T-45 EPs

  1. CLEAR ENGINE PROCEDURE/ABNORMAL START/TP FIRE ON SHUTDOWN
    • *1. Throttle — OFF.
    • *2. ENGINE switches — ON.
    • *3. FUEL SHUTOFF handle — DOWN.
    • *4. GTS — START.
    • *5. IGNITION switch — ISOLATE.
    • When rpm below 20 percent and GTS advisory light illuminates:
    • *6. ENGINE switch — START.
  2. EMERGENCY SHUTDOWN/EGRESS
    • W1
    • *1. Throttle — OFF.
    • *2. ENGINE switch — OFF.
    • *3. FUEL SHUTOFF handle — PULL.
    • *4. Ejection seats — SAFE.
    • *5. BATT switches — OFF.

    W1 - Do not eject unless the canopy is fully closed.
  3. BRAKE FAILURE — ASHORE
    • If flyaway airspeed available:
    • *1. Go-around.
    • If flyaway airspeed not available, or during taxi:
    • *2. Throttle — IDLE.
    • *3. Brakes — RELEASE.
    • W1
    • *4. Anti-skid switch — OFF.
    • *5. Attempt braking.
    • W2
    • If brakes still unavailable:
    • *6. Hook — DOWN (if required).
    • *7. Parking brake handle — PULL (if required).
    • W3

    • W1 - Failure of both cockpit occupants to release brakes may result in blown tire(s)
    • and loss of directional control.
    • W2 - Failure to judiciously apply brakes without anti-skid protection may result in blown tire(s) and loss of directional control.
    • W3 - Pulling the parking brake above taxi speed without anti-skid protection may result in blown tire(s) and loss of directional control.
  4. BRAKE FAILURE — AFLOAT
    • *1. Throttle — IDLE.
    • *2. Parking brake handle — PULL.
    • *3. Hook — DOWN.
    • *4. Transmit.
    • W1
    • N1

    • W2
    • • Consideration should be given to ejection seat envelope and proximity to
    • deck edge.
    • • Ejection must be initiated prior to any landing gear departing the flight deck.

    • N1
    • Attempting to ground loop the aircraft may bring the aircraft to a stop.
    • Hitting an immobile object rather than departing the flight deck is highly
    • recommended.
  5. LOSS OF DIRECTIONAL CONTROL
    • If flyaway airspeed available:
    • *1. Go-around.
    • N1
    • If flyaway airspeed not available:
    • *3. Abort.
    • If blown tire suspected:
    • *3. Brakes — RELEASE.
    • W2
    • *4. ANTI-SKID switch — OFF
    • *5. BRAKES - APPLY
    • W3
    • If NWS failure suspected:
    • *6. paddle switch - PRESS
    • If airborne:
    • *7. Gear and flaps — DO NOT REPOSITION.
    • C1

    • W1
    • Rudder pedal forces may be as high as 180 pounds to successfully counter the
    • swerve. Failure to counter the swerve may result in departing the prepared
    • runway surface.
    • N1
    • • Full aft stick may be required to obtain lift off (not to exceed 24 units AOA).
    • • Stall speeds with approach power and a gross weight of 11,500 pounds are:
    • Half flaps 99 KIAS
    • Full flaps 94 KIAS
    • • Stall speeds at MRT will be 6 to 8 knots lower in accordance with Figure
    • 26-17.
    • • Liftoff will be prolonged on a hot day and/or high altitude landing.
    • W2
    • Failure of both cockpit occupants to release brakes may result in blown tire(s)
    • and loss of directional control.
    • W3
    • Failure to judiciously apply brakes without anti-skid protection may result
    • in blown tire(s) and loss of directional control.
    • C1
    • Retraction of gear or flaps may cause additional damage to flaps, gear doors,
    • or wheel well area.
  6. ABORT
    • *1. Throttle — IDLE.
    • *2. Speed brakes — EXTEND.
    • *3. Brakes — APPLY.
    • *4. Hook — DOWN (IF REQUIRED).
    • N1
    • *5. Release brakes prior to crossing the arresting gear.
    • C1

    • N1
    • If off center just prior to engaging the arresting gear, do not attempt to go
    • for the center of the runway. Continue straight ahead parallel to the runway
    • centerline.
    • C1
    • Braking during CDP engagement may raise the hook point sufficiently to
    • miss the arresting gear.
  7. EMERGENCY CATAPULT FLYAWAY
    • *1. Throttle — MRT
    • *2. Maintain 24 units AOA.
    • If engine failed, or unable to stop settle:
    • *3. Eject.
  8. BLOWN TIRE(S) AT THE CARRIER
    • W1
    • *1. Gear and flaps — DO NOT REPOSITION.
    • C1

