Product developed and published by cloud9 Flight Simulations www.fscloud9.com Copyright 2006 cloud9 sas. All rights reserved.

d. Microsoft, MS-DOS, Windows, Windows, Windows XP, Windows 2000 are either registered trademarks or trademarks of Microsoft Corporation in the United States and/or other countries. All trademarks and brand names are trademarks or registered trademarks of the respective owners. Information in this document is subject to change without notice and does not represent a commitment on the part of cloud9 sas. The software described in this document is furnished under a license agreement. It is against the law to copy the software on any medium except as specifically allowed in the license agreement. The manual, documentation, video images, software, and all the related materials are copyrighted and can not be copied, photocopied, translated or reduced to any electronic medium or machine legible form, neither completely nor in part, without the previous written consent of cloud9. THE SOFTWARE IS FURNISHED AS IS AND IT DOES NOT COME FURNISHED WITH ANY GUARANTEE IMPLICIT OR EXPRESS. THE AUTHOR DECLINES EVERY RESPONSIBILITY FOR CONTINGENT MALFUNCTIONS, DECELERATION, AND ANY DRAWBACK THAT SHOULD ARISE, USING THIS SOFTWARE. Some text in this manual is excerpted from public documents. cloud9 sas - Via S. Alberto, 19 - Rivolta dAdda (CR) 26027 Italy - www.fscloud9.com - info@fscloud9.com

Credits
Concept & Project Management .......Alberto Sangalli Aircraft model ...............................Enzo Calcagni, Gianfranco Michele, Virtual cockpit model......................Enzo Calcagni, Francesco Missarino Cockpit programming .....................Stefano Caputo, Umberto Colapicchioni, Alberto Barbati Flight Dynamics.............................Stefano Caputo Cockpit and 3D model graphics........Francesco Pacchioni Sound set.....................................Peter Saveraux Addon Manager .............................Umberto Colapicchioni Virtuali sas Additional liveries ..........................F.Pacchioni, V.van Yperen, D.R.Stangeland, S.Hecker Manual.........................................Alberto Sangalli Beta Testers .................................B. Bartholomay, G.Galasso, S.Hecker, M.Helbig, D.Henriques, Bob Irwin, C.Mercuri, A.Morosini, H.Peitzmeier, D.R.Stangeland, A.Yiassemis, V.van Yperen, G.Watson. Special thanks to all beta testers and to all friends who provided us documents, information and a very important feedback during the development.

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Contents

Credits ..................................................................... 2 Contents .................................................................. 3 System Requirements .............................................. 8 Technical Support .................................................... 8 Trial Option .............................................................. 9 The Aircraft ............................................................ 10 Flying the Phantom ................................................ 11 Technical Features and Performances F-4F ......... 12 World records ........................................................ 13 The Spook .............................................................. 14 Phantom nicknames............................................... 15 The engines ........................................................... 16 Fuel system............................................................ 16
Fuel Flow Indicators ................................................................ 16 Oil Pressure Indicators ............................................................. 17

Engine air induction system ...................................17

Variable Duct Ramp................................................................. 17 Duct Temperature High Indicator Light ....................................... 17 Variable Bypass Bellmouth ....................................................... 18 Auxiliary Air Doors .................................................................. 18 Auxiliary Air Door Indicator Lights ............................................. 18

Engine starting system ...........................................18

Pneumatic Mode Starting ......................................................... 19 Cartridge Mode Starting ........................................................... 19 Start Switch ........................................................................... 19

Engine ignition system ...........................................19

Ignition Buttons ...................................................................... 19

Engine anti-ice system ...........................................20

Anti-Icing Switch .................................................................... 20 Anti-Ice Indicator Lights........................................................... 20

Afterburner Fuel System.........................................20

Afterburner ignition system ...................................................... 21 Variable area exhaust nozzle .................................................... 21 Exhaust Nozzle Controls Unit .................................................... 21 Exhaust Nozzle Position Indicator .............................................. 21

Engine controls and indicator .................................22

Engine Master Switches ........................................................... 22 Throttles................................................................................ 22 Tachometers .......................................................................... 23

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Exhaust Gas Temperature Indicators.......................................... 23

Aircraft Fuel System............................................... 23

Fuel boost system ................................................................... 23 Boost Pump Pressure Indicators ................................................ 24 Fuel quantity indicating system ................................................. 24 Fuel Quantity Indicator ............................................................ 24 Feed Tank Check Switch........................................................... 24 Fuel Level Low Warning Light.................................................... 24 External Tanks Fuel Lights ........................................................ 25 External Tanks Full Lights......................................................... 25

Electrical Power Supply system.............................. 27

AC electrical power.................................................................. 27 DC electrical power ................................................................. 27 Battery .................................................................................. 27 External electrical power .......................................................... 28

Electrical System Controls and Indicators .............. 28

Generator Control Switches ...................................................... 28 Instrument Ground Power Switch .............................................. 28 Generator Indicator Lights ........................................................ 28

Hydraulic Power Supply System............................. 29

Stabilator auxiliary power unit (APU).......................................... 29 APU Light............................................................................... 29 Utility system ......................................................................... 29 Hydraulic pressure indicators .................................................... 30 Hydraulic systems indicator lights.............................................. 31

Pneumatic System ................................................. 31

Pneumatic pressure indicator .................................................... 31

Flight Controls ....................................................... 31

Aileron-spoiler control system ................................................... 32 Stabilator control system ......................................................... 32 Stabilator Control Feel and Trim System ..................................... 32 Stabilator Trim Position Indicator............................................... 32 Control Sticks ......................................................................... 33 Rudder control system ............................................................. 33 Rudder Trim Switch ................................................................. 33 Rudder Pedals ........................................................................ 33
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Stall Warning Vibrator ............................................................. 33 Stability augmentation............................................................. 34 Aileron Rudder Interconnect (ARI) ............................................. 34 Slats system .......................................................................... 34 Selective slats flaps ................................................................. 35 Maneuvering slats ................................................................... 35 Slats Flaps Switch ................................................................... 35 Slats Override Switch .............................................................. 35 Slats In Light.......................................................................... 37 Emergency Slats Flaps Extension............................................... 37 Slats Flaps Indicators .............................................................. 37 Speed brakes ......................................................................... 37 Speed Brakes Switches ............................................................ 37 Speed Brake Out Indicator Light................................................ 38 Wing fold ............................................................................... 38 Landing gear system ............................................................... 38 Main gear .............................................................................. 38 Nose gear .............................................................................. 39 Landing gear control handle...................................................... 39 Landing Gear Emergency Extension Handles ............................... 39 Landing Gear Warning Lights .................................................... 39 Landing Gears Position Indicators .............................................. 39 Nose gear steering .................................................................. 40 Wheel brake system ................................................................ 40 Anti skid system ..................................................................... 40 Anti-Skid Control Switch .......................................................... 41 Anti-Skid Inoperative Light ....................................................... 41 Emergency hydraulic brake system............................................ 41 Emergency Brake Handle ......................................................... 41 Arresting hook system ............................................................. 41 Arresting hook handle.............................................................. 42 Arresting hook warning lights.................................................... 42 Drag chute system .................................................................. 42 Drag chute handle................................................................... 42 Angle of attack (AOA) system ................................................... 43 Angle of attack indicators ......................................................... 43 Angle of attack indexers........................................................... 43 AOA Aural tone ....................................................................... 45 Pitot static system................................................................... 45 Pitot heat switch ..................................................................... 45

Warning and indicator lights ..................................45

Telelight Panel ........................................................................ 46

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Master Caution Light................................................................ 46 Warning Light Test Circuit ........................................................ 46 Engine fire and overheat detector system ................................... 46 Fire Warning System ............................................................... 47 Fire Detector Check Button ....................................................... 47

Communication Command Button and Indicator .......................... 57 Communication Channel Control Knob........................................ 57 Set Channel Pushbutton ........................................................... 57 Identification system (IFF) ....................................................... 57

Jettison Systems .................................................... 47

External Stores Emergency Release Button ................................. 47 Selective Jettison Control and Station Select Switches .................. 47

Canopies.................................................................58
Canopy unlocked warning light.................................................. 58

Oxygen system .......................................................58

Oxygen regulators................................................................... 58 Supply Lever .......................................................................... 59 Diluter Lever .......................................................................... 59 Emergency Lever .................................................................... 59 Oxygen duration chart ............................................................. 59 Oxygen Flow Indicators............................................................ 60 Oxygen Pressure Gages ........................................................... 60 Oxygen quantity gage.............................................................. 60 Oxygen Quantity Gage Test Button ............................................ 60

Instruments ........................................................... 48
True airspeed Indicator ............................................................ 48 Ground speed indicators........................................................... 48 Accelerometers ....................................................................... 48 Airspeed/Mach indicators.......................................................... 48 Altimeter ............................................................................... 49 Magnetic compass ................................................................... 49 Vertical velocity indicators ........................................................ 49 Radar altimeter....................................................................... 49 Function control switch ............................................................ 50 Turn and slip indicators ............................................................ 50 Emergency attitude reference system ........................................ 50 Flight director group ................................................................ 50 Flight Director Computer .......................................................... 50 Horizontal Situation Indicator.................................................... 51 Attitude Director Indicator (ADI) ............................................... 52 Bearing-Distance-Heading Indicator (BDHI) ................................ 52 Navigation Function Selector Panel ............................................ 53 Mode Selector Knob................................................................. 53 Bearing/Distance Selector Switch .............................................. 53

MK GH7 (A)-2 ejection seat ....................................60

Ejection seat sequencing system ............................................... 61 Upper Ejection Handle ............................................................. 61 Lower Ejection Handle ............................................................. 61

Lighting Equipment ................................................61

Exterior Lightning ................................................................... 61 Interior Lighting (front cockpit) ................................................. 63

