is to
bending departure is to unload the aircraft and reduce reduce angle-of-attack. The out-of-control rc-
ogle-of-attack. Sufficient elevator power is available covcry procedures must he given time to he
t all wing sweeps to effect recovery right up to the effective. Maintain these controls until type
winr of departure. There should he no effort made to of maneover is identified.
ounrcr uncommanded toll or yaw motions with roll
ontrol or rudder as these inputs may aggrawte the OUT-OF-CONTROL MOTIONS.
ituation. An immediate, forward stick displacement
s the best means of lowering rhe angle-of-attack and
ecovering a controlled flight condition. Iixperience Note
ms shown that stalls can occur with little warning,
Nod that the motion of the aircraft prior to. during, The flight characteristics information beyond
Nod following stall can he deceptively smooth and departure is based upon limited flight tcsf
~omfortnhle. The timing of recovery control applica- data.
ion is critical. A momentary delay m;iy mean com-
)lete loss of control and possibly loss of the a,ircraft. Following a departure from controlled flight, the air-
itall avoidance is of particular importance, since the craft may undergo any or all of the following different
:hances of recovery from a fully developed out-of- rypcs of out-of-control motions: post-stall gyrations,
:ontrol condition are not good due to large altitude upright or inverted spins, and inertia-coupled recovery
SYS. rolls. Each out-of-control mode has certain character-
istics which may enable the pilot to differentiate
between them and to take the appropriate corrective
action.
Post Stall Gyration.
If the preceding stall warning cues are nor A post-stall gyration is uncontrolled motion about one
recognized, and stall is permitted to OCEII~. or more aircraft axes following departure. Although
the critical and immediate action required is these motions differ from rhc motions occurring at
to put the stick full forward and centewd. departure, no additional control action is required.
Any delay can produce sustained out-of-con- Maintain the Out-of-Control Recovery Procedures,
trol flight, from which the chances of rc- Section 111. Although a majority of the gyration occurs I
covery are not favorable. at a post-stall angle-of-attack, lower angles may be
6-17
. ,.,_ ..~_..__.~--.~I,._.-__-- --.

Section VI T.O. lF-I 1 l(B)A-1
Flight Characleristics
encountered intermittently in the course of the motion. field of vision. Angle-of-attack will indicate between
The spin is dilfercnciated from the post-stall gyration 22 and 25 degrees. hut may occasionally show errone-
hy the spins predominnnr yaw rotation at a continuous readings as tow as 0 degrees during large nose-left
ous post-stall angle-of-attack. In effecr, the post-stall sideslip conditions. Airspeed will indicate 140 KIAS
gynition will he any our-of-control event that is nm or less. The motion will he smooch and ccmstanf with-
spfxifically recognized iis a spin or an inertia-coupled out huffct. The rum needle will he pegged in the
roll. The post-stall gyration will prohahly he of a direction of the spin. Upon determining thar the air-
rolling nature, although the motions may he somewlxlt craft is in II spin. apply Spin Recovery Procedure,
random. Its characteristics are uncommanded motions Seaion 111. Both full lateral control and forward stick
(primarily roll and nm yaw), an angle-of-attack indi- are required for spin recovery. In order fo obtain full
catkm generally ahove 25 degrees. and a low airspeed. lateral control deflection, it will he necessary m rc-
Because the pst-stall gyration will demonstrate pri- move some of the forward stick used during the Out-
marily a rolling motion, it can easily he confused with of-Control Rccwery Procedure. This is because of the
the recovery roll (see Recovery Characteristics. this pitch-roll mixer limits and authority limits. Also. with
section). The latter occurs near or w,ithin angle-of- the roll damper off. the lateral stick wilt have m he
arrack limits xnd has its own recovery swps. It is re- mwul rhmugh the detent position to the mechanical
emphasized that upon the first indication of toss of smp to obtain full I;~cer:rt surface deflection. White
control, apply the Out-of-Control Recovery Proce- the ;iircraft is spinning, normal acceleration will re-
durcs, Sectiml 111. main relatively cunstanf at approximately I g. As
recovery hegins, however, g wilt begin to vary be-
Spins. ween increasing positive and negative values. This
rougher. more oscillatory p;tching mmion of the air-
A spin is a continuous unwmmanded yaw romtion a[ craft should indicate to the crew that recovery is in
;angtes of arrack above stall. lhe aircraft will enter progress. Shortly thereafter the aircraft may assume a
spins from both upright and inverted conditions. Due steeper nose-down pitch attitude and the aircraft mo-
to the large rare of altitude loss during an wt-of- tion may hecome primarily rolling rather than yaw-
control situarion (IX.000 to Li.000 fecr per minute). ing. As control is regained, the aircraft will finally
:-hances of recovery from ~1 fully developed spin are respond fo the forward stick input by unloading m
marginal, particularly if the spin is enlered at alti- zero or negative g. Immediately neurratize rudder
tudes of 2-i,000 feet AGL or Ixlow. During a fully and aitcron IO avoid entering a spin in rhe opposite
.levetoped spin, flight control system hydraulic pres- direction. Continue to apply forward stick as necessary
sure may he lost if the rpm of hoth engines decreases 10 maintain approximately zero g and zero degrees
lhclw 35 percent. angle-of-attack. This forward stick should non he re-
moved until dive recovery airspeed (approximately
300 KIAS) is ohrained. All large amplitude oscilla-
Note tions should have ceased by this time. Some uncom-
In all out-of-control conditions. one or both mnnded oscillations may still exist as dive recovery
engines may sralt. Srall wilt nm he recog- spwd is reached; however dive recovery should he
nizahle to the pilot as there will he no loud initiated even if such residual motions exist. Angle-
rompressor srall. The engine(s) rpm will lx- of-artack should he monitored m insure chat recovery
gin fo decrease and 111 will increase due has occurred. Note that tow angle-of-attack atone is
fo insufficient airflow. llngine rpm wilt de- insufficient indication of recovery. Both angte-of-
creilse to ahout 40 percenr if the out-of-con- attack and airspeed must he checked. Aircraft oscitla-
trol situation persists. rims may persist for several cycles after control is
regained especially if dampers are off. During the
recovery process. the aircraft will initially he in a
Upright Spin. nearly vertical attitude and external visual cues may
be confusing. Continual monitoring of angle-of-attack
Spin entry may occur directly following departure, or and altitude is necessary. A smooth dive pullout should
from a post-stall gyration. If the spin is entered di- he commenced af approximately 300 KIAS observing
rectly from a high speed departure, rhe aircraft w,ill angle-of-attack limits. If control of the aircraft has
initially fullow a ballistic trajectory in which the yaw not heen regained by 15,000 feet AGL. ejecr.
rotation appears to rhe pilot fo be similar co a roll
hecause of the alrernaring view of the ground and the Inverted Spins.
sky. As the aircrafts forward velocity is reduced, the
trajectory wilt become vertical and the yawing motion An inverted spin will he very similar in namre to an
will become more evident. During a spin the ground upright spin except that the crew will be subjected m
will appear to sweep horizontally across the pilots q~proximnrety n negative 1 g condition and the I
6-18
T.O. ..-,..
IF-1 11181A.l Section VI
angle-of-attack indicator will he pegged at --2 tu -3 of-attack may tend to increase as roll rate decreases,
degrees. Although the inverted wndition might gen- and should he controlled by using forward stick as
erate confusion in identifying the direction of rota- required. During a sustained roll-coupled condition,
tion, referring to the turn needle will always indicate angle-of-attack will usually he helow 20 degrees, and
the direction of rotation. Immediately upon determin- airspeed will usually he between 200 and 350 KIAS.
ing that the aircraft has entered an inverted spin. While II spin will appear to he primarily a yawcng
apply inverted spin recovery procedures. lirroneous motinn, roll coupling will be similar to a high roll
angle-of-attack information will he presented on the rate aileron roll. To recover, neutralize controls and
AMI while the aircraft angle-of-atrack is below the wait for the high roll rate to subside. Roll rate should
probe limit (-2 to -3 degrees). Once the yaw rota- hegin to decrease immediately. and although uncom-
tion approaches z&o and thr nose falls through toward manded rolling will continue for I or 2 turns, re-
the vertical, rudder must he neutralized to avoid spin covery should he complete within 5 to IO sccontl~. If
reersal. uncommanded roll rate has not subsided within 5 to
IO seconds, rudder should he applied opposite the roll
Roll Coupling. direction.
Coupling results when a disturbance ahout one a;ircraft