    • W1
    • Shipboard landing with blown tire(s) is not recommended due to limited
    • ability to control aircraft yaw and remain within the landing area.
    • C1
    • Retraction of gear and flaps may cause additional damage to flaps, gear doors, or wheel well area.
  9. ENGINE FAILURE
    • If below 1,500 feet AGL and airspeed below 180 KIAS:
    • *1. Eject.
    • If above 1,500 feet AGL or airspeed greater than 180 KIAS:
    • *2. Execute airstart.
  10. Airstart
    • N1
    • *1. Emergency oxygen green ring(s) — PULL.
    • *2. Throttle — OFF.
    • Simultaneously perform steps *3. and *4.
    • *3. GTS start button — PRESS AND HOLD.
    • W1
    • *4. Throttle — IDLE.
    • W2
    • N2
    • If unsuccessful (no relight within 30 seconds after moving throttle to idle or EGT exceeds limits):
    • *5. Throttle - OFF (allow 30 seconds to drain if practical)
    • If within windmill airstart envelope (below 25,000 feet MSL, minimum 13% N2 RPM, recommended minimum 250 KIAS):
    • *6. Repeat steps *3. and *4.

    • N1
    • • An immediate airstart may be attempted at any altitude/airspeed and is most effective when attempted within 10 seconds of any engine flameout or shutdown.
    • • An immediate airstart is least effective when attempted after a failed airstart.
    • W1
    • To prevent loss of situational awareness and aircraft control, ensure the aircraft is recovered/upright and you have switched your instrument scan to the standby instruments due to MFDs, DEU, SADS and VCR/CEU dropping off line during GTS start.
    • W2
    • Engine starts with the throttle above the ground idle position may cause
    • engine surge/overtemperature.
    • N2
    • • Ignitors fire for 30 seconds after releasing GTS button.
    • • FF, EGT and rpm should be closely monitored after placing throttle to IDLE for successful or unsuccessful airstart.
    • • Engine may stagnate between 30 to 40 percent N2 rpm during immediate/windmill airstarts. In this event, it should be possible to complete the start by reducing altitude, thus increasing airspeed, with the throttle at idle.
  11. COMPRESSOR STALL OR EGT/RPM WARNING LIGHT
    • INFLIGHT
    • *1. Throttle — IDLE
    • C1
    • *2. EGT/rpm — CHECK
    • If EGT is greater than 450 °C for more than 6 seconds at IDLE:
    • *3. Execute Engine Failure Procedure
    • If EGT responds normally:
    • *4. Throttle - Slowly advance to minimum for safe flight 
    • C2
    • N1
    • -
    • C1
    • If flight conditions permit, place the throttle to IDLE. Any delay at placing the throttle to IDLE may result in engine damage.
    • C2
    • If EGT is greater than 745 °C, engine damage may occur.
    • N1
    • If EGT is 620 °C or greater for 20 seconds, ECA malfunction may have occurred. Verify ECA 2 caution light illuminated for secondary indication.
  12. ELECTRICAL FIRE
    *1. GEN switch — OFF.
  13. Smoke or Fumes in the Cockpit
    • *1. Altitude — DESCEND BELOW 18,000 FEET (if practical).
    • *2. AIR FLOW knob — OFF.
    • W1
    • N1
    • If unable to clear smoke or unable to see:
    • *3. Airspeed — REDUCE (As practical).
    • *4. Warn other cockpit occupant/secure loose items.
    • *5. Seat — LOWER.
    • *6. MDC firing handle — PULL.
    • 7. Land as soon as possible.
    • W2
    • N2

    • W1
    • • Decompression Sickness (DCS) may be experienced when operating in an unpressurized cabin above 18,000 MSL even with a working oxygen system. Symptoms of DCS include pain in joints, tingling sensations, dizziness, paralysis, choking and/or loss of consciousness.
    • • Failure to ensure mask is secure/tight could result in hypoxia.
    • N1
    • The potential for DCS increases at exposures above 25,000 feet or in the case of a rapid decompression.
    • W2
    • Actuation of the MDC handle with the helmet visor up could result in severe eye injury.
    • N2
    • If canopy is shattered, airflow over the cockpit area has a suction effect and causes a greater cabin pressure altitude to be experienced than the actual aircraft altitude. The effect is related to airspeed and altitude, but may typically give an increase of up to 5,000 feet cockpit altitude.
  14. HYPOXIA/OBOGS CONTAMINATION
    • If hypoxic symptoms are evident and/or suspected, proceed as follows:
    • *1. Emergency oxygen green ring(s) — PULL.
    • *2. OBOGS FLOW selector(s) — OFF.
    • W1
    • *3. Initiate rapid descent to below 10,000 FEET MSL OR MINIMUM SAFE ALTITUDE.