Operating Limitations .............................................63

Engine speed.......................................................................... 63 Engine Exhaust Temperature Limitations .................................... 64 Windmilling Limitations ............................................................ 64 Thrust Limitations ................................................................... 64 Power operating limits ............................................................. 65 Ignition limitations .................................................................. 66 Afterburner shutdown limitations............................................... 66 Engine G Limitations................................................................ 67 Engine Airspeed Limits............................................................. 67 Gross weight limitations ........................................................... 67 Touchdown limitations ............................................................. 67 Touchdown sink rate limits ....................................................... 68 System operation limitations .................................................... 69

Automatic flight control system ............................. 53

Stability augmentation ............................................................. 54 AFCS mode ............................................................................ 54 AFCS controls ......................................................................... 54 Stab aug switches ................................................................... 54 AFCS switch ........................................................................... 55 Altitude hold switch ................................................................. 55 Normal operation .................................................................... 55

Communication, navigation, identification system . 56

UHF Radio.............................................................................. 56
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Instrument markings ............................................................... 69 Airstart envelope..................................................................... 71 Takeoff distance...................................................................... 72 Climb speed schedule .............................................................. 73 Final approach speeds ............................................................. 74 Minimum landing roll distance ................................................... 75

LANDING ............................................................................. GO-AROUND TECHNIQUE ....................................................... TOUCH-AND-GO TECHNIQUE .................................................. AFTER LANDING ................................................................... HOT REFUELING ................................................................... ENGINE SHUTDOWN.............................................................. BEFORE LEAVING COCKPIT ....................................................

107 108 109 109 109 109 109

Simulator Panel Descriptions ................................. 76

Introduction ........................................................................... 76 Important Notes ..................................................................... 76 Cockpit Description.................................................................. 77 Main View .............................................................................. 78 Landing View .......................................................................... 80 IFR View ................................................................................ 81 Left View ............................................................................... 82 Right View ............................................................................. 84 TO & LDG View ....................................................................... 86 Engine Sub Panel View............................................................. 87 Stability System Panel View...................................................... 88 Fuel Panel View....................................................................... 89 Light Panel View ..................................................................... 90 Annunciator View .................................................................... 91 Channels Conversion Table ....................................................... 92 Quick Reference Panel View ...................................................... 93 Flight Instruments View ........................................................... 94 Radar panel and system features............................................... 95

Typical Takeoff ..................................................... 110 Typical landing ..................................................... 111 Go-Around ............................................................ 112 EMERGENCY PROCEDURES.................................... 113 Ground operation emergencies............................. 113
WHEEL BRAKE FAILURE ......................................................... 113

Takeoff emergencies ............................................ 113

ABORT ................................................................................ AFTERBURNER FAILURE ......................................................... ENGINE FIRE/OVERHEAT OR FAILURE DURING TAKEOFF ............ BLOW TIRE DURING TAKEOFF................................................. LANDING GEAR UNSAFE/FAILS TO RETRACT ............................. 113 113 113 114 114

NORMAL PROCEDURES ......................................... 100

BEFORE EXTERIOR INSPECTION.............................................. EXTERIOR INSPECTION.......................................................... BEFORE ENTERING FRONT COCKPIT ........................................ FRONT COCKPIT INTERIOR CHECK .......................................... BEFORE STARTING ENGINES .................................................. STARTING ENGINES .............................................................. ENGINE GROUND OPERATION................................................. BEFORE TAXIING (FRONT COCKPIT) ........................................ TAXIING .............................................................................. BEFORE TAKEOFF.................................................................. TAKEOFF.............................................................................. AFTER TAKEOFF - CLIMB ........................................................ CRUISE ............................................................................... DESCENT ............................................................................. BEFORE LANDING .................................................................
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100 100 100 101 102 102 103 103 104 105 105 106 106 106 107

Inflight emergencies ............................................ 114

OUT-OF-CONTROL RECOVERY................................................. ENGINE FAILURE DURING FLIGHT ........................................... DOUBLE ENGINE FAILURE ...................................................... ENGINE FIRE OR OVERHEAT DURING FLIGHT............................ VARIABLE AREA INLET RAMP FAILURE ..................................... COMPRESSOR STALL ............................................................. DOUBLE EXHAUST NOZZLE FAILURE........................................ GLIDE DISTANCE .................................................................. EJECTION ............................................................................ CANOPY AND EJECTION SEAT FAILURE .................................... EJECTION SEAT FAILURE ....................................................... MANUAL BAILOUT ................................................................. ELECTRICAL FIRE.................................................................. SMOKE AND FUMES............................................................... 114 115 116 116 116 117 117 117 117 118 118 118 118 119

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OXYGEN SYSTEM FAILURE...................................................... OIL SYSTEM FAILURE ............................................................ FUEL BOOST PUMP(S) INOPERATIVE........................................ SINGLE GENERATOR FAILURE ................................................. DOUBLE GENERATOR FAILURE ................................................ SPEED BRAKE EMERGENCY OPERATION ................................... UTILITY HYDRAULIC SYSTEM FAILURE .....................................

119 119 119 120 120 120 120

SIMPLIFIED SIMULATOR PROCEDURES ................ 128

Engine start / stop ................................................................ HSI Horizontal Situation Indicator ......................................... ADI Attitude Director Indicator ............................................. Stability System ................................................................... Flap Slat .............................................................................. Drag Chute .......................................................................... GPWS.................................................................................. Aural Tones.......................................................................... 128 129 130 131 131 132 132 132

Landing emergencies ........................................... 121

EMERGENCY LANDING PATTERN.............................................. 121 SINGLE ENGINE LANDING ...................................................... 121 SINGLE ENGINE GO-AROUND ................................................. 121 NO FLAP/SLAT LANDING ........................................................ 121 LANDING WITH VARIABLE INLET RAMP FAILURE ....................... 122 LANDING WITH DOUBLE EXHAUST NOZZLE FAILURE.................. 122 LANDING WITH BOTH ENGINES INOPERATIVE .......................... 122 LANDING WITH A BLOWN TIRE ............................................... 122 LANDING WITH ANTI-SKID FAILURE ........................................ 123 LANDING WITH ONE UTILITY HYDRAULIC PUMP FAILED ............. 123 LANDING WITH UTILITY HYDRAULIC SYSTEM FAILURE ............... 123 DIRECTIONAL CONTROL AFTER LANDING WITH UTILITY HYDRAULIC SYSTEM FAILURE .................................................................. 123 LANDING GEAR UNSAFE/FAILS TO EXTEND .............................. 124 LANDING GEAR EMERGENCY LOWERING .................................. 124 LANDING GEAR EMERGENCY RETRACTION................................ 124 WING SLATS FLAPS EMERGENCY LOWERING ............................ 125 ARRESTING HOOK EMERGENCY OPERATION ............................. 125 APPROACH-END ARRESTMENT ................................................ 125 OVERRUN-END ARRESTMENT.................................................. 125

Moving Parts and Visual Effects............................ 133

Drag chute........................................................................... 135 Canopies, Wheel Chocks and Safety Pins .................................. 136 Wing Fold ............................................................................ 137

External Light System .......................................... 138 Aircraft Configurations ......................................... 140 Aircraft Liveries .................................................... 142 Troubleshooting ................................................... 143
Problem starting FS............................................................... 143

Scenery ................................................................ 144

Exterior inspection ............................................... 126

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System Requirements
2 GHz CPU 512 MB RAM 250 MB of free available space on the hard disk for the base pack. Sound card Microsoft Flight Simulator 2004 (FS) Microsoft Windows XP Operating System Adobe Acrobat Reader 6 to read and print the manual. A free download is available at: http://www.adobe.com/prodindex/acrobat/readstep.html A 3D video board with at least 128MB RAM, 1GB RAM internal memory and .> 2 GHz CPU are highly recommended.

Technical Support
Support for this product is provided by cloud9 only on the forum: http://forum.fscloud9.it After years of experience, we have found that the most efficient way to provide customer assistance is through the forum. For this reason, all requests must be posted on our forums. Please DO NOT send messages to the cloud9 mailbox requesting customer support. The forum is also open for general discussions so feel free post any request, suggestion or comment. You can read all messages on the forum; however you must register as a user to post messages The cloud9 products can only be installed on updated Operating Systems. If you are experiencing problems during the installation or the activation, ensure you have all the Windows XP updates before contacting Technical Support. If you are still experiencing problems and FS doesnt start; uninstall the product from Windows XP control panel and contact Technical Support at http://forum.fscloud9.it Information related to the product installation and activation are included in the file cloud9 Install Guide.pdf provided with this product. Please read it carefully before contacting Technical Support and in case you have to contact cloud9 please provide the following information: order number for online versions, serial number and full name/address for CD versions.

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Trial Option
This product includes a Trial option after the download and installation. The Phantom will work on your PC for 8 minutes. The trial version is time limited but includes all aircraft features so you have the opportunity to try it before you buy it. When the 8 minute trial period expires, a message is displayed on the screen, Flight Simulator automatically closes and you must restart to try again. Ten seconds before the trial period expires, a message is displayed on the screen (see the image below) to advise you of the impending shut-down. If you have decided to purchase the Phantom you can do so from Flight Simulator. Follow the instructions in the cloud9 Install Guide.pdf document included in the downloaded zip file. NOTE: if you are using the CD version and you see the trial period has ended message, the product is not active on your PC. Please follow the instructions in the cloud9 Install Guide.pdf document included on the CD.