axis causes a disturbance about another axis. An ex- RECOVERY CHARACTERISTICS.
ample of coupled motion is the disturbance produced
Recovery is delined as the transition from out-of-
by a rudder deflection which produces it combination
control conditions to controlled flight. Stall recovery.
of yawing and rolling motions. This interaction rewlts
post-stall gyration recovery. spin recovery and recov-
from aerodynamic characteristics and is termed aero-
ery rolls will he discussed separately.
dynamic ccq~ling. An example of uncoupled motion
is the disturbance produced by an elevator deflection
during level flight, A pitching mution occurs withwnt Stall Recovery.
disturbance in yaw or roll. ,4 separate type of coopling
results from the inertia characteristics of the aircraft. If recovery controls are applied immediately as stall
The inertia characteristics of the complete aircraft can occurs. nncommanded yawing and rolling motions
he divided into the roll, yaw and pitch inerti;t, and will stop and control will be restored. If the stall is
each inertia is a measure of the resistance to r,olling. entered from a high rate condition, control will prob..
yawing or pitching acceleration of the aircraft. The ably he lost. Timing is important. A one-second delay
aircraft has a roll inertia which is quite small in corn- in applying recovery controls may make the difference
parison to the pitch and yaw inertia, that is, its resist- between immediate recovery and sustained uncon.
ance to roll is low. Inertia coupling can he illrlstrated trolled flight. The key cockpit indicarions of stall
1 hy considering the mass of the aircraft to he concen- recovery are angle-of-attack below Ii degrees and de-
trated in two elements, one representing the ma% creasing, and airspeed above ZOO KIAS and steadily
ahead of the cg and one representing the rnic~s Ihehind increasing. When recovery is assured, forward stick
the cg, If the aircraft rolls about an axis which passes deflection may he reduced. Gradual and careful appli.
through these two mass c~mcentrations (inertia axis) cation of hack stick may then be used to recover to
1 no inertia coupling would result from the foll.owing level flight. Angle-of-attack must he closely monitored
motion. If the roll axis is inclined with respect to the during pullout following stall recovery, as it would
inertia axis, rotation ahout the roll axis will produce he easy to reenter the stall.
centrifugal forces and cause either a yawing or a
pitching momettt. This is inertia coupling. As a. result
of aerodynamic and inertia coupling, rolling motions Post-Stall Gyration Recovery.
can produce a great variety of longitudinal and Interal-
Recovery from a post-stall gyration may he recognized I
directional forces and moments. All aircraft #exhibit by angle-of-attack below 15 degrees and decreasing.
1 wrying degrees of aerodynamic inertia coupling. Roll and airspeed above 200 KIAS and increasing. In addi-
coupling causes no problem if the moments art! easily tion. the aircmft will assume a steeper nose-down I
counteracted hy the aerodynamic restoring moments. pitch attitude. and will unload to zero or negative
Under certain conditions this aircraft, like most fuse- g. When recovery is assured, gradually and care.
lage heavy aircraft (most of the mass concentrated fully reduce forward stick deflection and, as airspeed I
along the longitudinal axis), can be forced in,to roll continues to increase, commence a recovery to leve I
coupling. During rolling maneuvers the combination flight, controlling angle-of-attack within limits.
of forward stick and lateral stick in the direction of
the roll 2 produce an uncommanded roll rnte in- Spin Recovery.
crease. Roll rates of up to LOO degrees per secood may
occur and he sustained. I recover, neutralize cc~ntrols. The key cockpit indications of spin recovery are angle
1 Roll rate should begin to decrease immediately. Angle- of-attack below I5 degrees and decreasing, and air
619
Section VI T.O. lF-11 I (B)A.l
peed above 200 KIAS and steadily increasing. lhcre loss, the wings, if aft of 45 degrees, should be swept
1te also several physical cues which will aid the pilot forward during dive recovery. If the stall occurs dur-
n correctly assessing recovery from a spin. These in- ing high speed maneuvering flight, altitude require-
,lude the following: ments for recovery may he reduced, particularly if the
aircraft was in level flight or climbing when the stall
Rougher, more oscillatory motion of the ;aircraft
occurred. Altitude loss during a post-stall gyration and
as y;w rate decreases.
recovery can vary from h,OaO to lO,OOCl feet or more,
I. Steeper nose-down attitude. depending upon entry conditions. configurarion and
i. Unloading tu zero or negative 8 (if the spin is maneuver duration. If a spin is encountered, altitude
inverted, unloading to zero or positive g). will be lost at the rate of 18,000 to 24,oM) feet per
minute. During the time required for recovery, a sub-
i. Normal :aircraft response to flight control inputs is stantial amount of altitude will he lost (a minimum
regained. Aircraft oscillations may persist hrielly of 24,000 feet). Chances of recovery to level flight for
after recovery has occurred, however, a cross-check a fully developed spin are therefore marginal, and
of zangle-of-attack and airspeed will confirm that become increasingly poor for lower altitude entries.
these are temporary recovery oscillations and not Recovery capability will be marginal for any depar-
out-of-control motions. No attempt to oppo.se these ture from controlled flight occurring below 6,000 feet
motions is necessary or should be made. Continue AGL. for a post-stall gyration entered from below
IO apply forward stick as necessary to maintain 10,000 feet AGL and for a spin entered from any alti-
approximately zero g and zero degrees angle-of- tude, particularly below 24,000 feet AGL. It is not
attack. This forward stick should not be removed recommended that external stores be jettisoned during
until dive recovery airspeed (approximately 30 an out-of-control situation because of a possible col-
KIAS) is obtained. All large amplitude oscillations lision of sircraft and stores. Stores may he jettisoned
should have ceased by this time. Some uocom- during dive pullout if altitude is critical. Angle-of-
manded oscillations may still exist as dive recovery attack limits must be observed during recovery to
speed is reached; however. dive recovery should he level flight. Dive recovery information can be ob-
initiated even if such residual motions exist. tained from the Dive Recovery paragraph in this
section. During dive recovery pullouts, the flight con-
bxovery Rolls. trol system and drag characteristics can easily contrih-
ute to an overrotation and lead to another ut-of-
1uring the recovery phase of a post-stall gyration or control condition. The dive pullout should be con-
ipin, the aircraft will experience an uncommanded roll ducted at no more than I5 degrees angle of attack.
)t series of rolls near or below the stall angle-of-attack. The wings. if aft of 45 degrees, should he swept for-
Ihese tolling motions could he caused hy a control ward to minimize altitude loss.
put or roll coupling, and serve as a further indica-
ion that the aircraft has recovered. Airspeed will he
.teadily increasing above 200 knots during these rolls, FLIGHT WITH EXTERNAL STORES.
md angle-of-attack may increase to I5 to 20 degrees.
-Iaving verified that the aircraft is not spinning. eu- The tnost predominant effects of external store load-
~ralize roll control and use forward stick as necessary ings, other than performance effects, are the increased
0 keep angle-of-atmck within limits. As corn- weight, inertia and aircraft sensitivity at high subsonic
nanded rolls stop and airspeed continues to build, the math numbers (math greater than 0.80). Abrupt con-
aircraft can he maneuvered to the proper attitude for
trol inputs should be avoided to preclude exceeding
live pullout.
structural limitations associated with the various load-
ings. High roll rates are attainable when full normal
ALTITUDE LOSS AND DIVE PULLOUT. lateral stick displacement is used for rolling maoeuvers.
This is true even with heavy loadings of wing/pylon
Altitude loss during out-of-control conditions will de- mounted stores. The use of full normal lateral stick for
pend on entry conditions (airspeed, altitude and ver- rolls can produce roll rates in excess of the maximum
tical speed), conliguration (gross weight, wing sweep allowable roll rates which are stated herein for many
and store loading), type of motion encountered (stall, external store loadings. It is difficult to define an per-
post-stall gyration, roll coupling or spin), duration of
acing procedure that will prevent exceeding the maxi-
out-of-control flight and pilot technique. If the air-
mum allowable roll rates with external states installed.
craft is stalled from I g level flight and recovered
w,ithout entry into II post-stall gyration or spin, n These allowable rates are considerably lower than those
minimum of 3.ooO feet altitude may be required to produced by lateral stick displacement to the force
recover to level Night at the forward wing sweeps. detent position (2.4 inches). The following comments
At aft wing sweeps, the altitude lost during recovery are offered as a guide. Avoid using abrupt lateral stick
to level flight may be doubled. To minimize altitude inputs as a routine flying technique with external
6-20
1.0. lF-11 l(6)A-l Section VI
storms installed. Abrupt stick input tends to cituse high DETERMINATION OF AFT ALLOWABLE
roll accrlerarion and roll rate. A recommended tech- CENTER-OF-GRAVITY POSITION.
nique is to pressure the stick to a I;[ter;[l displ;[cement
rather than a forceful displ;wement. An altcrm~te is to The aft allow;[hle center-of-gravity positions presented
limit lateral stick displwemcnt to 1.1 that rcq~.lirud :I[ herein are given [[I ;dlow calculation of [md verification
[he force detent position (I.2 inches). lhis anwunt of of the minimum fuel vales presented under Center-
lateral stick will produce roll rates ;tppmxim;itely 50 of-tiravity Limitations, in Section V. In order to cal-
to 70 degrees per second depmding upon thr sfure culate [he minimum fuel loadings presented, the user
loading ;[nd wing sweep angle. Flight tests h;[ve shown must not only determine the aft allowable ccnter-of-
[hat [his 1 L stick displacement, abruptly applied (in grttviry pusitirrn, hut must also have access to the
ahout I/ IO seconds. results in 50 to 70 degree pr aircraft weight and balance handhook. 1.0. I-I B-40.
second roll rates in as little as 60 degrees of hank angle Figure h-7 is provided to determine the aft allowable
change. Slower stick input to the fame displ;[cement center-of-gravity position for the basic aircraft and
allows larger changes in Ihank angle before [he 50 to [he store Iondings authorized for carriage and release.
70 degree per second roll rate is attained. This 50 to
70 degree per second roll rate is equal to or less than l~his figure contains a longitudinal section for low
the roll rate limits applicable to most store loadings. and high speeds, a directional section for high speeds,
It is noted [hat some store loadings and speud ranges and a stability increment section. The longirudinal
allow clean aircraft roll rates ohtainahle with detent section is applicable only to the aircraft with no
force displacement of [he stick. Weapon separation external stores (basic configuration). and the direc-
has very little effect on zaircraft response at weapon tionel sectitm is applicable to all conhgurations au-
release. In most cases, the incremental normal accclera- thorized fur supersonic flight. 7he stability increment
[ion has heen less than 0.5 g. M;[ximum roll and section is provided to determine the aft allowable
sideslip respw~se expericnred to date has heen less than longitudinttl center-of-gravity position for flap changes
5.0 degrees of roll and 2.0 degrees of sideslip. IIurinp and external store loadings. lhe aft allowable center-
drops c[,nducted with retarded weapons, M-l l7R and of-gravity positions ;rre presented under the following
MK-82s. slight aircraft pitching motions have been consideratit~ns:
experienced as the weapons pass under the aircraft il. The longitudinal alknwhle positions are set
horizontal stxhilizer. Thi:j phenomena is due to the to maincain at least one percent sfatic mar-
pressure distribution change on the horizontal stahi- gin.
lizer caused hy the opening of the retard hnn under h The directional allowable positions are set
[he stahilirer. Although this slight pitching motion to provide a minimum safe level of direc-
poses no flight safety problem, it is a phenomena of tional stability.
which [he pilot should be aware. As external stores
are released, an asymmetrical store loading requiring Example Determine [he aft allowable center-of-gravity
more lateral [rim than available may he encountered. position for store loading, wing sweep, and
airspeed for specific phases of flight with
If such a condition occurs use rudder trim as nrcessary.
H-i3 weapons loaded.
For flight limitations with asymmetric stores refer to
Stores Limitations, Section V. Given: Smions .i and 5: H.0 weapons for each of
[he following:
a Takeoff: Flaps and gear down, I6 degree
FLIGHT WITH SPEEDBRAKE EXTENDED. wing sweep, auxiliary flap extended, 25 de-
grees flaps.
Extension of [he speed hmke will result in an aircraft h Low Sy.4: Flaps and gear up, I6 degree
noseup trim change. In the speed range (math 0.80 or wing, slats extended.
less) where the elevator angle for trim with [he brake c, Low Speed: Flaps and gear up, 26 degree
deflected does not exceed four degrees down (series wing. clean aircraft. speed less than math
trim limit), [he flight c~t~trol system will retrim the 0.6.
aircraft for [he pilot. In the speed range (math 0.X0 to d Fligh Speed: 26 degree wing sweep, speed
1.0) where the elevator angle for trim is greawr than greater than math 0.7.
four degrees down, the pilot will have to augmenr the High Speed: 72.5 degree wing sweep, math
2.2.
series trim with [he stick. since the series trim is at
its authority limit. Extension of the speed brake will f. Landing: Flaps and gear down, 26 degree
also result in aircraft hut&t during speed brake ex- wing sweep. full flaps.
[ended [operations. Refer to Section V for operating Find: Aft allowable center-of-gravity positions for
limitations for speed brake extension. [he given conditions
6-21
Section VI 1.0. 1 F-l 1 I (WA-1
Aft Allowable Center of Gravity

