The pilot in command will decide which pilot performs the
takeoff/landing after a thorough analysis of the situation.
BOLD FACE EMERGENCY PROCEDURES:
FIRE ON THE GROUND
or aircraft evacuation on the ground.)
BRAKE SELECTOR - EMERGENCY (P, CP)
FIRE HANDLE - PULLED (P,
AGENT - DISCHARGED (P,
EMERGENCY ENGINE SHUTDOWN
(steady light & horn, flashing light or other
malfunction that requires shutting down the engine.)
Throttle to Idle Start is permissible before bold print...
NO.__FIRE HANDLE – PULLED (P)
AGENT - AS REQUIRED (P) (D/3-11-13)
SMOKE AND FUME ELIMINATION ("SAFE")
OXYGEN MASK AND GOGGLES - ON/100% (D/3-15-20)
BLEED AIR SMOKE ("BAS")
OXYGEN MASK AND GOGGLES - ON/100% (D/3-22-23)
OXYGEN MASK AND GOGGLES - ON/100% (D/3-25-30)
1. Ground evacuation - One long, sustained blast.
2. Ditching or crash landing immediately after takeoff
- one long, sustained blast.
3. Brace for impact - One long, sustained blast.
4. Bail out - One long, sustained blast.
5. Prepare to bail out - Three short blasts.
6. For immediate bail out, the pilot will sound the warning
horn and transmit "BAIL OUT" 3 times over the PA.
7. Prepare for ditching or crash landing - Six short
Outboard engine - establish a bank angle of at least 5° away from the
dead engine before reaching full rudder input.
Retract the gear. For loss of 2 engs. at heavy weight slowly
and judiciously change flap setting to 40% (max lift over drag
Accelerate to Vmfr, retract flaps.
Climb - 250 to 10,000', then 260 to .65 Mach.
If additional climb performance is required, climb at Vmco
until reaching at least 1000' AGL and clear of the obstacle. (Limit bank angle
to 15°) (D/3-10)
Disconnect elec.& electrohydraulic pitch trim (both
Simultaneously apply manual hyd pitch trim in the
If trim movement continues: direct the flight eng.to depressurize
hyd sys #2 and the copilot to select EMER on elevator sys #2 power control
On takeoff, use an airspeed near rotate speed.
After takeoff (cruise):airspeed - 200 KCAS
NOSE DOWN runaway: Back pressure, wings level, reduce
power as necessary, spoilers as needed; 200 KCAS (D/3-72)
If no a/c yaw is experienced, do not rapidly
retard the throttle to IDLE START, as this may cause the TR to open.
Throttle affected engine - IDLE START
Close Thrust REV POS IND & THRUST REV PRESS VALVE PWR CB’S.
Affected engine - scan
If TR scans closed & locked, continue at normal cruise speed.
Maintain a periodic scan.
If it scans unlocked, begin descent to 20,000' or less.
Conditions permitting, consider slowing to 200 KCAS in the descent. Refer
to the Dash-1. (D/3-15)
Hold rudder pedals neutral
Rudder power switches (both) - OFF
Continuous Ignition - ON
Descend to Zone 1 or 2, as required (FL 250 will place you in zone 1)
(D/3-75) (Chart located on page 3-122 of the Dash-1.)
Oxygen mask - ON/100%
Crew and troops - notified
Emergency warning horn - OFF
Therapeutic manual shutoff valve - OPENED
Seat belts - fastened
Emergency descent - as required
Radar - if cabin alt. exceeds 20,000', place radar to STBY. and turn MFD
unit(s) to OFF.
Scanner's/loadmaster's report - as required
ATC - notified (D/3-33)
Announce emergency descent
Continuous ignition - ON
Throttles - IDLE START
Autopilot - OFF
Turn, if required (15° max.bank at high altitudes/ high gross wts.