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The Aircraft
The F-4 is a two-place (tandem), supersonic. long-range, all-weather fighter-bomber built by McDonnell Douglas Corporation. Mission capabilities include: long-range, high altitude intercepts utilizing air-to-air missiles as primary armament and a 20mm gun as secondary armament; long-range attack missions. utilizing conventional weapons as primary armament; close air support missions utilizing a choice of bomb, rockets and missiles as primary armament. Aircraft thrust it provided by two axial-flow turbo jet engines with variable stators and variable afterburner. Airplane appearance is characterized by a low mounted swept back wing with obvious cathedral at the wing tips. The wings can be folded for ease of airplane storage and ground handling. A drag chute, contained in the end of the fuselage significantly reduces landing roll distances and an arresting hook, that is hydraulically retracted, can be utilized to atop the airplane under a wide range of gross weight-airspeed combinations. The origins of McDonnell's F-4 can be traced to a 1953 request by the Navy for an upgrade of McDonnell F3H Demon carrierborne fighter. Although the Vought F8U Crusader won the contract, the Super Demon (as McDonnell's entrant was dubbed) was developed as a ground attack aircraft under the designation AH, which by 1955 had evolved into an all-weather air superiority fighter designated F4H. The F4H first flew in 1958 and remained in production from 1959 until 1981. Dave Lewis was the chief of preliminary design, and ultimately, the Program Manager for the development and sales effort. A total of 5.031 Phantoms had been delivered from St Louis by 1 January 1979; the 5.0000th was delivered on May 1978, only three days before the 20th anniversary of the prototypes first flight. The total included 2.640 for the US Air Force, 1.264 for the US Navy/Marine corps, and 1.127 for foreign customers. Production of the Phantom ended in the late summer of 1979, with delivery f the 5.057th US built aircraft. The Phantom has been in service in the following countries: Australia (24), Egypt (46), Germany (263), Greece (121), Iran (225), Israel (286), Japan (154), South Korea (222), Spain (58), Turkey (233), United Kingdom (181)

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Flying the Phantom

In air combat, the Phantom's greatest advantage was its thrust which permitted a skilled pilot to engage and disengage from the fight at will. Not surprisingly, the massive aircraft which was designed to fire radar-guided missiles from beyond visual range lacked the agility of its Soviet opponents. Although the F-4 proved somewhat liable to enter spins during high-G and high angle of attack maneuvers, pilots reported the aircraft to be very communicative and easy to fly on the edge of its performance envelope. In 1972, the F-4E model was upgraded with leading edge slats on the wing, greatly enhancing high angle of attack manoeuvrability at the expense of top speed.

The J79 engines produced copious amounts of black smoke at military power which made the Phantoms easy to detect and visually track from a distance. Pilots would often turn on their afterburners to eliminate the contrails, but at the cost of fuel efficiency. By far, the biggest weakness of the F-4 was its lack of cannon armament. The American military doctrine at the time dictated that turning combat would be impossible at supersonic speeds and no effort was made to teach pilots air combat maneuvering. In reality, engagements quickly degraded the speed to subsonic values and the early missiles were inaccurate and unreliable. To compound the problem, rules of engagement in Vietnam precluded long-range missile attacks and many pilots found themselves on the tail of an enemy aircraft but too close to fire the short-range Falcons or Sidewinders. It did not take long for USAF F-4Cs to begin carrying SUU-16 or SUU-23 external gun pods containing a 20 millimetres M61 Vulcan Gatling cannon, with some Marine aircraft carrying two pods for ground strafing. Combat trials demonstrated that while the externally mounted cannon was inaccurate, the cost of ammunition expended per destroyed enemy aircraft was a small fraction of the missiles'. The lack of cannon was definitively addressed with the F-4E.
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Technical Features and Performances F-4F

Dimensions Length ................................. 19,20 m Height.................................. 5,03 m Span (wings spread) .............. 11,73 m Span (wings folded) ............... 8,44 m Weights Operating weight ................... 15.195 Operating weight plus a full internal fuel load and BRU-5A rack..................................... 20.638 Operating weight plus a full internal fuel load, plus an external centreline tank and BRU-5/A rack ........................ 22.680 Operating weight plus a full internal fuel load, plus two external wing tanks and BRU-5/A rack ........................ 23.360 Operating weight plus a full internal fuel load, plus three external fuel tanks and BRU-5/A rack ........................ 25.401 Maximum Takeoff weight ........ 28.000 kg kg Max rate of climb................................49.900 ft/min Service Ceiling ...................................62.250 ft Combat Range ...................................680 NM Ferry Range .......................................1800 NM Structural limits Max Load Factor .................................+8,5g.-3g. Max sustained load factor ....................6,5 g Max landing gear extended ..................250 Kts Max wing flaps extended......................250 Kts Max slats extended .............................600 Kts Max airbrakes extended.......................NO LIMIT Max drag chute deployment .................200 Kts Max canopy open................................60 Kts Armaments Four AIM-7 Sparrow and four AIM-9M Sidewinder missiles, AGM-65 Maverick missiles, AGM-88 HARM missile capability, and one fuselage centreline bomb rack and four pylon bomb racks capable of carrying 12,500 pounds (5,625 kilograms) of general purpose bombs (15 CBU-52, 15 CBU-58, 15 CBU-71, 15 CBU-87, 15 CBU-89, 12 MK-20, 6 BL-755), 20 mm M61 Vulcan cannon with 725 rounds.

kg

kg

kg kg

Performance Max Speed ........................ > 1600 Kts (Mach 2.27)

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World records
To show off their new fighter, the Navy led a series of record-breaking flights early in Phantom development. Operation Top Flight: On 6 December 1959, the second XF4H-1 performed a zoom climb to a world record 98,557 feet (30,040 m). The previous record of 94,658 feet (28,852 m) was set by a Soviet Sukhoi T-43-1 prototype. Commander Lawrence E. Flint Jr. accelerated his aircraft to Mach 2.5 at 47,000 feet (14,330 m) and climbed to 90,000 feet (27,430 m) at a 45 degree angle. He then shut down the engines and glided to the peak altitude. As the aircraft fell through 70,000 feet (21,300 m), Flint restarted the engines and resumed normal flight. On 5 September 1960, an F4H-1 averaged 1,216.78 miles per hour (1,958.16 km/h) over a 500 kilometres (311 mi) closed-circuit course. On 25 September 1960, an F4H-1 averaged 1,390.21 miles per hour (2,237.26 km/h) over a 100 kilometres (62 mi) closed-circuit course. Operation LANA: To celebrate the 50th anniversary of Naval aviation (L is the Roman numeral for 50 and ANA stood for Anniversary of Naval Aviation) on 24 May 1961, Phantoms flew across the continental United States in under three hours in spite of several tanker refuelling. The fastest of the aircraft averaged 869.74 miles per hour (1,400.28 km/h) and completed the trip in 2 hours 47 minutes, earning the pilot Lt. Richard Gordon and navigator Lt. Bobbie Long the 1961 Bendix trophy. Operation Sageburner: On 28 August 1961, a Phantom averaged 902.769 miles per hour (1,452.826 km/h) over a 3mile (1.86 km) course flying below 125 feet (40 m) at all times. Navy Commander J.L. Felsman was killed during the first attempt at this record on 18 May 1961 when his aircraft disintegrated in the air after pitch dampener failure. Operation Skyburner: On 22 December 1961, a modified Phantom with water-methanol injection set an absolute world record speed of 1,606.342 miles per hour (2,585.086 km/h). On 5 December 1961, another Phantom set a sustained altitude record of 66,443.8 feet (20,252.1 m). Operation High Jump: A series of time-to-altitude records was set in early 1962; 34.523 seconds to 3,000 meters (9,840 ft), 48.787 seconds to 6,000 meters (19,680 ft), 61.629 seconds to 9,000 meters (29,530 ft), 77.156 seconds to 12,000 meters (39,370 ft), 114.548 seconds to 15,000 meters (49,210 ft), 178.5 seconds to 20,000 meters (65,600 ft), 230.44 seconds to 25,000 meters (82,000 ft), and 371.43 seconds to 30,000 meters (98,400 ft). Although not officially recognized, the Phantom zoom-climbed to over 100,000 feet (30,480 m) during the last attempt. All in all, the Phantom set 16 world records. With the exception of Skyburner, all records were achieved in unmodified production aircraft. Five of the speed records remained unbeaten until the F-15 Eagle appeared in 1975.

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The Spook

As famous as the aircraft itself is its emblem, a whimsical cartoon ghost called The Spook. It was created by a McDonnell Douglas technical artist Anthony "Tony" Wong for shoulder patches. The name Spook was coined by the crews of either the 12th Tactical Fighter Wing or the 4453rd Combat Crew Training Wing at MacDill AFB. The figure is ubiquitous, appearing on every imaginable item associated with the F-4. The Spook has followed the Phantom around the world adopting local fashions. For example, the British Spook sometimes wears a bowler hat and smokes a pipe.

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Phantom nicknames
The Phantom gathered a number of nicknames during its career. It was the "Rhino" because of the long nose and tough titanium construction, the "Double Ugly" and "DUFF" (Double-Ugly Flying Fucker) in reference to its dihedral wings and anhedral tail as well as a joke on its two crew members, the "World's Leading Distributor of MiG Parts" in tribute to its claimed record of downing 277 Soviet-built MiGs in US service and additional 116 with Israel, the "Flying Anvil", the "Big Iron Sled", and the "Louisville Slugger." As a reflection of excellent performance in spite of bulk, it was dubbed "the triumph of thrust over aerodynamics." German Luftwaffe crews called their F-4s the "Eisensau" (Iron Sow), "Fliegender Ziegelstein" (Flying Brick), and "Luftverteidigungsdiesel" (Air Defence Diesel). Imitating the spelling of the aircraft's name, fans of the F-4 ("Phantom Phanatics") call it the "Fabulous Phantom." Ground crewmen who worked on the aircraft are known as "Phantom Phixers."