Positions
DATE: 25 MAY 1973 BASIC CONFIGURATION:
NO EXTERNAL STORES
NO AXlLlARY FLAPS
WING SWEEP ANGLE - DEGREES MACH NUMBER
Figure 6-7.
T.O. 1 F-l 11 (WA- I Section VI
First, lind the aft ;~lloweble center-of-gravity position CENTER-OF-GRAVITY ENVELOPE.

for the basic configuration and then obtain the re-
quired increments from the stahility increment suction. Figure h-8 presents a typical center-of-gravity envelope
Follow the example lines on Figure 6-7 to determine for the xircmft with and without internal stores. Be-
the following: cause of the variance in basic weight and ccntur-of-
Aft Allowable Position gravity conditions herwecn ;iircrxft, the weight and
balance handbook, l.O. I- IB-.$I), must be used to dc-
I il. TakeoH, 16 degree wing sveep 32.014, ternline the wtoal weight and balance conditions of
Basic. ~36.0 I , ;I Biis with 2i il spccilic aircraft. Fuel suqucncing (pounds used) for
degree Haps, -, 2: auxiliary flap, an x200 po~od dilfcrential bctwco the forwrd and
I 7 aft tanks is identical regardless of stores loading if
b. Low speed, Haps and gear up, auto cnpinc feed is selected.
I6 degree wing, slats extended: 3X;~
Basic, 10.5 2 , 2 B-iis, -2.5.
c. Low speed, flaps ;1nd gear up, WING SWEEP POSITION FOR LANDING.
26 degree wing. speed less than
math 0.6: 51.5?4 Figure 6-9 may be used to determine the wing >wrep
Basic. ii.0 3 , 2 B.is, --2.5. setting required to remain within center-of-gravity
d. High speed, 26 degree wing, limits for landing. Center-of-gravity lines are shown
speed greater than math 0.7: -ih.w for two groupings of external store loadings: (1) no
Basic, ~iX.5 .i , 2 B-(3s, -2.5. external stores. two tanks (stations ,f and 5 or 3 and
(Determine basic by linear interpolation 6). weapons with or without two or four tanks (weap-
between 0.6 and 0.X math) ens on stations ,i and 5 with ranks on stations 2 and
e. High speed, 72.5 degree wing. 7 and/or J and 6, or w;lpoos on stltims 3, 4. 5, and
math 2.2: 6 with or without tanks on stations 2 and 7); and
(2) four tanks (stations 2, 3, 6, and 7 or stations 3, ,f,
(I 1 Longitudinal 60% 5
5, and 6). and six tanks (stations 2. 3, .i, 5, 6, and 71.
(2) Directional i,7r4 (1 Forward canter-of-gravity lines are shown for flap
settings of 25 degrees and full Raps and are applicable
NOtI? regardless of external store configuration. These charts
mume normal fuel sec~uence (auto engine feed), and
The aft allowable position for directional will not bc used in camjunction with abnormal fuel
stability is further forward than that ior distributions. The chart allows the crew member to
longitudinal stability; therefore, it would compute and sclcct II wing sweep margin that will
determine the aft allowable center-of-gravity mwrc that the aircraft is within center-of-gravity
position for flight in this regime. limits for landing. The aft and forward wing sweeps
computed will correspond with the following elevator
f. Landing, 26 degree wing sweep: position indications (EPI) and should he used in con-
Basic, 53.0 7 , 2 l313s. --I i2.05i junction with these EPI readings to assure that the
aircraft is within center-of-gravity limits for landing.
If external stores are jettisoned. the stability increment
section of figure h-7 should be used to determine the Forward AFT
aft allowable center-of-gtavity positions for the sym- C.G. EPI C.G. EPI
metric pairs remaining. After determining the aft (1) 26 wing sweep IL T.li. IJp 6 T.E. L~P
allowable center-of-graviq position, either Iongitu- /
(2) 16 w~i~+q~ I5 T.E. up 8 I.E. up
dinal or directional, refer to Center-of-Gravity En-
(no aux Haps)
velope, this Section, to determine the gross weight
ranges within which the aircraft should be operated (3) I6 wing sweep I? T.1. Up 6 l.E. Up
(aux Raps)
to remain within the center-of-gravity limits.
All computations are based upon aircraft angle-of-
Note attack of IO. Enter the chart with the predicted landing
fuel and project vertically to the aft center-of-gravity
When landing with the weapons bay on- line for the nppropriate aircraft configuration. then
loaded or lightly loaded in conjunction with horizontally to read wing sweep. This is the most
certain external store loadings, sufficient fuel forward allowable wing sweep for landing. Continue
must be retained in the forward tank to the vertical projection to the forward center-of-gravity
maintain the center-of-gravity within the aft line corresponding to the desired flap setting, then
center-of-gravity limil:s. horizontally to wing sweep. lhis is the most aft
6-23
Section VI 1.0. lF-I 1 I(6)A-l
Center-of-Gravity Envelope CONFIGURATION:

