T-45 EP FEB 19

  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
    • *1. Throttle - OFF
    • *2. ENGINE switch - OFF
    • *3. FUEL SHUTOFF handle - PULL
    • *4. Ejection seats - SAFE
    • *5. BATT switches - OFF
  3. ENGINE FAILURE DURING CATAPULT LAUNCH
    *1. EJECT
  4. 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
  5. 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
    • N2
    • *4. Throttle - IDLE
    • W2
    • C1
    • N3
    • 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 more likely to be sucessful the sooner it is initiated after flameout/shutdown due to higher N2 speed.
    • An immediate airstart less likely to be effective after a failed airstart due to lower N2 speed.
    • Windmill airstarts are to be executed below 25,000 fee MSL, minimum 13% N2 RPM (recommended a minimum of 250 KIAS).

    • 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 MFCDs, DEU, SADS and VCR/CEU dropping off line during GTS start.

    • N2
    • GTS starts are not reliable at altitudes above 15,000 feet MSL

    • W2
    • Airstarts with the throttle above the ground idle position may cause engine stall/over-temperature.

    • C1
    • Max N2 idle RPM has been increased by 1.5% (ref AFB-265). There is an increased potential for hot or delayed starts in-flight.

    • N3
    • Ignitors continue to fire for 30 seconds after releasing GTS button.
    • 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.
  6. COMPRESSOR STALL OR EGT/RPM WARNING LIGHT
    • *1. Throttle - IDLE
    • C1
    • *2. EGT/RPM - Check
    • W1
    • N1
    • 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

    • C1
    • Max N2 idle rpm has been increased by 1.5% (ref AFB-265). This may reduce the effectiveness of moving the throttle to idle to clear a locked-in surge.

    • W1
    • A stalled engine (with or without high EGT) does not produce a sufficient amount of usable thrust to maintain flight.

    • N1
    • A compressor stall is identified by increasing EGT and decreasing RPM.
  7. ABORT
    • *1. Throttle - IDLE
    • *2. Speed brakes - EXTEND
    • *3. Brakes - APPLY
    • *4. Hook - DOWN (IF REQUIRED)
    • *5. Release brakes prior to crossing arresting gear.
  8. EMERGENCY CATAPULT FLYAWAY
    • *1. Throttle - MRT
    • *2. Maintain 24 units AOA
    • If engine failed, or unable to stop settle:
    • *3. Eject
  9. BLOWN TIRE(S) AT THE CARRIER
    • W1
    • *1. Gear and Flaps - DO NOT REPOSITION

    • W1
    • Shipboard landing with blown tire(s) is not recommended due to limited ability to control aircraft yaw and remain within the landing area.
  10. 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. Hood - 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.
  11. BRAKE FAILURE - AFLOAT
    • *1. Throttle - IDLE
    • *2. Parking brake handle - PULL
    • *3. Hook - DOWN
    • *4. Transmit
  12. LOSS OF DIRECTIONAL CONTROL
    • If flyaway airspeed available:
    • *1. Go-around
    • W1
    • If flyaway airspeed not available:
    • *2. Abort
    • If blown tired suspected:
    • *3. Brakes - RELEASE
    • W2
    • *4. Anti-skid switch - OFF
    • *5. Brakes - APPLY
    • W3
    • If NWS failure suspected:
    • *6. Paddle switch - Press
    • W4
    • 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 departig the prepared runway surface

    • 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 blow tire(s) and loss of directional control.

    • W4
    • Failure to utilize aileron, rudder and differential braking may result in loss of directional control.

    • C1
    • Retraction of gear or flaps may cause additional damage to flaps, gear doors, or wheel well area.
  13. UNCOMMANDED ROLL/YAW
    *1. FLAPS/SLATS lever - RETURN TO PREVIOUS SETTING
  14. DEPARTURE/SPIN PROCEDURE
    • *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
    • N1
    • *6. Lateral stick - FULL OPPOSITE TURN NEEDLE
    • *7. Longitudinal stick - NEUTRALIZE
    • UPRIGHT (AOA above 28 untis)
    • *8. Rudder pedal - FULL OPPOSITE TURN NEEDLE
    • N2
    • *9. Lateral stick - FULL WITH TURN NEEDLE
    • *10. Longitudinal stick - NEUTRALIZE
    • If recovery indicated or airspeed increasing through 160 KIAS:
    • *11. Lateral stick - NEUTRALIZE
    • When recovery indicated:
    • *12. Rudder pedals - SMOOTHLY CENTER
    • If out of control passing through 10,000 feet AGL:
    • *13. EJECT

    • N1 & 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
  15. LOW/NO MASK FLOW
    • INFLIGHT:
    • *1. Throttle - Increase RPM above 75% (80% above FL300)
    • If no mask flow or low mask flow continues for 10 seconds after increasing RPM:
    • *2. Emergency oxygen green ring(s) - PULL
    • *3. OBOGS FLOW selector(s) - OFF
    • W1
    • *4. Initiate rapid descent to below 10,000

    • 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.
  16. HYPOXIA/OBOGS CONTAMINATION
    • If hypoxic systems 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.
  17. ELECTRICAL FIRE
    *1. GEN switch - OFF
  18. SMOKE OR FUMES IN THE COCKPIT
    • *1. Altitude - DESCEND BELOW 18,000 FEET (if practical)
    • *2. AIR FLOW knob - OFF
    • 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
  19. TOTAL ELECTRICAL FAILURE
    *1. Emergency oxygen green ring(s) - PULL
  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

    • 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.
  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

    • C1
    • If more than idle rpm is needed during recover, set rpm immediately to 78% to 87% and avoid further chagnes. if essential, power changes should be made by smooth, slow throttle movements.

    • N1
    • Loss of oil pressure eventually results in engine seizure. If more than idle rpm needed, the optimum setting is 78% to 87%. Engine seizure is delayed by: maintaining stable rpm, minimizing throttle movements, maintaining 1 g flight. Higher rpm settings may be used, if required, but will accelerate the onset of engine seizure.
  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 results 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 - CHECKED LOCKED
  26. SKID
    • *1. Go-around if practical
    • If go-around not practical:
    • *2. Brakes - RELEASE
    • *3. ANTI-SKID switch - OFF
    • *4. Brakes - APPLY GRADUALLY

    • W1
    • Failure to smoothly apply brakes without anti-skid protection may result in blown tire(s) 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 retracts 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.
Author
dundane
ID
345438
Card Set
T-45 EP FEB 19
Description
T-45 EP FEB 19
Updated