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The engines
The aircraft is powered by two General Electric J79-MTU-17A engines. The engines are light-weight (approximately 4000 pounds each), high thrust, axial-flow turbojets equipped with afterburner for thrust augmentation. Under sea level, static test conditions the J79-17A engine is rated at 11,870 pounds thrust at Mil power while at Max power it is rated at 17.900 pounds thrust. The J79 features variable stators (first six stages), a 17 stages compressor, a combustion chamber with 10 annular combustion liners, a three-stage turbine, a variable area exhaust nozzle and modulated reheat thrust augmentation (afterburning). A turbine type starter, operated by air from an external source or by the expanding gases of a solid propellant cartridge is used to crank the engines for starting. Either the aircraft battery or an external electrical power source is used to provide electrical power during starting. Engine bleed air, taken from the 17th stage of the compressor, is ducted to the cockpit air conditioning and pressurization system and the equipment air conditioning system. From these systems, it is further ducted to supply air to the engine anti-icing system, the fuel tank pressurization system, the pneumatic system air compressor. and the windshield rain removal system.

Fuel system
The engine fuel system routes fuel from the engine driven fuel pump to the combustion chambers, where it is discharged in the proper proportion and state of atomization for complete burning. The engine driven fuel pump receives fuel from the aircraft boost pumps after it has passed through a hydraulic/fuel heat exchanger. The engine driven pump ensures a positive fuel pressure to the fuel control which performs the following functions: provides fuel surge protection during throttle bursts; limits turbine inlet temperature to a safe value; schedules variable stator vane angle to control airflow through the compressor; supplies signal to the afterburner and provides positive fuel cut-off at engine shutdown. The fuel control also incorporates a throttle booster which reduces the amount of efforts to move the throttles. Teleflex cables link the exhaust nozzle area control and the afterburner fuel control area are compatible throughout the full range of engine operation. Advancing the throttle from OFF to IDLE mechanically opens the fuel cut-off valve in the fuel control. Fuel passing through the cut-off valve flows through a fuel-oil heat exchanger, which effects a transfer of heat from the scavenge oil to the fuel. The fuel then flow through the pressurizing and drain valve which prevents fuel from entering the engine fuel nozzles until sufficient fuel pressure is attained in the fuel control to compute the fuel flow schedule.

Fuel Flow Indicators

The engine fuel flow indicating system consists of a fuel flow transmitter and a fuel flow indicator (one of each engine). The transmitter on the outlet side of the engine fuel control measures the flow rate of the fuel that passes through it. The flow rate is converted into an electrical impulse which is sent to the fuel flow indicator. The fuel flow indicators on the right side of the front cockpit instrument panel display engine fuel consumption in pounds per hour. The indicator is calibrated from 0 to 12
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with readings multiplied by 1000. The engine flow indicating system indicates fuel consumptions of the basic engine only (afterburner fuel flow is not indicated). When in full afterburner, total fuel flow is approximately 4 times the indicated fuel flow.

Oil Pressure Indicators

The oil pressure indicators are on the front cockpit main instrumental panel.

Engine air induction system

There are two independent but identical air induction systems, one for each engine. The component units are fixed ramps and variable ramps, which make up the primary air system; and a variable bypass bellmouth and auxiliary air door, which make up the secondary air system.

Variable Duct Ramp

The variable duct ramp system provides primary air, at optimum subsonic airflow, to the compressor face throughout a wide range of speeds. The ramp assembly consists of a fixed forward ramp and two variable ramps. The forward variable ramp is perforated to allow boundary layer air to be bled off and exhausted overboard. The aft variable ramp is solid. The air data computer supplies a total temperature input to the ramp control amplifier which, in turn, send a signal to a utility hydraulic system servo unit to position the ramps for optimum airflow at high Mach numbers. The total temperature sensor is below the right air conditioning duct. While taxiing in the exhaust envelope of an operating jet engine, the sensor may detect a temperature change which causes the variable duct ramps to cycle.

Duct Temperature High Indicator Light

The duct temperature high indicator light, marked DUCT TEMP HI, is on the telelight panel. The light, when illuminated, indicates the temperature within the engine intake duct (compressor inlet) is beyond allowable limits for steady-state engine operation. Operating the engine at high altitudes, with the compressor inlet temperature above the prescribed limit, will cause the life of the gears, bearings, and carbon seals to be reducted because the lubricating oil will exceed its design temperature. Exceeding the temperature also causes structural components of the engine (compressor rear frame and combustion casings) to exceed their design limit because of high temperatures and pressures.

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Variable Bypass Bellmouth

The variable bypass bellmouth is an automatic system which diverts excess air that is piling up at the compressor face into the aircraft engine compartment to help prevent compressor stalls. Air diverter is this manner is called secondary air. The variable bellmouth is a perforated ring between the intake duct structure and the engine compressor face. Between 0.25 to 0.98 Mach the bellmouth is closed; however, a limited amount of bypass air flows into the engine compartment through the perforations in the bypass bellmouth and the engine air-oil cooler bleed. Above 0.98 Mach the bypass bellmouth controller senses the optimum airflow (based on duct air velocity) for induction into the engine. When this airflow is exceeded. (rapid throttle retardation) the controller signals a utility system hydraulic actuator which opens the bypass until the optimum airflow to the engine is established.

Auxiliary Air Doors

Two auxiliary air doors, one for each engine compartment, are on the center underside of the fuselage. They are normally controlled by the landing gear handle and actuated open or closed by utility hydraulic pressure. When the landing gear handle is in the down position, the doors open, making additional air available to the engine compartments for cooling purposes. When the landing gear handle is in the up position, the doors close. If the engine compartment pressures exceed the designed limits, the door will be forced open by an amount proportional to the overpressure. As soon as the overpressure is relieved, the actuator will pull the door closed.

Auxiliary Air Door Indicator Lights

The auxiliary air door indicator lights, on the telelight panel and marked L AUX AIR DOOR and R AUX AIR DOOR, illuminate when the auxiliary air doors operate out of phase with the landing gear handle. The lights may also illuminate momentarily when engine compartment overpressure are relieved. Illumination of either auxiliary air door indicator light causes the MASTER CAUTION light to illuminate. If either auxiliary air door indicator light illuminates (other than momentarily), corrective action should be taken immediately.

Engine starting system

The engine starting system utilizes a turbine type cartridge/pneumatic starter unit, mounted on the accessory gear box of each engine. These units provide starting capabilities with either the pneumatic starting unit (MA-1A, AF/M32A-60, or equivalent) or with an MXU-4 solid propellant cartridge. The pneumatic starting units should be capable of delivering 45
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lbs/min of air at 50 psi on a standard day. Electrical power for starting is available from the AF/M32A-60. When using the MA1A, electrical power for starting may be supplied by an external power unit or the aircraft battery.

Pneumatic Mode Starting

The pneumatic mode is the primary starting mode for all normal and routine flying operations. Air from an auxiliary starting source causes the starter turbine to rotate which, in turn, cranks the engine.

Cartridge Mode Starting

The cartridge mode is considered an alternate method of starting. Hot gases from a solid propellant cartridge cause the starter turbine to rotate and crank the engine. Cartridge ignition is controlled by the engine master switch providing the respective engine master switch is on.

Start Switch
The engine start switch is on the left console in the front cockpit inboard of the throttles. The start switch is a three-position, lever-locked toggle switch, and is marked L and R. The switch is spring-loaded to the neutral position. When operating in the cartridge mode, placing the switch momentarily to the left or right ignites the corresponding start ridge. When operating in the pneumatic mode, the round cart is operated by the round crew and it is not necessary to activate the start switch.

Engine ignition system

The ignition system consists of an ignition button on each throttle, a low-voltage, high-energy ignition unit on the engine, a spark plug in the number four and five combustion chambers, and the necessary witting. The main ignition system produces an electrical arc which ignites the atomized fuel-air mixture in the numbers four and five combustion chambers. The remaining eight combustion chambers are ignited through the crossfire tubes. Depressing the ignition button causes the spark plugs to discharge, igniting the fuel-air mixture as the throttle is moved from OFF to IDLE during engine start. The spark plugs fire only while the ignition button is depressed.

Ignition Buttons
The ignition buttons are spring-loaded, push-button type switches, located on each front cockpit throttle directly below the throttle grips.
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Engine anti-ice system

Engine bleed air is supplied to the engine anti-icing system which prevents the formation of ice on the engine frontal area. The bleed air is distributed to ducts in the compressor front frame, inlet guide vanes, nose dome, and nose dome struts. It then flows from these components through small bleed holes, and enters the engine primary airstream. The system is an anti-icing, not a do icing system, since an actual buildup of ice will block the small bleed holes and render the system inoperative. Engine anti-ice is not needed or desired at high Mach numbers since the compressor inlet temperature is sufficient to prevent any ice accumulation and continued operation in this range could cause engine damage.

Anti-Icing Switch
A two-position anti-icing switch is on the left console, front cockpit. The switch is marked ENGINE ANTI-ICING and the switch positions are DE-ICE and NORMAL. Placing the switch to DE-ICE, opens the regulator valve which starts anti-icing air flow. With the switch in NORMAL, no anti-icing operation is being performed.

Anti-Ice Indicator Lights

A set of anti-icing lights marked L ANTI-ICE ON, and R ANTI-ICE ON, are on the telelight panel. The lights operate from a pressure sensitive switch which is actuated by the pressure of the engine bleed air when the anti-ice system is turned on. If the lights illuminate during flight, with the anti-icing switch in NORMAL, the anti-icing shutoff valve has failed to the open position. If a failed shutoff valve is indicated during high Mach number flight (approximately 1.2 Mach or greater), reduce speed. An illuminated anti-ice light also illuminates the MASTER CAUTION.