CLEAN w,wrnPoNr B&l
FfL TANKS.
30 50
I L
C.G. - PERCENT MAC
Figure 6-8. (Sheet IJ
6-24
11.0. lF-1 1 l(BIA-1 Section VI
Center-of-Gravity Envelope
CONFIGURATION:
CLEAN AIRPLANE
6-25
_,..
Section VI 1.0. lF-1 1 l(B)A-1
10 20 30 40 M 60
C.G. - PERCENT MAC
6-26
.,,,.,.^,-~.- _-..-__-____,
Wing Sweep for Landing

DATA
BASIS:
ESTIMATED
DATE: 25 MAY 1973
FUEL GRADE:
ENGINE!%
JP-4
TF30-P-7
CONSIDERATIONS:
. FLAPS AND GEAR EXTENDED . CHECK EPI AT 10 ANGLE-OF-ATTACK

. AUTO FUEL SEQUENCE . FOR WEAPONS BAY STORES:
. OPERATING CG 46.2% MAC --WITH WEAPONS ON PYLONS. SWEEP WINGS
. AFT LIMITS: FORWARD 2 FOR EACH ,000 POUNDS OF
SIDRES IN THE BAY.
26 SWEEF-4 EPI
16 SWEEP-4 EP, WITH AUX FLAP -WHEN CARRYING ONLY EXTERNAL TANKS OR
6 EP, ND AUX FLAP FOR CLEAN AIRCRAFT (NO EXTERNAL STORES).
SWEEP THE WINGS FORWARD 1.5 FOR EACH
. FORWARD LIMITS. 1000 POUNDS OF STORES IN THE BAY.
26 SWEEP---12 EPI
16 SWEEP---12 EPI WITH AUX FLAP
15 EPI NO AUX FLAP
26
lb
FUEL REMAINING-1000 POUNDS
Figure 6-9.
6-27
Section VI T.O. lF-lll(B)A.l
T.O. 1 F-l 11 WA-1 Section VI
r
Section VI 1.0. 1 F- 111 (WA-1
Flight Chorocteristics

1.0. lF-I 1 i(BI
Section VI
Center of Gravity Computation
MOMENT ,NDEX
MOMENT INDEX
,u
I ////.////////////I/
260 280, 300 t
320 340 360 380 0
--I
MOMENT INDEX
Section VI 1.0. 1 F-l 11 (WA-1
ENGINE STALL RECOGNITION.
t:;m sralls wsult in an audible hang with an almost

immedi;rtc recovery to military power and in some
citscs to ;~frcrlx~rncr twwer (with the throttle in A/B].
thusc slidIs occur and recover too quickly CO he de-
tected Iry &serving any engine instrument excetx
nozlu position. LO dutarmine which engine stalled.
The nwztc wilt end up in il closed position, if recovery
is to chc military power range, or wilt he rransicioning
from closed 10 open if it recovers to afterburner. Com-
pressor stalls zare nored hy the audible hang and in
most CILSCS. at supersmic stxeds, are preceded hy a
period of inlet rumble. Ihe cnginc instruments reau
2s fotkws during :I cotnpreswr srall:
* FIH-quickly drops to 1.0.
* RIM~~derrc:ws ar 2~moderaw race to helow a normal
idle st~ocd and then is slowly unstable until stall
rcrwery.
. tIL-flashes II> a high TIT fotlnved by an unsrahle
decrc;,se to some lxw levct where it remains nnrtxhle
until the engine rccwers.
* Fuel How-dccrcascs at a moderare rate towards chat
required for the RPM rind then is unsrahle until xall
rrcovcry.
* Nozzle position:
(a) If in non-afterburning operation-no change.
(1,) If in afterburning operation-nozzle transition,
recovery wilt he CO non-afterburning operation if
nozzle goes full closed.
The hesr indicator of a sralted engine is its TIT-it
will lx sipihcnntty and ahnormally different from the
unst;~lled engine. lhe peak-out TIT will depend on
airspeed and altitude. For example, the peak-out TlT
wilt he higher :~f math l.Z/iO,(NKl feet than at mxh
2.0/50,000 feet or ilf math 1.2/30.000 feet.
Stalls have been ex,rienced above 30.000 feet

during deceleration from high math numbers
with rhc speed br;,ke extended. These stalls
do nut have the characteristic hang ;and the
pilot mzy nor be aware of the stalled condi-
tion. lhe stall will become apparent when
ponder is adwnccd and the engine does nof
respond.
If engine stall is encountered, refer fo Compressor

Srall, Section 111.
This is rhc last page of Section VI.

6-32
1.0. 1 F-l 11 @)A-1 Section VII
All Weather Operation
WEAIHER OPERA
1lOIv
TABLE OF CONTENTS.
Instrumrnt Flight Procedures

Ice and Rain
Turbulence and Thunderstorms
Night Flying
Cold Weather Procedures
Hot Weather and Desert Opcrarion
INSTRUMENT FLIGHT PROCEDURES
BEFORE TAKEOFF.
INSTRUMENT CLIMB.
INSTRUMENT TAKEOFF.
Section VII 1.0. 1 F-l 11 @)A-1
INSTRUMENT CRUISING FLIGHT. NOit?
lhrust settings and conliguration for optimum cruise . Maintain an airspeed compatible with aircraft
schedule recommadrd in Appendix I are satisfactory configuration and gross weight (250 to 300
while using standard instrument techniques. Maximum KIAS). Do not exceed IO degrees angle of at-
hank angle of 30 degrees is normally used. tack during maneuvering flight or aircraft
configuration changes. Do not decelerate be-
low 240 KIAS prior to full extcnsion of slats.
HOLDING. If it hecomes necessary to reduce speed for
pattern spacing, extend gear. slats/flaps, and
Holding shwdd he accomplished at XX) KIAS. Maxi-
mainwin a minimum of computed approach
mum bank angle of 30 degrees is normally used.
speed plus 20 knots (I60 KIAS minimum) un-
til rolled out on final.
JET PENETRATION. l Turhutence, gusty winds or other conditions
may exist which may induce variations in
Prior to heginning penetration, check the weather
angle-of-attack or airspeed or will cause ex-
and availahitity of radar or ILS. If ceiling or visibility
c&w sink rates to develop on final approach.
is below minimum, make the decision to proceed to an
The pilot may decrease angle-of-attack to 8
alternate while still at altitude. For maximum range,
degrees or increase final approach speed IO
an idle power descent at 250 KIAS with 26 degree
knots in such cases to improve aircraft
wing sweep and speed brake retracted is recommended.
For minimum rime in descent, 350 KlAS with 26 handling characteristics. To avoid undesirable
tech down characteristics, this additional air-
degree wing sweep and speed brake extended is rccom-
speed should he dissipated so that an on-
mended. A normal penetration, either IACAN or tin-
speed indication exists prior to initiation of
route, is accomplished at 100 KIAS with 26 degree
Rare.
wing sweep, speed brake ertended and approximately
8OV power. Upon arrival at the initial approach fix
(IAF), retard throttles to al,,oximately WC;, extend TACAN APPROACH.
speed brake, lower OX to maintain 100 KIAS. and
accomplish the penetration as required. One thousand A typical lacan Penetration/Approach is illustrated
feet above level-off altitude, retract speed brake, as on figure 7-l. Complete the Before Landing/Transi-
required. ;rnd adjust power as rapired to milintilin tion Checklist prior to the final approach ha. Main-
desired altitude and zn airspeed rompatihlc with iair- tain an airspeed compatible with aircraft configuration
craft configur;lrion and gross weight (250 to 3(H) KIAS). and gross weight (250 to .XMl KIAS). Do not exceed 10
Do not exceed IO degrees angle of attack during ml- degrees angle of attack during maneuvering llight or
neuvcring flight or aircraft conf~gurariun changes. Do aircraft configuration changes. Do not deceteratc hclow
not decclerate bulo\v 2~10 KIAS prior to full extension 2.iO KIAS prior to full extension of slats. Keduce air-
of slats. spc~d to computd apprwch speed plus 20 knots mini-
mum (I60 KIAS minimum) until aircraft is rolled out
on the final ;approach course. Prior to final approach
INSTRUMENT APPROACHES. fix, cxabtisb desired angle of attack/airspeed. Do not
descend hcl~rw minimum descent altitude (MDA) un-
Icss rt~nway is in sight.
PAR/ASR.
Kartar approaches should be flown at 26 degree wing