Lower nose - 220 KCAS, descend to FL250 (no pax), FL200 (pax), 10,000' or
IFF - 7700
Notify ATC, request QNH, check terrain (D/3-33)
If on the NATS: Turn 90° left/right, displace 30 NM off
track, Altitude: +/- 500' from normal altitude. (FLIP GP, Europe,
chapter 5) (Transmit in the blind on 121.5)
If structural damage is not suspected, the pilot may maintain
0.75 mach to 350 KCAS and 350 KCAS to sea level, unless restricted by section V,
part 2. (missile hauling) (D/3-32)
Above 20,000' unpressurized, the radar magnetron and MFD
unit (scope ) may arc. The function selector switch must be placed in STBY. The
MFD unit(s) should be turned OFF. (D/1-182)
If autothrottles will not
disconnect: ( Can be overpowered.)
depress the R/GA button (throttle force = 16 lbs.)
place ATS Arm switch OFF
open 115 VAC (23D) circuit breaker (D/3-78)
Obtain appropriate A/S and set marker. (T)
Check landing distance (jettison?). (T)
Fly wider/longer pattern with close A/S control. Do not allow A/S to
decrease below APPR + 20 until inbound to the FAF (If zero flaps).
Inhibit GPWS mode 4 after final config.
Flare is proportional to flap setting.
Touchdown at approach speed minus 15 knots.
Do not exceed 5° of bank at touchdown.
After the MLG are on the ground, go to REV IDLE.
After a 3-point attitude is established, deploy the spoilers. Reverse
beyond reverse idle. (do not exceed the spoiler FLT limit until below 147
Technique for computing either approach flap airspeed or
no-flap airspeed from full flap approach speed : " 535"
:add 5 knots to (full flap) app.speed for an Approach flaps landing;
add 35 knots for a no-flap landing.
X- wind limit: 25 knots ( training : 15
knots ) (A/9-4,5-3)
Technique for no-flap briefing: 0 1 2 3 4 5 10 15 25
0 - 0 Flap - 0 Flare
1 - 147 Ground Spoiler limit
2 - 2 gear down deploy thrust reversers
3 - 3 gear down deploy spoilers
4 - Inhibit mode 4 after configuration (now a checklist item)
5 - 5 degree max bank on touchdown
10 - Cross threshold at approach -10
15 - Touch down at -15 and max training crosswind
25 - Max non-training crosswind
Approach & landing same as
for 4 engines, except for rudder trim and reversing techniques
Same as 4-eng. G/A (except rudder trim, step on good engine, step on ball)
Set G/A EPR,
Set flaps to APPROACH while assuming a climb attitude.
Positive rate of climb - GEAR UP.
Accelerate to Vmfr and retract the flaps.
If increased climb capability is needed, climb at Vmco. Do
not exceed 15° bank when climbing at Vmco w/flaps at Takeoff/APPR. (D/3-10,45)
Airspeed - Approach speed (75% flaps) or 2-eng. Vmca, whichever is
Configuration - Fly the approach with GEAR DOWN, flaps UP
until approaching the glideslope.
Below 200 KCAS, and before APP + 30, place the RUDDER HI PRESS switch
Fly Approach + 30, minimum, on base leg.
Do not reduce A/S below App + 20 until flaps are lowered to APPROACH.
Just prior to the glideslope, lower flaps to APPROACH. Slow to
When landing assured, the flaps may be set to LANDING.75% flaps
is recommended unless runway length becomes a factor. (Landing
"assured" = on final approach within one mile with runway lights in
sight and in a position to complete the landing safely.) (D/3-45,119
2-ENGINE GO-AROUND: (D/3-45)
Start before slowing below 2-eng. Vmca.
Set G/A EPR, establish a climb. Gear up, if able.
Maintain Vmco or Vmca, whichever is higher, w/flaps APPR. until a safe
alt. is reached. Accelerate & flaps UP at Vmfr.
2-ENGINE CLIMB SCHEDULE: 220 KCAS to .45M; .45M to cruise
alt. (D/3-10) 2-eng. climb data is NOT AVAILABLE. Final range should be
computed upon reaching initial 2-engine cruise/step climb alt. 2-eng. gear
down perf. data for climb & cruise is NOT AVAILABLE. (D/3-45)
1. Use normal go-around procedures:
a) set G/A EPR
b) flaps - APPROACH
2. If spoilers do not automatically retract,
a) place EREO switch to EMER RETRACT.
WARNING: Do not rotate until rotate
speed and G/A EPR is set.
LANDING GEAR MALFUNCTIONS
The gear may be recycled to get an UP indication if the crew determines it
is safe to do so. If any damage is observed, do NOT recycle the gear to
obtain an UP indication.