Afterburner Fuel System

The afterburner fuel system provides fuel for thrust augmentation. A separate constant pressure drop, variable fuel control meters the afterburners fuel. Ignition is provided by a separate ignition system. In operation, the aircraft boost pumps supply fuel to the inlet of the afterburner pump. The afterburner pump supplies fuel to check valve which will open under pressure and supply fuel to remainder of the system. The fuel is scheduled as a function of throttle angle and compressor discharge pressure.

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Afterburner ignition system

The afterburner ignition system consists of the torch igniter, a spark plug, and a afterburner ignition switch. When the throttle is moved into the afterburner detent, fuel pressure from the main fuel control is directed to the pressure operated afterburner ignition switch and to the torch igniter on-off valve. The afterburner ignition switch closes, completing the electrical circuit and allowing the AB spark plug to supply a continuous arc. When the torch igniter on-off valve is opened by fuel pressure from the afterburner fuel pump, the fuel flows to the torch igniter assembly to be ignited by the AB spark plug. Ignition and fuel flow are maintained until the throttle is removed from the afterburner detent.

Variable area exhaust nozzle

Two sets of cylindrical nozzles, operating together, make up the variable area exhaust nozzle system. The primary nozzle ( inner nozzle), hinged to the aft end of the tail pipe, controls the convergent portion of the nozzle, while the secondary nozzle (outer nozzle), hinged to a support ring, controls the divergent portion of the nozzle. The two sets of nozzle are linked together to maintain a scheduled area and spacing ratio which is infinitely variable between maximum and minimum nozzle opening. The nozzle are regulated by the nozzle area control. Movement of the nozzle is accomplished automatically by four synchronized hydraulic actuators using engine oil as its actuating fluid.

Exhaust Nozzle Controls Unit

Throttle position, nozzle position feedback, and exhaust gas temperature are utilized to schedule the correct nozzle area. (Refer to figure 1-2-). During engine operation in the submilitary region, nozzle area is primary a function of throttle angle and nozzle position feed back. The nozzle is schedule to approximately 7/8 open at idle and the area is decrease as the throttle is advanced toward the military position. However, during a rapid throttle burst from below 79% rpm to 98% rpm, a control alternator supplies engine speed information to the temperature amplifier, which in turn schedules engine speed inputs as a function of temperature limiting. During engine operation in the military and after burner region, it becomes necessary to limit the nozzle schedule as established by throttle angle and nozzle feedback to prohibit exhaust gas temperature from exceeding engine design limits

Exhaust Nozzle Position Indicator

A single exhaust nozzle position indicator whit dual pointers is located on the front cockpit instrument panel. The instrument is calibrated from CLOSE to OPEN in four increments. The nozzle position indicators enables the AC to make a comparison of nozzle position between engines, and is also used to establish a relationship between nozzle position and exhaust gas temperature, and nozzle position and throttle settings.
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Engine controls and indicator

Engine Master Switches
Two lever-lock, two-position engine master switches are on the left console in the front cockpit on the inboard engine control panel. Whit external power applied, placing either master switch on, directs power to its respective fuel boast pump and both fuel transfer pumps. Each master switch also completes the circuit to its respective throttle operated fuel shutoff valve. The circuits for the fuel shutoff valves, which are normally operated by throttles, are such that either valve will close when its respective master switch is placed off, regardless of throttle position. If external power is not applied, placing either master switch on, connects the battery to the essential 28 volt dc bus. Electrical power is then available for operating the fuel shutoff valve and for the engine ignition circuit. Since essential 28 volt dc is needed to operate the fuel shutoff valves, the opposite master switch must remain on when either fuel shutoff valve is closed by its re

Throttles
A throttle for each engine is on the front and rear cockpit left console. Movement of the throttle is transmitted by mechanical linkage to the engine fuel control. The fuel control unit incorporates a throttle booster which reduces the amount of effort needed to move the throttles. Boost power is supplied by fuel from the engine driven fuel pump. Telefix cables, from the engine fuel control, link the nozzle area control, and afterburner fuel control, so that fuel flow and nozzle area are compatible throughout the full range of engine operation. A friction adjusting lever is mounted between the front cockpit throttles to permit adjustment of throttle friction to suit individual requirements. Limit switches, which control the main fuel shutoff valves, are build into the throttle quadrant. Advancing the throttle from OFF to IDLE actuates electrical switches which open the corresponding fuel shutoff valve. Afterburner light-off can be initiated anywhere within the afterburner modulation range by shifting the throttles outboard and moving forward from the MIL position. As the throttles are advanced from minimum to the maximum afterburner position, the increase in thrust will be smooth and continuous. Movement of the throttles from IDLE to OFF actuates a switch which closes the fuel shutoff valve, stopping fuel flow to the engine. Throttle movement through the cutouts is as follows: to move from OFF to IDLE or MIL, advance the throttles straight forward. To move from MIL to MAX. shift throttles outboard; Throttles can then be moved forward in the afterburner range. The throttles in the front cockpit are equipped with finger lifts, enabling rapid throttle chops to IDLE while preventing inadvertent shutoff.

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Tachometers
A tachometer for each engine is mounted on the right side of the front cockpit instrument panel and on the upper right side of the rear cockpit instrumental panel. The system comprises four tachometer indicators and two tachometer generators (one for each engine), and is completely self-contained in that it requires no external source of power. Each indicator includes two pointers: a large pointer operating from 0 to 100 and a small pointer operating on a separate scale from 0 to 10, which indicate RPM in percent.

Exhaust Gas Temperature Indicators

The exhaust gas temperature indicators are mounted on the front cockpit instrumental panel. Each indicator includes two pointers: a large one operating on a scale from 0 to 12 with the readings multiplied by 100 degrees centigrade, and a smaller one operating on a separate scale from 0 to 10 with reading multiplied by 10. The system indicates the temperature of the exhaust gas as it leaves the turbine unit during engine operation.

Aircraft Fuel System

Fuel is carried internally in a fuselage tank, made up of 6 interconnected self-sealing cells, and two internal wing tanks. External fuel is carried in drop tanks; two 370 gallon, wing mounted units, and a 600-gallon fuselage mounted unit. All tanks may be refuelled on the ground through a single pressure refuelling point, or while airborne, through the air refuelling receptacle. External tanks may be individually fuelled through external filler pints. Fuel will not transfer from internal wing or external tanks until the weight is off the gear and the tanks are pressurized. Air pressure is also used to facilitate dumping internal wing fuel, and to maintain a positive pressure in all tanks.

Fuel boost system

Fuel is supplied to the engine during all flight attitudes by two submerged electric motor-driven centrifugal type boost pumps. The boost pumps are in the engine feed cell. Both pumps are mounted on the bottom of the cell and provide fuel during negative G flight. Due to internal cell baffling and check valves, which trap approximately 850 pounds of fuel in the lower third of the cell during negative G flight, the boost pumps will provide a continuous fuel flow to the engines. After engine start, each gage will indicate 30 +-5 psi with its corresponding engine at idle. During afterburner operations, boost pump pressure will be significantly less than 30 psi.

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Boost Pump Pressure Indicators

The boost pump pressure indicators are mounted on the left subpanel in the front cockpit. The gage dials are calibrated from = to 5 and readings must be multiplied by 10.

Fuel quantity indicating system

The fuel quantity indicating system is of the capacitance-type and provides a reading, in pounds, of total internal usable fuel. the system components include the fuel quantity indicator, the fuel check switch, and the FUEL LEVEL LOW warning light. There are 13 fuel gaging units located throughout the internal cells.

Fuel Quantity Indicator

A combination counter-tape fuel quantity indicator is on the instrumental panel in the front cockpit. The counter unit of the gage continuously indicates the total fuel quantity ( with readings multiplied by 10) of all usable internal fuel. The tape portion of the indicator simultaneously indicates the total usable fuel quantity (with readings multiplied by 1000) of fuselage fuel.

Feed Tank Check Switch

The two-position feed tank check switch. with switch position of FEED TANK CHECK and NORM is used to check the fuel quantity in the engine feed tank. When the switch is in the spring-loaded FEED TANK CHECK position, the tape portion and the counter portion of the fuel quantity. The counter should read 1400+-200 pounds and the tape should read 1400+- 150 pounds. The feed tank check switch also provides an indication that there is power to the fuel quantity circuits and that the gage is functioning properly.

Fuel Level Low Warning Light

The FUEL LEVEL LOW warning light, on the front cockpit telelight panel, illuminates when the usable fuelling No.1 and 2 fuel cells has reached a predetermined low fuel state. The light illuminates at 1650+- 200 pounds. The low level sensor is located in cell 1. The low level light is completely independent of the fuel quantity indicating system.

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External Tanks Fuel Lights

The external tanks fuel lights, on the telelight panel, illuminate when fuel flow ceases, the tank is empty, or the tank is full. Since external fuel transfer is intermittent rather than continuous, the L EXT FUEL, CTR EXT FUEL, OR R EXT FUEL light illuminates during any temporary halt of fuel flow. Intermittent external fuel transfer is desired since this means the transfer rate is greater than engine consumption, and that the fuselage fuel is being maintained at its highest possible volume.

External Tanks Full Lights

The external tanks full indicator lights are just below the canopy junction. These lights, marked LH FULL, RH FULL, and CTR FULL illuminate during air refueling when their respective tanks are full. The lights remain illuminated any time the air refueling receptacle is in the extend position, with the engine master switch on, and the respective tanks are full. The lights also illuminate when the tanks become full during ground refueling, and remain illuminated until the ground refueling switch in the light well is moved to OFF.