High angles-of-attack can OCE~ rapidly with sweep or less (as required by CG for landing) and
power, hank, and aircraft configuration clean configuration until accomplishing the Before
changes. Therefore. throughout all instrument Landing checks. Maintain an airspeed compatible with
traffic partern maneuvering. the xnglc-of- aircraft configuration and gross weight (250 tu .3OO
attack indicator end indexers should he closc- KIAS), Vo not exceed IO degrees angle of attack during
ly monitored and inctodwl in the normal in- mzmeuvoring flight or aircraft configuration changes.
strument crosscheck. Ten degrees angle-of- Du nur deccteratc h&w L.iO KIAS ,,rior t,, full extcn-
attack should not be excecdud during pattern sion of slats. After gear and slat/flap extension, reduce
maneuvering and aircraft configuration airspeed to computed approach sleed plus 20 knots
changes. minimum (164 KIAS minimum). Maintain this nir-
For normal operation, slats should he extend- speed until compIetiun of turn onto final approach. Af-
ed by a minimum airspeed of LO KIAS. Do ter rolling out on hnat, establish desired angle of at-
not roll or execute abrupt maneuvers with t;tck/airspeed. At the decision height (DH), on a preci-
slats only cxtendKl. sion ;tpproach, make the decision to land or Perform
7-2
T.O. lF-11 l(B)A-1 Section VII
Tacan Penetration/Approach (Typical)
,-
Figure 7-l.
__,_._ -._--.-
Section VII T.O. 1 F-l 11 (B)A-1
Figure 7-2.
Changed 29 December 1972

1.0. lF-111 (WA-1 Section VII
ICE AND RAIN

Section VII T.O. 1 F-l 11 @)A-1
Aircraft with an olxrational anti-icing system are tent that the coefficient of friction is negligi-
cleared for flight in limited icing conditions as follows: ble. In addition, painted areas sometimes serve
as condensation surfaces and it is possible to
have wet, frosty, or even icy conditions on
Note these areas when the overall weather condi-
For definitions of light, moderate, and heavy tion is dry. When conditions of snow or ice
icing conditions, refer to Air Weather Service exist, the approach end of the runway is osu-
Manual 105-N. ally more slippery than other areas hecause
of the melting and refreezing of the ice and
snow at this point.
Light icing conditions: Aircraft are cleared for
all normal service use at all altitudes. The rate TAKEOFF AND INITIAL CLIMB.
of ice accretion in light icing conditions is ordi-
narily insufficient to make diversionary action Accomplish takeoff in the normal manner. Apply
necessary. Takeoffs, descents, penetrations, low brakes and advance throttles for takeoff. If aircraft
approaches and landings, when icing conditions sfarfs to slide on ice or snow before full power is
exist, should be plsnned to minimize the occur- reached, release brakes and begin takeoff run. Con-
rence of ice ingestion and engine stalls. tinue advancing power during takeoff run and check
Moderate icing conditions: Aircraft operation in engine instruments for proper operation. Refusal speed
moderate icing conditions may be rolerated for will he considerably lower and the emergency stopping
short periods of time but some type of evasive ac- distance greater on wet or icy runways.
tion (changing altitude. course, or airspeed) will
have to be undertaken to exit the icing condition
when ic: is observed accumularing on the aircraft
structure. Continuous flight in moderate icing (,,.,.,I
conditions during takeoff, approach or landing
should not exceed 5 minutes duration at any air-
speed. Cruising flight in moderate icing condi- lingine stalls may be caused by wafer inges-
tions may he tolerated for perhaps 5 minutes at tion if takeoff is attempted with accumulated
airspeeds less than 250 KIAS, and for longer witter <,n the runway.
periods at higher airspeeds as long as no ice is
observed nccumularing on the aircraft.
CRUISE.
The following icing conditions should he
avoided: Operate the ztircraft as necessary to avoid icing condi-
tions whenever possible. When ice is encountered,
* Heavy icing conditions.
pitot heat and engine anti-icing should be used. DO
* Icing conditions associated with thunder- not operate in rain, sleet, or hail longer than absolute-
storms at airspeeds which produce total ly necessary. If it becomes necessary to fly in these
temperntores from ~+5 C to ~ 15C. conditions, constantly check the aircraft leading edges,
including radome, for indications of peeling or other
GROUND OPERATION. structur;d deteriorxxion of the aircraft surfaces. In the
event deterioration of surfaces is observed, maintain
Operate the aircraft and systems as indicated in the airspeed as low as practicable and land at the nearest
Cold Weather Procedures, in this x&on. Kain suitable xirfield as soon as possible. If heavy precipita-
removal should be used when needed to improve tion conditions of the above type are encountered at
visibility. any speed or lighr to moderate conditions exist at high
;tirspcuds, an entry most be made in Form 781.
CAUTION
iII.zzl
Painted areas on runways, taxiways, and CAUTION
D
ramps are significantly more slippery than
non-painted areas. When painted areas arc To minimize impacr damage from rain or
wet, the condition may deteriorate to the ex- sleet, do not exceed 450 KTAS.
7-6
T.O. lF-1 ll(B)A-1 Section VII
TURBULENCE AND THUNDERSTORMS
I. Engine/inlet anti-icing switch-MAN.

1 WARNING 1 2. Windshield selector switch-ROIH.
3. Rain removal switch-RAIN REMOVE.
Note
l Optimum engine tolerance to water ingestion

will be assured hy an EPR setting between
1.X and 1.5. If unusually heavy precipitation
is encountered, the airstart button may be
held depressed to provide continuous ignition
for as tong as is considered necessary. After
the hurcon is released, ignition will continue
LO he provided for approximately 55 seconds.
If an engine stall or Hameout occurs, use the
lingine Stall and/or Airstart procedures,
Section III.
. When using terrain following radar, the back

scarwr from drizzle or rain and other forms
of prrcipirarion will often be visible on the
scope. It should be quite apparent to the
otxr;~tor thar if the precipitation is so heavy
that he cannot determine visually where the
terrain ends ;md the precipitation begins, the
iutomittic signal drtecrion circuitry will also
hc incapable of this discrimination and a
climb commxnd will result.
NIGHT FLYING
Night flight necessitavzs a high degree of instrument

proficiency and more dependence on Right insfrl.~menfs
than would be expected for normal day VFR opera- lhe anti-collision tights should be turned
tion. Otherwise, techniques used in night flying do OFF during flight through actual instrument
nor differ appreciably from those used in dzlylight conditions IO avoid spatial dis-orientarion re-
suiting from the rotating reflections on the
operation. Cockpit lighting has been designed ro en- clouds. The navigation lights may be set ro
hance night Hying capability. flash unless rhis hecornes disrracring in clouds.
7-7
Section VII T.O. IF-lIl(B)A-1
COLD WEATHER PROCEDURES
STARTING ENGINES.
llse normal procedures for starting engines. The throt-
tles may he ;~rlwnced IO allowable power wrings as
long as engine instruments register within the engine
operxting limits. Kefcr fo Engine Operating Limirs,
Serrion V.
CAUTION
ilIz
70 prevent aircraft sliding on icy surfaces
during engine starf it may be necessary w
utilize an external power source for starting
hoth engines.
linless fast warmup of the hydraulic sysrems

is required, no hydraulic acwamr movement
should Ix atteml,wd for the first few min,,tes
of engine operation until the hydraulic fluid
hxs warmed up fo zero degrees Fahrenheit or
above (monitored at hydraulic reservoirs).
BEFORE TAXIING.
X.0. 1 F-l 11 (B)A-1 Section VII
TAXIING.
HOT WEATHER AND DESERT OPERATION

Section VII T.O. lF-1, I (B)A-1
EXTERIOR INSPECTION.
INTERIOR INSPECTION.
Inspect the crew compartments for excessive dust iv-

cumulation.
ENGINE START.
I~ollow ormill plues.
BEFORE TAXIING.
Ground checks should be accomplished as expeditious-

ly IIS possible.
TAXIING.
Follow normal procedures.