For any gear malfunction: (1) visually inspect nose and
main gear units because the indicators may not be connected properly. (2)
Check the landing gear control circuit breaker (30R). If open, attempt to
reset. If it will not reset or the problem appears to be an electrical
malfunction, proceed with the Landing Gear Electrical Malfunction Checklist.
All other gear malfunctions will be handled by the Landing Gear Emergency
Extension Checklist. (D/3-37)
If uncommanded cycling of the landing gear is encountered, open the
Landing Gear Control CB 30R. Cycling stops: proceed with the Landing Gear
Electrical Malfunction Checklist. Cycling continues: proceed to the Landing
Gear Emergency Extension Checklist. (D/3-37)
Two checklists to use:
Use the Landing Gear Emergency Extension checklist for:
Hyd. system failure,
cycling gear that continues to cycle after pulling CB 30R.
Use the Landing Gear Electrical Malfunction checklist for
After placing the landing gear handle DOWN:
Fuse Failure - One main gear stays up
MLG Selector Valve Failure - Both main gear stay up
NLG Selector Valve Failure - Nose gear stays up
Electrical Failure - All gear stay up
Landing gear UP for any ditching.
Power ON - final with Landing flaps at APPR -10; contact
water at APP -20.At night, maintain APPR -10 until contact with the water.
Power OFF - maintain 178 KCAS or higher; extend flaps
cautiously and at high RPM; flaps, trim & maneuver above 1000'. Slight nose
high attitude and low sink rate until touchdown. (D/3-54)
Turn appropriate wing anti-ice switch OFF. If the overheat extinguishes
within 30 seconds, cycle switch from OFF to ON for approx.15
sec.for anti-icing. Direct scanner to visually scan appropriate wing
for evidence of fire or structural damage.
If the light does not extinguish ...
Turn all wing anti-ice switches OFF, then refer to
section 3 of the Dash-1. (D/3-25)
Pulling an engine fire handle accomplishes the following:
Bleed air into the nacelle is shut off by elec. closing the
bleed air shutoff valve. Zone II doors are elec.closed. Gen. is
de-energized & GLC is opened. Hyd. shut-off valves are elec closed.
Ignition systems (both) are turned off. Fuel control shut-off valve elec. closed and shut-off valve in the pylon is mechanically closed. The
agent discharge button is exposed. (D/1-241-242)
1. Fire extinguishers - 6
1 - flt. station, under inboard ACM seat.
2 - aft of crew entrance door.
1 - midway right side of cargo compartment.
2 - forward of left troop door.
2. First Aid Kits
6 - normal/provisions for 26
2 - flt. station, left side of flt station door.
2 - aft of crew entrance door.
2 (total) 1 aft of each troop door.
Provisions for 26: 5(20 total) aft of each side exit.
3. Life rafts (6)
2 - inside wing fillets.
1 - #2 escape hatch.
1 - #4 escape hatch.
2 - each silo in cargo compartment aft of troop door.
4. Wing life raft release (6)
2 - overhead flt station door.
2 - forward of right troop door.
2 - #3 escape hatch.
5. Oxygen Bottles (11)
2 - forward engineer station.
2 - aft of navigator's station.1 - crew latrine (w/smoke
2 - crew rest facility/loft
2 - 1 aft of crew entrance door; 1 opposite it.
2 - rt. troop door (bottom bottle has smoke mask)
Oxygen bottle settings:
Normal - good to 30,000 ft.
30M - 30,000 to 42,000 ft.
42M - 42,000 to 45,000 ft.
EMER- Above 45,000
6. Recharge hoses (8 total, 5 crew sys; 3 troop sys)
1 - forward of eng's. station
1 - aft of nav's sta.
1 - inside crew latrine
1 - aft of crew entrance door
1 - rt. side of forward bulkhead (outside crew latrine)
3 - troop system - rt. side of cargo compartment.
7. Oxygen regulators (9):
Pilot, copilot, engineer (overhead panel), jumpseat (rt. side of nav panel), nav (left
side of panel), outboard aux. seat, 3 - lower bunk seats.