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FUEL QUANTITY DATA TABLE

TANK FUSELAGE CELL 1 CELL 2 CELL 3 CELL 4 CELL 5 CELL 6 TOTAL FUSELAGE FUEL INTERNAL WING TANKS TOTAL INTERNAL FUEL EXTERNAL WING TANKS INTERNAL FUEL PLUS EXTERNAL WING TANKS EXTERNAL CENTERLINE TANK INTERNAL FUEL PLUS EXTERNAL CENTERLINE TANK MAXIMUM FUEL PLUS EXTERNAL CENTERLINE TANK TOTAL TRAPPED 1163 644 1807 744 2551 602 2409 3153 42 7559 4186 11745 4836 16581 3913 15658 20494 272 FULLY SERVICED U.S. POUNDS GALLONS USABLE FUEL U.S. GALLONS 215 185 147 201 180 213 1141 630 1771 740 2511 600 2371 311 LITERS 814 700 556 761 681 806 4319 2385 6703 2801 9504 2271 8974 11775 POUNDS 1397 1203 955 1307 1170 1385 7417* 4095 11512* 4810 16322 3900 15412 20222

*these weights (within gage tolerance) will appear on the fuel quantity indicators. For cross servicing the conversion factor below ma be found useful (pound-liter conversion is based on fuel weight of 6.5 lbs per Gallon) 1 pound = 0.453 kilograms 1 kilograms = 2.205 pounds 1 pound = 0.582 liters 1 liter = 1.717 pounds

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Electrical Power Supply system

The aircraft electrical power supply system consists of two engine driver ac generators, two dc transformer-rectifiers, a battery, and a power distribution (bus) system.

AC electrical power
Two 400 cycle, three phase, 115/200 volt ac generators are the primary source of all electrical power. Each generator (one on each engine) is capable of supplying the system with 30,000 volt-amperes of electrical power. The generators are regulated to a speed of 8000 rpm by integral constant speed drive units. Engine oil is used as a hydraulic media in the drive units and also serves to keep generators cool. The left engine generator supplies power directly to the instrument 115/200 volt ac bus, the left main 115/200 volt ac bus, and the left transformer-rectifier. The right engine generator supplies power directly to the right main 115/200 volt ac bus, and the right transformer-rectifier. Either generator is capable of supplying electrical power to the entire bus system through an auto-paralleled controlled bus tie relay. Each generator may be manually disconnected from the bus system by placing its generator control switch to OFF.

DC electrical power
Two 100 ampere transformer-rectifiers receive 400 cycle, three phase, 115/200 volt ac power from their respective generators and supply 28 volt dc power. The right transformer-rectifier is connected to the essential 28 volt dc bus and the left transformer-rectifier is connected to the main 28 volt dc bus. The essential 28 volt dc bus is connected to the main 28 volt dc bus through the main dc line relay when the relay is energized. Closure of the main dc line relay is determined by the monitoring action of the dc tie control circuit. Essentially, the dc power circuits are designed to disconnect the two dc buses during double generator failure so that loads from the main 28 volt dc bus will not discharge the battery, and also so that in the event of a single transformer-rectifier failure, the remaining transformer-rectifier will power all the dc buses.

Battery
A 24 volt, 11 ampere-hour battery is provided as a secondary source of dc electrical power. The battery supplies power directly to the battery bus, and through the battery relay to the essential 28 volt dc bus. If sufficient battery voltage is available, the battery relay is energized when either engine master switch is ON, or when round refueling control switch is in REFUEL or DEFUEL. With the battery relay energized, when either engine driven generator is operating, the battery is charged through the battery relay. If sufficient battery voltage is not available to close the battery relay, the battery must be removed for recharging. Although the ignition circuit breakers are on the battery bus, ignition voltage is not present at an ignition switch without the respective engine master switch being placed to the ON position.
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External electrical power

External electrical power may be connected to the aircraft bus system through an external electrical power receptacle on the bottom of the left engine intake duct. External power required is 400 cycle, three phase, 115/200 volt ac. External electrical power is distributed through the bus system in the same manner as generator output.

Electrical System Controls and Indicators

Generator Control Switches
Two generator control switches, one for each generator, are on the generator control panel. With external electrical power connected to the aircraft, and with the generator control switches in EXT ON, electrical power is supplied to all bus systems except the instrument buses, the CNI and the AFCS. With external electrical power connected with the generator control switches in EXT ON, electrical power is supplied to the left main 115/200 volt ac bus, the left main 28 and 14 volt ac buses, the right main 115/200 volt ac bus, the right main 28 volt dc bus. When either engine driver generator is operating , the output may be connected to the entire bus system by placing its respective generator control switch to GEN ON.

Instrument Ground Power Switch

When external electrical power is applied to the aircraft placing the generator switches to EXT IN will not energize the instrument 115/200 volt ac bus, the instrument 28 volt ac bus instrument 14 volt ac bus. The instrument buses may be deenergized, when operating on external power, by manually placing the instrument round power switch to NORM (down position).

Generator Indicator Lights

The LH GEN OUT, RH GEN OUT and BUS TIE OPEN indicator lights are on the generator control panel. A generator light illuminates when a generator is removed from the bus system and the bus tie light illuminates when the generators are not paralleled. The generator indicator lights are powered solely by the warning lights 28/14 volts ac bus. Thus, the indicator lights do not illuminate in the event of double generator failure. The MASTER CAUTION light illuminates in conjunction with the generator indicator lights. 28

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Hydraulic Power Supply System

Hydraulic power is supplied by three, completely independent, closed center hydraulic systems. They are Power Control System One (PC-1), Power Control System Two (PC-2), and Utility System. The systems have an operating pressure of approximately 3000 psi and are pressurized any time the engines are running, The power control systems supply hydraulic pressure to the dual power control cylinders of the ailerons, spoilers and stabilator. The utility hydraulic system supplies hydraulic pressure to all systems except the stabilator actuator. Each system may be pressurized by an external hydraulic power source. A stabilator auxiliary power unit (APU) is installed. This system is an electrically operated, self-contained unit with an operating pressure of approximately 1700 psi. The APU supplies pressure to the stabilator actuator only.

Stabilator auxiliary power unit (APU)

An APU system is installed to provide backup hydraulic pressure of longitudinal control. An electrically driver hydraulic pump pressurizes the APU system to 1700 100 psi. The APU supplies pressure to the PC-1 side of the stabilator if PC-1 pressure drops below 1000 psi. Fluid is supplied to the pump by an integral, 25 cubic inch reservoir. The reservoir ensures positive hydraulic pressure and fluid supply at the pump suction port at altitudes below 20,000 feet. Fluid pressure is sufficient to supply stabilator demands of moderate flight manoeuvres including landing. Flight speed is restricted below 600 knots/.95 Mach with normal load factor from 0 to +4 G. Stick rate input is limited to 1 G per second. A pressure switch in the pump illuminates an APU light on the telelight panel, when the pump is operating. The APU is powered by the right main 115 volt ac bus and controlled by the main 28 volt dc bus.

APU Light
The APU light, on the telelight panel, illuminates anytime the APU is operating. A holding relay in the control circuit causes the light and APU to remain on for 1 minute, if momentary PC pressure drops occur. The APU light does not illuminate the MASTER CAUTION light.

Utility system
The utility hydraulic system is pressurized to 3000 250 psi by a hydraulic pump on each engine. To prevent the utility hydraulic pumps from resonating, check valves with different operating pressures are installed on the pump output lines. As a result, the right engine utility hydraulic pump will deliver 2775 225 psi at idle rpm, and the left engine utility hydraulic pump will deliver approximately 3000 250 psi at idle rpm. Fluid is supplied to the pumps by an airless, pressure loaded, piston type hydraulic reservoir. The reservoir insures positive hydraulic pressure and fluid supply at the suction ports of the pumps regardless of aircraft altitude or flight attitude. If either pump fails, a CHK HYD GAUGES indicator light and MASTER CAUTION
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light illuminate. The hydraulic fluid is maintained at usable temperature by two fuel-hydraulic fluid heat exchanges. The utility hydraulic system supplies hydraulic pressure to the: AFCS Aileron Power Control Cylinders Aileron Dampers Aileron-Rudder Interconnect Air Refueling Receptacle Anti-Skid Arresting Hook (retraction) Auxiliary Air Doors Slats Flaps Fuel Transfer Pumps (hydraulic) Gun Drive Gun Gas Purge Door Landing Gear Lateral Control Servo (autopilot) Nose Gear Steering Pneumatic System Air Compressor Radar Antenna Drive Roll Stab Aug Rudder Camper Rudder-Feel System Rudder Power Control Cylinder Speed Brakes Spoiler Power Control Cylinders Variable Engine Bellmouth Variable Engine Intake Duct Ramps Wheel Brakes (normal and emergency accumulator) Yaw Stab Aug

Hydraulic pressure indicators

Two indicators are utilized, one for the utility system and one for the PC-1 and PC-2 systems. The power control systems indicator has two pointers, one labelled 1 for PC-1 and other 2 for PC-2. The indicators cover a pressure range of 0 to 5000 psi and are marked from 0 to 5 with readings multiplied by 1000.

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Hydraulic systems indicator lights

An amber CHK HYD GAUGES indicator light is controlled by the hydraulic systems pressure switches. The CHK HYD GAUGES light illuminates when the pressure in any one system drops below 1500 100 psi and/or when one of the utility hydraulic pumps fail.

Note
The MASTER CAUTION and CHK HYD GAUGES indicator lights may illuminate momentarily when the landing gear is being lowered due to high system demands.

Pneumatic System
The pneumatic system provides high pressure air for the normal and emergency operation of the canopies, and the emergency operation of the landing gear and slats flaps. Air for the pneumatic system is drawn from the engine bleed air supply, via the electronic equipment cooling system, and is compressed by a hydraulic motor driver air compressor. A pneumatic pressure sensor in the system moisture separator opens a hydraulic shutoff valve, to activate the air compressor, when the system pressure falls below 2750 +50 0 psi. When the pneumatic system pressure builds to 3100 +100 50 psi, the pneumatic pressure sensor closet the hydraulic shutoff valve which de-activates the air compressor.