TAKEOFF.
This is the last page of Section VII.
Appendix I
PERFORMANCE DATA
Performance Data is contained in Appendix I of
Supplement I.O. I I- I I I (B)A-I-I.
7.10
1.0. lF-lll(WA-I
ALPHABETICAL INDEX
*Denotes Ihstration
INDEX 1
T.O. lf-11 l(WA-1
Page Page
Anti-Skid System I-47 Autopilot &lease/Pitch Control Stick

Approach and Landing 7.10 Steering Lever 1-77
Approach End Barrier Engagement 3.26 Autopilot System l-74
Apptoved Faels i-i* Auto ?F Flight Control Schematic *.,44*
Armament System I-128 Auto Terrain Following Switch 1.70, I.147
Arresting Hook Caution Lamp 1-a Auxili;u)- Attitude Caution Lamp LX5
Arresting Hook Engaging Speed ~~~~~~~ ~~~~.~~~~~5-9 Auxiliary Attitude Reference l-156
Arresting Hook Handle l-48 Auxiliary Flaps f-49
Artificial Stall Warning System 1.59 Auxiliary Flight Reference System l-83
Ash Trays l-185 Auxiliary Flight Reference System Operation l-85
Astr,, Compass Pushbutton 1.123 Auxiliary Flight Kefurencc System
Asymmetric Flap j-Ii Power Swirch 1-83
Asymmetric Loadings i-IS Auxiliary f:lotation Handle l-183
Asymmetric Slat 3-1-i Aurifi:uy C;;,gc Ixnel , ..#:
ATF Not Engaged Cautiun Lamp 1-77 Auxiliary Parking Brake Handle I-47
Attack Kadar 1.130 Aonili;tr\ fitrh lrim f-55
Arrack I<adar Air M,xlc f-132 Auxiliar;. Pitch Trim Switch I -69
Atrack Radar Heta Switch 1-137 Avionic Caurion Lamp l-124
Attack Radar Control Panel l.l3ii Avionics Systems Analysis .f.37
Attack Radar Controls and Indicators 1-133 Avionics Systems Lamp Analysis 4.36, -58
A rtack R;&r cursot Range Counter f-f39
Auack Radar Fast Iimc Constant/Beacon -u-
S\virch I-l34
Attack Kadxr brcquency Control Knob I-l3.i Barostat Lock Initiator 1.179
Attack Radar Ground Modes I-Ii? Barrier Engag:ement 3-3
Artack ila,far Mode Sclcctor Knob I- 1% Batwry Sw,tcf, I-33
Attack Kadar Range Lock Indicator Lamp I-L30 Bra& Mcrde 1.133
Atiack flad;,r Range Search (KS) Button f-135 Bearing-Disr;lnce-Heading Indicator l-92
Altack Radar Range Selectw Knobs f-138 Before Descent (Nav Rends) 2.24,2-67
Artxk Radar Scope f-138 Befcrre Entering Aircraft 7-x
Attack Radar Scope Intensity Control Knob 1-136 Before Entering Cockpit (Nnv) 2.5,?-51
A rrxck Radar Scope Pimel f-137: Before i;ntering Cockpit (Pilot) 2.5,?-51
A ttitck Radar Sector Smirch I-IX, Before Haterior Inspection 2.2, 2-50
Artar-k Rad:~r Side Lobe (:ancellation Switch f-135 Before Lznding (Nav Keads) 2.25, 2-68
Attack Radar Subsystem Tie-Ins l-131 Before Leaving Aircraft 2.49,2-65,7-9,7-10
Attack Kadnr Sweep Control Switch f-Ii7 Before Starting Engines 2.II,?-56
Attack Radar System Malfunction Lamp f-f?9 Before l;,keoff 2.1X,2-61.7-I
Artacf< R~dxr Tcsr Switch l-117 Hefore Iakcoff (Nav Reads) ~~~~~2.19, 2.63
Attack Ra&r Tracking Control Handle i-135, I-Iii* Before fztxiing ~2.l&2-62,7-8, 7.10
Artiti;de L>irect,rr Jn<f&tor l-96 ficzcf/Kangc Marks Intensity Control Knobs l-130
Attitude Indicator l-92 Bil~e/Flo~ati~n~ Bag Inflation Pump l-183, l-184*
Attitude Monitor System i-103 Blincl Let-Down I-153
Authorized Stores Loading Table i-21* Blown IircFfat Main Strut Landing i-26
Automatic Braking System I.47 Bomb/Missile Movement, Preflight and
Autwm~tic Fuel Distribution (Primary) I-20 Conlig~~ration 2-49
Automatic I.;lunch-Strifte/O71. 4.21 Homb/Missile freflight (Both) 2. ;
Automatic Pitch Control f-57 Bomb/Missile Safety Check i-36
,A~~copilor ControLa and Indicators f-76 Bomb Na\~ Control Panels ~~~~~1-119*
Autopilot Damper Panel f-71* Homb Nav.Subsystem Tie-Ins 1.115
Autopilot/ I)an\per Swicchcs l-69, l-76 Bomb Nm System Operation 1.128
Autopilot Disconnect Procedure i-lb Bomh Releuse Lamp l-125
Aurof>ifm Mndrs l-75 Bomb Run 4.3,416
Autt1pil<at !ii,inril,les of Operation l-77, l-78 Bombing 4-6
;\mi~,~ilt fr.,ci~<llires l-80 Bombing Ecfuipment Check 4.8,4-38
A<atof>ilor Ref :::x I.ever l-77 Bombing-Navigation System (Mark IIB)~~~~~~ l-116
T.O. 1 F-l 11 (B)A-1
Page
Bombing Navigation System Controls and
Indicators I-118
Bombing Titner ~~~~1.128, 1.129*
Brake Application Speed Limit 5-1.4
Brake Energy Limits i-15*
Brake Hydraulic Hand Pump ~~~~ l-48
Brake Limitations 5-H
Brake System l-46
Buffer 6.~f
-.c-
~I.166
l-169
3-6
Cabin Pressure Schedule l-169*
Cabin Too Cold J-7
CADC Caution Lamp 1.82
CADC Power Switch l-82
CADC Test Switch ~~~ l-82
Canopy J-163
Canopy External Latch H:andles ~I.163
Canopy Hatch Operating Speed 5-17
Canopy Unlock Warning Lamp ~~~~~~ l-163
(Zarriage Limits 5.18
Carriage Limits-M-Il?Al or CBU-52B/B ~~~~~ 5.26*
Carriaze Limits-Tanks 5.22%
Caution Lamp Analysis 3.6. :i..w
Center-of-Gravity, Aft i-13
Center-of-Gravity Computation h-28, (I-29*
Center-of-Gravity Considerations 6-28
Center-of-Gravity Envelope ~~~~~ ~~~~~~6.:!3, 6.24*
Center-at-Gravity. Forward 5.14
Center-of-Gravity Limitarions 5.12
Center-of-Gravity Limits j-13*
Central Air Data Compumr System l-81
Chaff Dispenser Control Lever l-184
Changing Terrain Clearance Settings l-153
Channel Set Pushbutton 1.106
(:hart/Data Selector Switch ~1-142
Chart Frame Switch l-142
Chart Holder l-186
Chart Number Readout Window I-142
Chart Presentations l-140
Chart Stowage l-185
Checklists J-2
Circuir Breaker Panel I -.i(,*
Climb ~~~~~2-:!3, 2.66
Closed Patterns Z-34, 2.75
Cocking 2-39
Code Selector Wheels l-114
Coded Switch Set Controller (CSSC)
Enabling (Both) 2.24
Coded Switch Set Malfonction Analysis 3.28
Cold Weather Procedures 7-8
*Denotes Illustration
Change 1 INDEX 3
-,-,-._I-
Index 1.0. 1 F-l 11 (WA-1
Page
Dara Entry Pushbuttons ~1.122 Ejection With Suspected Pitot-Static
Data Frame Number Readout Window l-142 System Failure ~~~ ~~I-182
Data Frame Presenration l-141 lilecrrical Control Panel 1.32*
Data Frame Switch 1.142 Electrical Failure, Complete 3.21
Data Number Display l-127 Electrical Power Flow Indicator l-32
Data Point Verification ~~~~~~~~4-31,4-55 Electrical Power Supply System l-29
Data Storage Display ~~~ l-127 Emergency Aircraft Braking J-3
Data Switch ~1.123 Emergency Entrance 3..3, 1.17*
DC Electrical Power Supply System I-G* Emergency Extension, Landing Gear 3-33
DCC Recovery and INS Inflight limergency Extermtl Stores Jettison
Alignment (Non-Nuclear) 3.13
DCU-137/A Arm and/or Bomb Emergency Flap and Slat Switch ~~~~~~~~~~~~~~ ~~~~~~~ l-50
Burst Option Monitor Lamps Lighted 3-M Emergency Generator Indicator/Cutoff
DCU-137/A Class III Indicator/Command Pushbutton l-33
Disagreement 3-3x Emergency Generator Operation With One
DCU-137/A Safe Monitor Lamp Lighted 3-37 Engine Shutdown i-21
DCU-137/A Safe Monitor Lamp Off 3-37 Emergency Generator Switch l-32
DCU137/A Unlock Monitor Lamp Out 3.37 hK!rgenCy Landing Airspeeds and Minimum
Decode Mode Selector Knob l-109 Ground Roll Distances ~~~ 3.30
Definition of Longirudinal Reference Angles 6-l Emergency Oxygen Handle ~~~~~~~~~~~~ ~~~~~~~~~1.175
Definitions 2.12,2-56 Emergency Oxygen Pressure Gage ~~~~~~~~~~~~~~~~~~~~~~1.176
Delayed Takeoff 2.47 Emergency Oxygen System ~~1.175
Departure From Controlled Flight 6.17 Encode Mode Selector Knob ~~~1.109
Deployment/DisI~rsal/Recovery 2.50 Engaging the Autopilot l-80
Descent 7-9 Engine l-6
Descent, Landing and Postflight Engine Acceleration l-15
Procedures ~4.3,4-7,4-27.4-52 Engine Acceleration Limits 5-3
Determination of Aft Allowable Center-of- Engine Afterburners 1-7
Gravity Position 6-21 Engine Anti-Icing Systems ~~~~~~~~~~~~~~~
~~~~~~~~~~~~~
l-171
Digital Computer Complex ~~~~~~~~~~~~~~~~~~~~~~
,~~~~~ l-118 Engine Clearing ~~~~~~~2.12,2-56
Diluter Demand Oxygen Regulator ~~~~ ~~~~~l-175* Engine Controls and Indicators l-11
Direct Current Power Supply System l-33 Engine Emergencies Inflight ~~~~~~~ ~~~ 3-l 1
Disengaging the Autopilot ~~~~ l-Xl Engine Failure During Flight 3.11
Dirching 3.27 Engine Failure During Takeoff 3-4
Ditching Escape Sequence I-182 Engine Feed 3-17
Doppler Cutoff Lamp 1.128 Engine Feed Selector Knob ~~~~~~~~~~~
~~~ ~~~~ l-23
Doppler Radar Pushbutton ~1.123 Engine Fire Detection and Extinguishing System l-13
Double Engine Failure 3-11 Engine Fire During Flight l-12
Drinking Cups l-185 Engine Fire During Takeoff 3-4
Dual-Mode Q-Actuated Selector ~~~~ ~~~~~~ l-179 Engine Fire on the Ground 3-2
During Descent 3.10 Engine Fuel Control System ~~~~~~~~~~~~~~~~~~~~~ l-6
Engine Fuel Flow Indicators l-13
Engine Fuel Supply System l-20
-E- 1-X
Engine Fuel System
Engine Ground Start Switch I-12
lingine icing Caution Lamp ~~~~~~~~~~~~~.~..~~~~1.171
Engine lpnition System l-10
Engine/Inlet Anti-Icing Switch 1.171
Engine inlet Blow-In Doors l-10
Engine Inlet Spikes I-IO
Engine Limitations i-i
Engine Nozzle Position indicators 1.13
Engine Oil Hot Caution Lamps l-13
Engine Oil Pressure Indicators l-13
Engine Oil Quantity Indicator 1.16
1.0. IF-Ill(BI
T.O. 1 F-l 11 (B)A-1
I-X0
l-141
I-Xi
I-IX3
2.30, L-71
I-8i
.(.28, ~(.jL
l-106
l-107*
I-107
I-106
I-106
(,-I6
4-35
7.2
l-186
I-1.11*
l-140
l-141
l-98
l-108
7-9
1-102x
5.20
l-37
l-17
l-41
I.17
I-.<0
I-.37
*Dcnores Illustration
INDEX 6
IFF System l-112 -J-
IFR Chart Stowage 1.186 ,
Jet Penetration
ILS/AILA 7-5
Jettison Preparation (Nuclear) 3.12A
ILS Control Panel 1.112*
Jettison, Station 3.Ii
ILS Freqoency Selector Knob ~~~~ l-111
IL!? Power Switch l-112
ILS Volume Control Knob I-112 --L--
Index Pushbutton l-111 Landing 2-27,2-69, :-!I
Indicated Airspeed Set Knob ~~~ l-160 Landing After Nose Landing Gear
Indicator Lighting Control Knob l-122 Retraction Failure i-32
Inertia Reel Control Handle .~ l-183 Landing and Taxi Lights Switch ~~~~ l-162
Inertial Navigation Set ~~~~~l-117 Landing, Cross Wind 2.29. 2.10
Inflight Emergencies 3.6 Landing Emergencies ;-xi
Inflight Operation i-l Landing Gear Control Panel ] ..(I 2:
Inlet Hot Caution Lamp ~~~~~~1.172 Landing Gear C~ontrols and Indicators l-41
Input Failures l-76 Landing Gear Emergency Extension 3.33
INS Align Indicator Lamp l-125 Landing Gear E:nergency Release Handle ,_.(.i
INS Ground Align Knob l-120 Landing Gear Handle :-.&I
INS Heat Indicator Lamp ~~~~~~~~~1.125 Lxnding Gear fliindle Lock Release Button i-i
INS Reset Button l-123 Landing Gear Handle Warning Lamp Lighted I-33
Instrument Approaches 7.2 Landing Gear ~Malfunctions ~j..$J
7.1 Landing Gear t)peration Limit 5-i
Instrument Climb
Instrument Cruising Flight 7-z Landing Gear Position Indicator Lamps~ l-45
!..mding Gear Xetraction Malfunction %
Instrument Flight Procedures 7-l
Landing Gvat :?stem 141
Instrument Landing System l-111 , ..i.!
Landing Gc:it Wnming Horn
Instrument -Markings j-2*
Landljng. Ntxm,il 2.26. -61
Instrument System Coupler Mode Selector Knob l-99 Landing on Slippery Runways ?.,JjO, J-7.:
Instrument System Coupler Pitch Steering Landing P:itterii 2.28X
Mode Switch I-98 Landing With :I Blown Tire i-20
Instrument lakeoff I Landing VCi:h .Abnormal Fuel Distribution i-2:
Instromenr lest Button 1.101 Landing W !rb ilr Abnormal Fuel Distribution 3-l-
Instrument Warning Flag Analysis 1.97* I..~nding With .\pproach End Barrier
l-88 EnggemeIlr ;-26
Imtruments
Landing With Asymmetric Slat t-2.4
Inregraxxl Flight Instrument System l-92
Landing With Asymmetric Stores x.42
Integrated Flight Instrum,ents ] .c,.i*
Landing With Flap and Slat Malfunctions .i-.?X
Inwrior Inspection 2.5, 2-51.7-10 Landing VG~ith i~orwatd Ahnormal Fuel
lnter;or lnspection/Inflight Procedures 2.50 Distribution I.28
1nte:mediate Frequency Gain Knob ~.~~~ l-136 Landing Wirh Nose/Main Gear Retracted i.i~!
Internal ;and/or External Combined Loadings i-18 Lmding Wirh partial Flaps ~2.12. 2.;
lnrern;tl Bomb Stations 2.51 Landing With Prima?, ot Utility Hydraulic
Internal Bomb/Missile Stiltion I.~,{ system Failuru ;.:
Internal Canopy Latch Handles l-163 Landing With Slats Extended and Flaps
Internal Lighting l-162 Retracrw! ot With slats and Flaps
l-162 RUtacted 2.32, 2.73
Internal Lighting Control Knobs
Landing With Unsafe Gear Indication I-i.,
Interphone l-108 I -8-i
Latitude C<>rrcctlon Knob
Interphone Call Button l-108 ! , / i:i
Left Main Instrument Panel iT?pical)
Interphone Foot Switch l-109 Left Sidew.lll i!\v[ical) ;.-,::/:
Inverted Spins 6.18 Level Flight Clnrilcreristics i,..!
IX Made Selector Knoh Positions vs Level Off 2.21, E-C<!
AD1 Indications l-loo* Lighting C~~nrrol Panel (Typical) l-16:
ISC Mode Selector Knob Positions vs Lighting System I-I60
HSI Indications ~~~ I-101* Limit Maneuwr Load Factors 5.8. j.,
*Denorer Illustration
Change 1 INDEX 7
---- ..~
Index 1.0. lF-1 I l(B)A-1
*Denotes Illustration
INDEX B Change I
~-.1_^1---.~,. ..,^.,.._,...,I...~ .,.,.._. ,. -I.