    • W1
    • • Failure to set the flow selector to OFF may allow mixing of OBOGS/emergency oxygen breathing gas.
    • • It is possible to place the OBOGS FLOW selector in an intermediate position between the ON and OFF detents, which may result in a reduced flow of oxygen.
  15. TOTAL ELECTRICAL FAILURE
    *1. Emergency oxygen green ring(s) — PULL.
  16. UNCOMMANDED ROLL/YAW
    *1. FLAPS/SLATS lever — RETURN TO PREVIOUS SETTING.
  17. DEPARTURE/SPIN PROCEDURE
    • W1
    • N1
    • W2
    • *1. Controls — NEUTRALIZE/FORCIBLY CENTER RUDDER PEDALS.
    • *2. Speed brakes — RETRACT.
    • *3. Throttle — IDLE.
    • *4. Check altitude, AOA, airspeed, and turn needle.
    • If spin confirmed:
    • INVERTED (AOA pegged at 0 units):
    • *5. Rudder pedal — FULL OPPOSITE TURN NEEDLE.
    • N2
    • *6. Lateral stick — FULL OPPOSITE TURN NEEDLE.
    • *7. Longitudinal stick — NEUTRALIZE.
    • UPRIGHT (AOA above 28 units):
    • *8. Rudder pedal — FULL OPPOSITE TURN NEEDLE.
    • N3
    • *9. Lateral stick — FULL WITH TURN NEEDLE.
    • *10. Longitudinal stick — NEUTRALIZE.
    • If recovery indicated or airspeed increasing through 160 KIAS:
    • N4
    • *11. Lateral stick — NEUTRALIZE.
    • When recovery indicated:
    • *12. Rudder pedals — SMOOTHLY CENTER.
    • If out of control passing through 10,000 feet AGL:
    • *13. EJECT.

    • W1
    • To prevent loss of situational awareness and aircraft control, ensure the aircraft is recovered/upright and you have switched your instrument scan to the standby instruments due to MFDs, DEU, SADS and VCR/CEU dropping off line during GTS start.
    • N1
    • Failure to neutralize lateral stick with airspeed increasing past 160 KIAS may result in entry into the -25 degree AOA mode and delay recovery.
    • W2
    • Releasing pedal force prior to recovery may allow the rudder to blow out in the pro spin direction and delay recovery to below 10,000 feet.
    • N2
    • During spin recovery, if unable to move rudder pedals, proceeding with appropriate lateral stick input will aid in recovery and reduce forces on the rudder.
    • N3
    • During spin recovery, if unable to move rudder pedals, proceeding with appropriate lateral stick input will aid in recovery and reduce forces on the rudder.
    • N4
    • Recovery is indicated by recovering AOA, reducing roll and yaw, and increasing airspeed.
  18. GINA FAILURE
    • IN-FLIGHT
    • *1. Revert to standby instruments.
  19. EGT/RPM
    • IN FLIGHT
    • Simultaneously perform steps 1 and 2
    • *1. Throttle - MINIMUM FOR SAFE FLIGHT.
    • *2. Controls - NEUTRALIZE
    • *3. EGT/rpm - Monitor
    • IF EGT is greater than 450°C for more than 6 seconds after throttle IDLE:
    • *4. Execute Airstart

    • C1
    • If flight conditions permit, place the throttle to IDLE. Any delay may result in engine damage.
    • N1
    • EGT/RPM warning light illuminates at 650±8°C or 112.4±1% N1
  20. FIRE
    • GROUND
    • *1. Execute Emergency Shutdown/Egress
    • TAKEOFF
    • If decision is made to stop:
    • *1. Abort
    • If fire is confirmed and unable to abort:
    • *2. Eject
    • IN-FLIGHT
    • *1. Throttle - MINIMUM FOR SAFE FLIGHT.
    • *2. Secondary indications - CHECK.
    • If secondary indications exist or fire confirmed:
    • *3. Eject
    • If fire not confirmed and control effectiveness remains:
    • *4. Land as soon as possible

    • W1
    • Sustained high-frequency, high amplitude control inputs during flight with RAT-only hydraulic pressure could result in loss of aircraft control. Ejection outside the safe ejection envelope may occur if control is lost during a landing attempt.
    • C1
    • If flight conditions permit, place the throttle to IDLE. Any delay in placing the throttle to IDLE may result in engine damage.