8. Smoke masks (2)
1 - latrine
1 - bottom bottle, aft of right troop door
9. Emergency Breathing Devices(4)
1 - crew latrine
1 - aft of crew entrance door
1 - opposite side of crew ent door
1 - aft of right troop door
10. Protective Clothing
(crew rest facility): 2 - vinyl aprons, 2 pair - rubber
gloves, 1 pair - fire retardant gloves, metal shears, rubber dust pan, 10" wisk broom, roll of
masking tape, 5lb. bag absorbent material, 3 large plastic bags, nuclear flash goggles, monocular eye
11. Side Escape Hatches (4)
2 - forward of wheel well, both sides.
2 - aft of wheel well.
12. Chopping areas (3)
1 - aft of left forward escape-hatch
2 (total) 1 aft each troop door
13. Miscellaneous Items
Crash axe - behind inboard aux seat.
Restraint Harness - rt. side of inboard aux seat, under bunk
Escape Ropes - 8 - on each side & overhead escape hatches.
Ladders- 1 fix ladder for #1 escape hatch & rope ladders
for each overhead escape hatch in cargo compt. - 4 total.
(with techniques added [T])
1. OXYGEN MASK
AND GOGGLES - ON/100%
Attempt to isolate the faulty circuit. Consider any
previously malfunctioning equipment.
Have engineer get out the Dash-1 to run the checklist.
Turn over flying the aircraft to the copilot (he will have to
fly cross-cockpit, & should notify ATC of the problem, request a block
altitude, & direct clearance). Turn up the pilot's floodlights. Direct eng.
to raise the cabin altitude to 10,000' with the auto controller. INS codes for
overheat are in the 30's. INS is in left under-deck area; INS battery units are
in the right under-deck area. Turn off any unneeded equipment - HFs, ADFs ??
Get a Nav or other crew member on the Engineer's long cord to
relay info. from downstairs.
2. Inst. Power
Switch - "EMERGENCY" (P)
to see if the fire goes out (may be on Nav Bus 1,
3. Emerg. Press.
Switches (emerg. DC bus) -"EMERGENCY" (P)
If there was a previous problem with the pack, you may not be
able to move both switches to Emergency without losing pressurization. (consult
with the eng.). If A/C master switch is in "BOTH"
=> take "both" emerg. pressurization switches to EMERG.; "L"
=> move only the Left switch; "R"=> move only the Right
switch to EMERG... (T)
4. Att. Select and
Mag Hdg Switches - "AHRS" (P)
5. Bus Disconnects - "OFF" (P,E)
Disconnect left to right, & do just the first 3
switches unless the situation dictates otherwise ... just don't forget to
disconnect the 4th switch if the fire continues.
After the 4th
bus disconnect is turned off, the pilot's FSAS/INS CDU will be lost.
Navigational capability is retained through use of the INS CDU on the
if the fire is going out ...
, go to the portion of the
checklist that is subtitled: "when the fire goes out"...
If the fire is going out
If the fire is NOT going out, continue with the checklist...
6. Bus Disconnects
- "NORMAL" (P,E)
(Reconnect the switches right to left.)
You are now committed to completing the rest of the
7. Emergency Press. Switches - "NORMAL"
These switches are on the Emergency Bus Panel.
8. Instrument Power Switch - "OFF" (P)
9. Att.Select and Mag Heading Switches - "INS"
10. Pilot/Eng. Interphone Sources - "SWITCHED"
Pilot will switch to the jump seat cord (large end to large
Have liaison switch to Nav's cord or loadmaster's cord.
11. Emer Bus AC Power Feeder CB's - "OPEN"
12. Emer Bus DC Power Feeder CB - "OPEN" (P)
(Do this even if the fire went out in the previous step.)
13. Depressurization - "AS REQUIRED" (P)
Normally, depressurization will not be required since all
buses have been depowered during the checklist. However, if depressurization is
required, direct the eng. as to the method to be used (auto or manual controller
as the situation dictates). Do not turn conditioned air off as this will cause
the flt. sta. to rapidly fill with smoke.
: After the faulty component/bus
has been identified (and depowered w/ switches and/or circuit breakers ...
removed, if possible), restore electrical power to the operational buses as
When the fire goes out
14. Cabin Pressure Controller - "As Required"
15. Instrument Power Switch - "NORMAL"
16. Emerg. Press. Switches - "NORMAL" (P)
These switches are on the Emerg. Bus Panel.