T.O. IF-1 11 (WA-1 Index
*Denotes IUu.tration
Change 1 INDEX 9
Index T.O. lF-1 ll(B)A-1
-R-
Rack Limits ~~~~ i-18

Rad Test/Monitor Switch ,~ I-lli
Radar Altimeter I-l.iA
Kzdar Altimeter Bypass Switch l-l ~i2A
Radar Altimeter Channel Selector Switch 1.~42
Radar Altimeter Sysrem I-1.12
Radar Alritude Low Warning Lamp i-li.3
Kdar Funcrio Knob I-133
R&r/lLS/AILA Approach ;.~i*
Radar Scope l-148
Radar Scope Tuning Control Knobs l-148
Radar Transponder Control Panel l-1 10*
Rxiio Beacon Ser i-107
Ram Air Mode i-!(,X
Ram or limergency Mode Flight Envelope : i
Range ;m~l Azimuth Cursor Intensity
Conrrol Knobs I-136
?iangr Selecror Knob I-Ii8
Ranging Prioricy Change 4-h
Rare Gyro Lest Wuttons !-T!
Recommcndcd lMinimum Flying Speeds 6.1. ,;. ! i :/:
Kecovery zind Lu~ding Equipment in- IN1
Kfmxery Clinr:mcristics h- 11
Recovery Prom l~nusual Arrirudes (,.I i
Recovery Parachure Deploy FIandlr* :-18i
R,ccovery Pxrxchn~e R&w Handle ,.I84
Recover,, Roils 6.(!
Reduce ipeed Warning Lamp l-90
Reference Engngc Rurrons 1.Y(,
Reference Not Engaged Cxution Lamp 1.77, !-:;I!
Release and Jcrtison Liniirs-~.-
I-117Al and CBU-52B/B 5.27
Hclease Limits ~~~ 5-l)
Release Limits-Tanks (With or Without
Nuclear Weapom on Orher Stations? 5.15+
Relief Container Stowage I-II85
Reply Lamp ~~~ 1-11-i
Reticle Dcpressio Set Knoh !-I60
HI: Gain Control Knob !-In,
RideiVolume Coorrol Knob I-! iY
Right Main Instrument P:mrl iTypical> i .) , :I
Right Sidewall ,.l;(p
Rocket LMotor 1.179
Roll and Pitch Gain Changer Caution Lamps~ j -7.,i
Roll Artitwlc/Costant Heading Operation I-79
KoIJ Auropilot Operation l-7)
R,,ll Channel l-61
K<il! Channel and Roll Danper Redondancy 2-b!
R<all Channel Electrical Schematic :..C.!*
K!l (:mn:ads i -ii,i
Roil Coupling h-19
Roll Gain Crmtrol l-h.4
Roll Inputs 1-e
T.O. lF-11 l(B)A-1
Stores Control Panel l-126