Pneumatic pressure indicator

A pneumatic pressure indicator is on the pedestal panel in the front cockpit. A pressure transmitter supplies electrical inputs to the indicator. The indicator covers a pressure range of 0 to 5000 psi, and is marked from 0 to 50 with readings multiplied by 100. Normal system pressure range is from 2650 to 3300 psi due to pressure transmitter and pressure gage tolerances.

Flight Controls
The aircraft primary flight controls consist of the stabilator, rudder, ailerons, and spoilers. The stabilator, ailerons, and spoilers are actuated by irreversible, dual power cylinders. The rudder is actuated by a conventional irreversible power cylinder. Artificial feel systems provide simulated aerodynamic forces to the control stick and rudder pedals. The feel systems have trim

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actuators which, through the power cylinders, move the entire control surface. Secondary controls are leading edge slats, trailing edge flaps, and wing mounted speed brakes.

Aileron-spoiler control system

The lateral control system (a unique aileron-spoiler combination) consists of tandem forward and aft control sticks connected to the left and right aileron-spoiler by override spring cartridges, push-pull rods, walking beam bellcranks, aileron dual power cylinders with integrated control valves, spoiler power cylinders with follow-up type dual control valves, autopilot series servos, and lateral feel trim actuators. The ailerons travel downward 30 from a full trail position. Upward travel is limited to 1. The spoilers travel upward 45 from a flush contour position in the upper wing surface.

Stabilator control system

Longitudinal control is provided by a single-unit horizontal tail surface (stabilator), that is actuated by an irreversible, dual power cylinder. System components include the control sticks, push-pull rods, cables, bellcranks, integrated control valves, and an irreversible dual power cylinder. Additional components include a ram air bellows and bob weight for system artificial feel, a trim actuator, and an AFCS servo that is integral with the control valve. Stabilator leading edge up travel is 8 + and leading edge down edge down travel is 20 +. When the control stick is moved longitudinally, the motion is transmitted by push-pull rods to a bellcrank. It is then transmitted by a cable assembly to another push-pull rod. A hydraulic AFCS servo is integrated into the stabilator dual servo valve. It positions the dual servo valve in the same manner as control stick inputs. As a result, when the autopilot signals for a pitch attitude change, the control stick will follow the movement. The bob weight in the control linkage also increases stick forces proportionately to increase in G forces.

Stabilator Control Feel and Trim System

Artificial feel is provided by a dynamic (ram air) pressure bellows acting through a variable bellcrank on the stabilator trim actuator and a 3 pound per G bob weight. When the aircraft is in trim, the ram air force on the bellows is balanced by the bob weight. As the aircraft increases or decreases in airspeed, the pressure on the bellows changes causing the bellows bob weight assembly to become off balance.

Stabilator Trim Position Indicator

The stabilator trim indicator is on the left vertical panel in the front cockpit. It is directly controlled by a transmitter which is integral with the stabilator feel trim actuator. The indicator, marked in units of trim, represents trim actuator position.

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Control Sticks
The control sticks are mounted in yokes to permit left and right, and fore and aft movement. The front cockpit control stick consists of a stick grip and motional pick-up (force) transducer, and contains six controls: an emergency quick release lever, a trigger switch for missiles and the 20mm cannon, a bomb release button, a nose gear steering/auto acquisition button, a fourway trim switch and an air refueling release button.

Rudder control system

The rudder control system consists of the rudder pedals, push-pull rods, cable assemblies, bellcranks, a rudder feel trim system, an aileron-rudder interconnect actuator, a rudder damper, and an irreversible power cylinder with an integral control valve. When the pedals are moved, the motion is transmitted by the push-pull rods, bellcranks, and cable assemblies to the control valve of the power cylinder. Total amount of rudder deflection available is then a function of air loadson the rudder. A hydraulic servo for yaw damping and AFCS operation is incorporated into the control valve of the power cylinder. Operation of the AFCS, however, does not move the rudder pedals.

Rudder Trim Switch

The rudder trim switch is in the front cockpit on the inboard engine control panel. This switch controls the trim actuator in the rudder feel and trim system.

Rudder Pedals
The rudder pedals are conventional type suspended units which are coupled to the rudder push-pull rod system by individual screwjacks. The screwjacks provide adjustment of the rudder pedals for comfort and are adjusted simultaneously by turning the rudder pedal adjusting crank in either cockpit. The pedals are also coupled to the power brake valves so that the pressure on the pedal will apply the brakes. The rudder pedals are also used to control the nose gear steering unit when the nose gear steering button on the control stick grip is depressed.

Stall Warning Vibrator

A stall warning vibrator is on the front cockpit left rudder pedal to warn of approaching stall conditions. The vibrator consists of an electrical motor which drives an eccentric weight. Rotation of the weight causes the rudder pedal to vibrate, warning of an impending stall. A sufficient margin exists to return to the proper flight attitude by normal reaction to the warning. The stall warning system will be in error if the slotted probe becomes iced.
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WARNING
With the angle of attack probe heater circuit breaker pulled, power is available to nose gear steering while in flight. With gear extended and nose gear steering button inadvertently depressed, rudder displacement will cock the nose gear.

Stability augmentation
Stability augmentation can be obtained individually or in any combination for pitch, roll or yaw axis by placing the PITCH; ROLL and/or YAW stab augmentation switches to ENGAGE. In the stability augmentation mode, rate gyros and lateral accelerometers sense any changing motion about or along their respective axis and send signals to the surface controls to oppose any deviation from normal flight attitude.

Aileron Rudder Interconnect (ARI)

The aileron-rudder interconnect system causes rudder displacement proportional to aileron displacement which provides coordinated turns at low airspeeds. The limits of the system are 15 of rudder displacement when the automatic flight control system is in the stability augmentation or autopilot mode, and 10 rudder displacement when the yaw stab augmentation switch is disengaged. Whenever the flaps are raised, or are blown up, the ARI is disengaged through the flap blow up switch. When the system is engaged, the hydraulic 10 servo is allowed to move the control linkage and cause rudder displacement. If the flaps are lowered during a turn, a rudder kick will occur as a result of ARI engagement with lateral control deflected. The system can be disengaged by depressing the emergency disengage switch on the control stick, this will disengage the ARI system and the yaw stab augmentation as long as the emergency disengage switch is held depressed; when the switch is released the ARI (10) and the yaw stab augmentation (5) rudder authority will be regained.

WARNING
Loss of the AC portion of the right bus with an operable 28 volt dc essential bus (RH GEN OUT and BUS TIE OPEN) will cause rudder deflections between 5 and 15 degrees from the stab augmentation and ARI systems depending on flap position.

Slats system
The slat flap system is an integrated system that provides an automatic slat configuration for inflight maneuvering and a selective slats flap configuration for takeoff and landing. Each wing has two leading edge slats ( one on the outboard wing panel and one on the inboard wing panel); and one flap mounted on the trailing edge, adjacent to the fuselage. The slats and flaps are electrically selected through a solenoid operated selector valve ( essential 28 volt dc) and hydraulically actuated 34

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(utility hydraulic system). Two airspeed switches protect the slats and flaps from structural damage if they are inadvertently left extended above their structural airspeed limit.

Selective slats flaps

For takeoff and landing, the slats and flaps operate together and are controlled by a slats flaps switch in the front cockpit. To guard against overrotation on takeoff, the control circuit is wired through the nose gear to prevent a slat-out no-flap takeoff. Anytime the nose gear is down and locked, both the slats and flaps will extend if the slats flaps switch is moved to any position except NORM (provided electrical power and hydraulic pressure is applied). The normal takeoff position of the slats flaps switch is OUT AND DOWN.

Maneuvering slats
With the slats flaps switch in NORM, the maneuvering slats operate automatically as a function of AOA. As the AOA increased to approximately 11.5 units, the slats will extend and remain extended until the AOA is reduced to approximately 10.5 units. If desired, the slats may be extended (regardless of AOA) by selecting OUT on the slats flaps switch. If OUT is selected and the airspeed is increased above approximately 600 knots, the slats will automatically retract.

Slats Flaps Switch

The slats flaps switch is in the front cockpit above the left console outboard of the throttles. The switch airfoil shaped and has positions of NORM, OUT AND DOWN. The switch controls the operation of both the slats and flaps. Placing the switch to OUT extends the slats, regardless of landing gear position, and the flaps providing the nose gear is down. The flaps will remain extended, even through the nose gear is subsequently retracted, until the slats flaps switch is placed to NORM. The OUT AND DOWN position extends the slats to the out position and the flaps to the down position (30) provided airspeed has decreased to approximately 220 knots. In NORM, the flaps are up and locked and the slats then operate automatically as a function of AOA.

Slats Override Switch

The slats override switch is located on the front cockpit left console, aft of the fuel control panel. The two-position coverguarded switch has positions of IN and NORM. With the switch in NORM, the slats operate as previously described using the slats flaps switch or as a function of AOA. When IN is selected, the slats will retract, if extended, and remain retracted regardless of AOA or slats flaps switch position. Anytime IN is selected a SLATS IN light, on the telelight panel, and the Master Caution light illuminates. 35

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SLATS IN

SLATS OUT

OUTBOARD SLATS

INBOARD SLATS

NOTES: Slats airspeed switch is set at approximately 600 knots (accelerating) and approximately 580 knots (decelerating). Flaps airspeed switch is set at approximately 240 knots (accelerating) and approximately 220 knot (decelerating). After takeoff, if the slats flap switch is not returned to NORM the flaps will remain extended until flap blow-up airspeed is reached, even though the nose gear is retracted. SLATS FLAPS SWITCH POSITION NORM OUT OUT AND DOWN NORM OUT OUT AND DOWN NOSE GEAR POSITION UP UP UP DOWN DOWN DOWN SLATS FLAPS OPERATION FLAPS UP, SLATS OPERATE AS FUNCTION OF AOA SLATS EXTENDED SLATS AND FLAPS EXTENDED (WHEELS LIGHT FLASHING UNTIL LANDING GEAR IS DOWN) FLAPS UP, SLATS OPERATE AS FUNCTION OF AOA SLATS IN (if weight is on main gear) SLATS AND FLAPS EXTEND SLATS AND FLAPS EXTEND

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Slats In Light
The SLATS IN light, on the telelight panel, illuminates anytime the slats override switch is positioned to IN. The SLATS IN light is powered by the 14/28 volt ac warning lights power bus.