    • Secondary Indications:
    • Rising EGT
    • Excessive Fuel Flow
    • erratic or rough engine operation
    • visible flames or smoke trail
    • EGT/RMP and/or OIL PRESS warning light
    • HYD caution Light
    • TP HOT caution light
  21. GTS FIRE
    • GROUND
    • *1. Execute Emergency Shutdown/Egress
    • IN-FLIGHT
    • *1. ENGINE switch - off
  22. OIL PRESS
    • *1. Throttle - MINIMUM FOR SAFE FLIGHT
    • *2. Minimize throttle movements
    •   3. Land as soon as possible (precautionary approach recommended)
  23. OXYGEN
    • IN-FLIGHT/LANDING/POST-FLIGHT
    • *1. Emergency oxygen green ring(s) - PULL
    • *2. OBOGS FLOW selector(s) - OFF
    • *3. Initiate rapid descent to below 10,000 feet MSL or minimum safe altitude.

    • W1
    • Failure to set the flow selector to OFF may allow mixing of OBOGS/emergency oxygen breathing gas.
    • Under less than optimal conditions (low altitude, heavy breathing, loose fitting mask, etc.), as few as three minutes of emergency oxygen may be available.
    • It is possible to place the OBOGS FLOW selector in an intermediate position between the ON and OFF detents, which may result in a reduced flow of oxygen.

    • N1
    • At lower power settings the OXYGEN warning light may illuminate due to reduced bleed air flow to the OBOGS.
    • After selecting air flow knob OFF, it can take 1-2 minutes to completely recycle the air in the cockpit.
  24. BRK PRESS
    • CATAPULT
    • *1. Suspend launch
  25. CANOPY
    *1.  CANOPY control lever - CHECK LOCKED

    • N1
    • Canopy is locked when lever is fully forward and the safety catch is engaged.
  26. SKID
    • *1. Go-around if practical
    • If go-around not practical:
    • *2. Brakes - Release
    • *3. ANTI-SKID switch - OFF
    • *4. Attempt braking.

    • W1
    • Failure to smoothly apply brakes without anti-skid protection may result in blown tires and loss of directional control.
    • Failure of both cockpit occupants to release brakes prior to turning ANTI-SKID switch OFF, may result in blown tire(s) and loss of directional control.
    • With an anti-skid malfunction resulting in a SKID caution light, failure to move the ANTI-SKID switch to OFF could result in complete loss of brakes.

    • N1
    • When the ANTI-SKID switch is set to ON, the approach idle stop retract immediately with weight-on-wheels.
    • When the ANTI-SKID switch is set to OFF the approach idle stop will not retract until 2 seconds after weight-on-wheels.
  27. TP HOT
    • GROUND
    • *1. Execute Emergency Shutdown/Egress
    • IN-FLIGHT
    • *1. Throttle - MINIMUM FOR SAFE FLIGHT

    • C1
    • If flight conditions permit, place the throttle to IDLE. Any delay in placing the throttle to IDLE may result in engine damage.
  28. SIM MODE
    • IN-FLIGHT
    • *1. Revert to standby instruments
  29. LOW/NO MASK FLOW
    • IN-FLIGHT
    • *1. Throttle - Increase RPM above 75% (80% above FL300)
    • If no mask flow or low mask flow continues 10 seconds after increasing RPM:
    • *2. Emergency oxygen green ring(s) - Pull
    • *3. OBOGS FLOW selector(s) - OFF
    • W1
    • *4. Initiate rapid descent below 10,000 feet MSL or minimum safe altitude.

    • W1
    • Failure to set the flow selector to OFF may allow mixing OBOGS/emergency oxygen breathing gas.
    • It is possible to place the OBOGS FLOW selector in an intermediate position between the ON and OFF detents, which may result in a reduced flow of oxygen.
  30. TAILPIPE FIRE AFTER SHUTDOWN
    *1. Execute Clear Engine procedure
Author
dundane
ID
341675
Card Set
T-45 EPs
Description
T-45 EPs
Updated