17. Att Select and Mag Hdg Switches - "AS REQ'D" (P,CP)
Items on NAV bus 1 lost whenever the emerg.gen
is supplying power:
light director #1 B DHI #2
A DF #1 A utopilot
T acan #1
Items available under emerg bus only operation:
ressurization I FF
I nterphone (P&E) F loodlights(P)
T urn and slip (P) F uel/main tanks
Y aw damper
S tandby compass and a/s indicator V ert.Scale Flt
A DI (P) via AHRS I NS (30 min.)
C ADC #1 (with pilot's pitot heat) N av's
E ng's altimeter
Additional items gained with ISOLATED busses
dg gear (normal ops) T hrust rev Air cond (l pack)
UHF #1 H SI (P) F ire detection
VHF #1 (comm & nav) E PR
These conditions will cause the emergency generator to
AC related - Instrument power light ON.
Instrument power switch - EMERGENCY
Three AC power feeder circuit breakers - open Loss of all generators.
DC related - Instrument power light OFF
Emergency power control CB - OPEN
Emergency DC power feeder CB - OPEN
Failure of the hyd motor control solenoid.
Pilot indications: "SMILE" pattern on the
annunciator panel. (T)
Eng's indications: battery light, 2 main DC BUS OFF lights,
voltage difference between main DC bus and the isolated or emergency
DC buses. (D/3-83)
Instrument power switch - EMERG.
Select AHRS for Attitude & Hdg.
Open Emerg. Power Control CB
Place both emerg. press. switches to EMERGENCY
Inst. power switch - NORMAL (D/3-83)
Have CP use FE aux cord for interphone. (T)
Pilot:Tacan, ADF, Flt. Dir., Radar, Marker Beacon
Copilot: HF, Tacan, ADF, BDHI, UHF, VHF Nav/Comm, G/S
Other Systems Lost:
Spoilers & sp.cable servo (= incr. ldg dist./20 knot
X-wind) (descend? - needed for RD.)
Emerg.brakes & anti-skid
(incr.ldg.distance - 2000' uncorr.)
Hyd.sys #3; Hyd sys #1 & #2 electric boost pump.
Elec & Elec-hyd pitch trim; Pitch trim disconnect.
Rudder pedal steering ( 20 knots max X-wind)
Cargo jettison - must handcrank doors.
Aux & Ext range fuel boost pumps
Anti-ice & de-icing equipment, windshield heat, copilot's
Aileron, Elev, & Rudder trim indicators. Flap &
Autopilot, AWLS, Auto-throttles, TPLC
Radar probably lost. Avoid wx if possible.
Pilot: UHF, VHF Comm/Nav, IFF, G/S receiver, HSI, INS
1 & 2 (MSU select switch inop.), Equipment on emerg.busses.
Trim w/ hyd. trim lever.
Copilot: CADC, VSFI, HSI, ADI, Interphone on FE aux cord.
Normal; no flap indicator or asymmetry protection.
1. Max of 44,000# fuel remaining in main
tanks; crossfeeding possible, transferring not possible. Don't mismanage
- you could have an aft CG problem as main tank fuel is used. With
digital fuel system you have operative main tank qty.guages and
2. PAR mins.- 200'/ 1/2 ( if CP was in
INS 1 or 2, then you will be limited to 300'/ 3/4). ILS mins.- 300'/ 3/4
3. Pressurization can be maintained by placing
the right EMER PRESS switch to EMER.( When operating with
the Air Conditioning Master Switch in the RIGHT position, the aircraft
will depressurize when the cabin control fan comes on unless the air
cond. master switch is returned to the BOTH position.) (D/3-83)
The rudder automatically reverts to the
high pressure mode. Above 160 KCAS, exercise extreme caution during
rudder application, as full rudder deflection could cause structural
SUMMARY: Want to land at a field with good weather, a
long runway. No lights if at night.
(1) Less than 6 million
ft-lbs./brake-another takeoff may be attempted immediately;
(2) above 6 million
ft-lbs./ brake - refer to fig.5-10. (D/3-9)
Extreme engine Vibration (D/3-10)