Stores Limitations 5.18
Stores Station Inspection (Both) 2..i
Stores Station Inspection (Nav) 2.51
Strange Field 2.44
Subsonic Flight il.2
Supersonic Flight 6.3
Surface Motiorr iind Lights Check I -0x
Surface Motion Check I-08,
Suvival Equipment 1-1x(,
Synlmerric Lw&ngs 5.!R
Synchronizatiw Indicator I -H5
Synchronou\ Bcmb Run i-18, .i-iO(~
System ICAE! lowcr Application .I.?
- *,- -
TACAN At~tenna Selwtor Switch I-111

TACAN Apprw,ch 7.2
IACAN Channel .Selecux l-111
IACAN Contn>l Panel I-lliv-
TACAli Function Selccror Knob l-1111
TACAN Olwraion l-11,1
TACAN Penrr:-:,tirm/Al,proach 7 4-?:
IACAN Volun,e Control Knob l-111
1-8ctical Air Nzvigntion System I-1 IO
Tactical Frrr) 2-K
Tactical Ferry Pxxedures ?-j(~l
l~ail Bumper System ,.ii
rakeoff 2.20, 2.22;::, 2&,6.1,7.9, T-ICI
lakeofi and Initial Climb 74
lakeoff and Landing Dam Cards 2.-J
Takeuff Emerguncies 3.,
lakeoff (Nau Reads1 2.19, 2.61
Takeoff l-rim Hutton 1-h)
Takeoff Trim Indicator Lamp I-?..;
Target Data Change i-3 ,j
Target Data Vcritication 4.:;
larget Fixpoint Identification 4.3 1
Target Iahle Reset Procedaes .f.jZ,
Taxi-Back Lamlings 2.34. L-7;
Taxi Spe:d >-,
Taxiing Z-49, 7.9, 7-10
Taxiing (Nav Keads) 2-M. 2.6:;
lariing With Wings Aft of 26 Degrees 2-19,2-h:;
?axiing With Wings At 16-26 Degrees 2-18, 2-h:;
Temperature Control Knob l-16:
lerrnin Clearance Knob 1.14;
Serrain Following Mission Planning I-Ii:!
Terrain Following Mmie l.I~i6
lerrain Following Radar i-143
TLerrain Pollowing Radar Controls and
Indicators 1.146
lerrain Following Radar Operation ~~~~ 5.11
Terrain Following Radar Subsystem Tie-Ins ,.,<j
*Denotes lustrarion
Change 1 INDEX 11
Index T.O. lF-11 l(B)A-I
1.0. lF-I 11 (WA-1
Page
Windshield Wash/Rain Removal Selector -Y-
Switch l-172
Wind Vector 4-X!, 4.57 Yaw Channel I-64
Wing Flaps and Slats l-48 Yaw Channel and Yaw Damper Redundanq 1-67
Wing ?r Weapons Bay Tank Fuel Transfer 3.17 Yaw Chatnel Automatic Switching I-66
Wing Slats l-49 Yaw Channel Schematic l-65*
Wing Sweep and Pylon System I-51* Yaw Damping l-64
Wing Sweep Handle 1.50 Yaw Stability Augmentation l-66
Wing Sweep for Landing 6.27* Yaw Trim ~, I,-66
Wing Sweep Handle 26 Degree Forward Gate l-52 Yaw Trim. Unscheduled 3.16
Wing Sweep Handle Lockout Controls ~~~~~ ~~~ 1.52
Wing Sweep-Maneuverability Effects 6,.4,6-9*
Wing Sweep Position for Landing h-23 -z-
Wing Sweep Position Indicator 1-52
Wing Sweep System 1.50 Zero G and Negative G Time Limit 5-3
^

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1.0.

SECTION I description & operation l-l

SECTION II normal procedures 2-1

SECTION Ill emergency procedures 3-1

SECTION IV crew duties 4-1

SECTION V operating limitations 5-l

SECTION VI flight characteristics 6-1

SECTION VII all weather operation 7-1

APPENDIX I performance data (See 1.0. lF-111(B)/\-1-l)

Would you believe---that

A/B FIX Flighr Director Computer

SPC Special Purpose Chaff DEFINITIONS.

TAL Transfer Alignment Procedure SYMMBIRIC MANEUVER

Uppet Sideband LIMIT CYCLE

AIRCRAFT RETROFIT TECHNICAL ORDER INFORMATION

T.O. No. Short Title System/Egulpment Affected

IF-Ill-563 AN/APS-109/ALR-41 RHAWS Penetration Aids, Section I,

lF-111.571 Relocate Rudder Authority Hydraulic Hydraulic System, Section I.

lF-Ill-583 Install Hydraulic Fuse Hydraulic System, Section 1.

lF-111.599 Modify Hydraulic Isolation Circuit Hydraulic System, Section 1.

IF-111.611 Fire Detection System Ground Test Engines, Section I.

IF-111.677 Add New Ground Interphone Receptacle Communications Equipment,

IF-Ill-755 Install New Autopilot/Damper Switches Autopilot System, Section I.

lF-111.760 Add Strap to Restraint Harness Crew Module, Section 1

lF-111.779 Replace TFR Knobs-Easier Identitica- TFR, Section 1.

IF-Ill-780 Relocate Attack Radar Scope Controls Attack Radar, Section 1.

lF-111.819 RHAWS (ANlAPS-lOA/ALR-41) Penetration Aids, T.O.

IF-111.829 Deactivate LSTC Flight Control System, Sec-

lF-Ill-833 Install Improved CMRS (AN/AAR-34) Penetration Aids, T.O.

lF-Ill-863 Install AN/ARC-123 HF Radio Communications Equipment,

lF-111-876 Modify Fuel Pylons Stores Limitations, Section V.

T.O. No. Short Title System/Equi@zent Affected

I IF-Ill-877 Current Limiting Device for IRU Cold Weather

1F.Ill-891 New Stall Warning System Flight Controls, Section I.

IF-Ill-946 Weapons Bay Overheat Detection Wheel Well Overhear Detec-

lF-111.1020 Replace Inboard Spoiler Inboard Link Maneuverability Limitations,

lF-lll(B)A-567 Nav/LCOS Tie-in RHAW Penetration Aids, T.O.

lF-Ill(B Modify Fuel Pylons Stores Limitations. Section V.

IF-1 11 (B)A-602 Add ECM Set (AN/ALQ-94) Penetration Aids, T.O.

IF-lll(B)A-637 Install Attitude Monitor System Instruments, Section I

IF-lll(B)A-651 Modify Flight Program for Bomb Nav TFR. Section I

TCTO Flyleaf 2 Change 1

OMRIPllON & OPERAlION

TABLE OF CONTENTS. THE AIRCRAFT.

General Arrangement Diagram

I. Enfronce Ladder and Step.

2. Wing Poritian lights.

3. Forword Fuel Tanks.

6. Primary Hydraulic System Reservoir.

8. Wing Fuel Tanks.

IO. Wing Flops.

1,. wing Formation Lights (Upr 8. Lwrj.

12. Horirontal Sfobilirer.

13. Speed Bumps.

I 5. Aft Fuel Tank.

16. U,i,ity Hydraulic System Rerervoir.

17. Air Refueling Receptacle.

18. hi-Collirion Lights (Upper 8 Lower).

19. Tail Position Light.

2,. Fuel Vent Tank.

22. Fuel Dump Ouilet.

23. arresting Hook.

24. Toil Bumper.

~ure,o~e Formotior, Lights (4).

,_,-... ,,... -___ .._,._ ---.-,.

-.-,-- __- ..,.

____ -_ _ -.--~-..-~