Emergency Slats Flaps Extension

Emergency extension of the slats flaps is accomplished pneumatically by high pressure air from an emergency air storage bottle. The emergency slats flaps extension handles are on the slats flaps control panel in the front cockpit, and adjacent to the throttles in the rear cockpit. They are marked EMERG. The emergency extension system bypasses the slats flaps blow-up provision and, when actuated, the slats flap extend regardless of airspeed. However, air loads will prevent trailing edge flaps from fully extending until after airspeed has decreased to approximately 220 knots. The handles are airfoil shaped and painted in black and yellow stripes for ease of identification. The air bottle contains sufficient air for only one extension.

Slats Flaps Indicators

The leading edge slat and trailing edge flap indicators are on the left subpanel in the front cockpit and on the landing gearslats flaps indicator panel in the rear cockpit. Slats in the retracted position are indicated by the word IN; slats in the extended position are indicated by the word OUT. Flaps in the retracted position are indicated by the word UP; flaps in the extended position are indicated by DN.

Speed brakes
Hydraulically operated speed brake panels are mounted on the underside of the inboard wing surfaces. They are hinged on the forward side, permitting them to open down and forward. The speed brakes are electrically controlled by throttle mounted switches and lockout relay. If a utility system hydraulic failure occurs, the speed brakes retract to a low drag trail position. The speed brakes are operated by utility hydraulic pressure.

Speed Brakes Switches

The throttle mounted speed brakes switches have three positions- front cockpit: maintaining IN, maintaining STOP, and momentary OUT; rear cockpit: momentary IN, maintaining STOP, and momentary OUT. The speed brakes are extended by holding either control switch to OUT. Both sides of the speed brake solenoid selector valve are energized and hydraulic fluid is directed to the extend side of the actuating cylinders. If desired, the speed brakes may be stopped at any intermediate position by releasing the control switch. When released, the control switch returns to the STOP position.
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Speed Brake Out Indicator Light

A SPEED BRAKE OUT indicator light on the telelight panel illuminates when either or both of the speed brakes are not fully closed. The SPEED BRAKE OUT indicator light does not illuminate the MASTER CAUTION light.

Wing fold
The outer wing panel of both wings may be folded to a vertical position. The wing panels are hinged to the inner wings along the upper surface of the wing. The wing fold system is mechanically and manually actuated. The red pin is 2 inches inboard of the wing fold. The outer wing panel must be raised manually to fold position, and held in this position by a jury strut.

CAUTION
Do not operate slats with wings folded as structural damage will occur to the slats and outer wing.

NOTE
There are no warning lights on the telelight panel to indicate the wing fold is unlocked.

Landing gear system

The aircraft is equipped with fully retractable, tricycle landing gear. The gear is electrically controlled and hydraulically actuated by the utility hydraulic system. Accidental retraction of the landing gear when the aircraft is on the ground is prevented by safety switches on the main gear. Ground safety locks may also be installed to further secure the gear against inadvertent retraction.

Main gear
Each main gear is hydraulically retracted and extended. When the gear handle is UP and the weight is off the gear, the gear will retract. As the main gears retracts, the wheels are automatically braked to a stop by the anti spin system and the struts are mechanically compressed. All main gear doors remain open when the gear is extended.

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Nose gear
The nose gear is hydraulically retraced and extended. The gear is locked in the down position by an internal finger latch within the gear actuating cylinder. A hydraulically actuated overcenter mechanism locks the gear in the up position. The aircraft can be steered by differential braking of the main gear wheels in the event nose gear steering is not utilized.

Landing gear control handle

Operation of landing gear is controlled by a handle at the left side of the front cockpit instrumental panel. The handle has a wheel shaped knob for ease of identification. Placing the handle in the UP or DOWN position energizes a solenoid valve to connect utility system hydraulic pressure to properly position the landing gear. A red warning light is in the landing gear control handle. This light illuminates whenever the control handle is positioned to retract or extend and remains illuminated until the gear is locked in place.

Landing Gear Emergency Extension Handles

Two 100 cubic inch air bottles, charged to 3000 psi, provide sufficient compressed air to extend the landing gear in the event of a utility hydraulic system failure. The front cockpit control is incorporated into the landing gear control handle. Pulling the landing gear control handle full aft, when it is in any position, operates an air valve which directs 3000 psi compressed air to open all gear doors, release the gear-up locks and extend the gear.

Landing Gear Warning Lights

The landing gear warning light, marked WHEELS, is on the upper left corner of the front cockpit instrument panel. The light will flash when the airspeed drops below flap blow-up (230 knots) and the landing gear has not been lowered regardless of flap position. The landing gear handle light illuminates when the gear is unlocked or when the gear is out of phase with the gear handle.

Landing Gears Position Indicators

The landing gears position indicators are on the left subpanel front cockpit and the left subpanel rear cockpit. The position of the landing gear wheels is indicated by drum deals viewed through cutouts in the panel. With gear up, the word UP will appear on the three indicators; gear in transient will be indicated by a barber pole; and with gear down, a picture of a wheel will be seen in each indicator.

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Nose gear steering

An electrically controlled, hydraulically operated nose gear steering system is installed in the aircraft. The steering actuator is a venue type hydraulic motor on the nose gear strut. The limit of the nose gear steering system is 70' on each side of centre; however, with the steering unit de-energized, the nose gear may be rotated 360# for towing or positioning the aircraft.

Wheel brake system

The main landing gear wheels are equipped with full powered brakes operated by toe action on the rudder pedals. The brake control valves are in the nose gear well and operate through a linkage arrangement to the rudder pedals. The brake control valves are capable of directing full utility system pressure to the wheel brakes with full pedal deflection. The amount of brake pedal force and the amount of utility pressure directed to the wheel brakes are proportional to pedal displacement. An antiskid system is incorporated in the normal brake system to prevent wheel skid. An emergency brake system, when actuated, discharges accumulator hydraulic pressure to the brakes in the event of utility system failure. Operation of the brakes on the emergency system is identical to the normal system for the duration of the hydraulic accumulator supply.

NOTE
The airplane is not equipped with a parking brake.

Anti skid system

The aircraft is equipped with an electrically controlled anti-skid system which prevents wheel skid. Whenever the system is switched on and the circumferential speed of the main wheels is equivalent to more than 10 knots, the anti-skid feature will function as follows: When the start of a skid condition is sensed on either main wheel, the control box will command the control valve to reduce pilot controlled brake pressure on both wheels in proportion to the severity of the skid. This allows both wheels to speed up and prevents further development of the skid. Wheel speed-up then automatically causes the control valve to raise the brake pressure to the value commanded by pilot toe pressure on brake pedals. This sequence repeats very rapidly so that optimum braking is achieved under all runway conditions encountered. Whenever one or both wheels are braked to a complete stop, the brake pressure is removed completely long enough to allow the wheel(s) to come up to speed again. Use of the anti-skid system thus can provide consistently shorter landing rolls for all runway conditions. The system is activated by placing the anti-skid control switch ON and lowering the landing gear. It may be disengaged by placing the anti-skid control switch to OFF, or by holding either emergency quick release lever depressed. An ANTI-SKID INOPERATIVE light illuminate when the system is not activated. When the landing gear handle is up, all power to the anti-skid system (including the light) is shut off.
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Anti-Skid Control Switch

This two-position toggle switch is on the left console, front cockpit, adjacent to the oxygen quantity gage. When the switch is ON and the landing gear handle is down, power is supplied to the system. The anti-skid system may be shut off by placing the anti-skid control switch to OFF.

Anti-Skid Inoperative Light

An ANTI-SKID INOPERATIVE light is on the left console in the front cockpit. The light illuminates any time the landing gear handle is down and the anti-skid switch is OFF, circuit continuity is not complete, or when the emergency quick release lever is held depressed. The master caution light does not illuminate in conjunction with the ANTI-SKID INOPERATIVE light.

Emergency hydraulic brake system

An emergency hydraulic brake system is incorporated in the event of utility system hydraulic failure. The accumulator is precharged pneumatically to 1,000 psi. When normal utility hydraulic pressure is supplied to the accumulator a pressure of 3,000 psi will be indicated. Differential breaking pressure can be utilized when operating with the emergency system; however, braking action is limited due to depletion of hydraulic pressure from the accumulator.

Emergency Brake Handle

A emergency brake handle is on the lower left side of each cockpit instrument panel. It releases hydraulic pressure to two metering valves incorporated in the normal brake control valves and operates with the brake pedals. Pulling the emergency brake handle in either cockpit, approximately 5 inches, discharges the brake system hydraulic accumulator and provides emergency braking with normal feel but with a limited number of applications.

CAUTION
Because of the limited number of brake applications, taxiing should not be attempted when using the emergency brakes.

Arresting hook system

A large retractable arresting hook under the stabilator provides reliable high energy stopping capabilities during takeoff and landing emergencies. The system consists of the arresting hook, a combination dash pot and actuating cylinder, a solenoid operated selector valve, a mechanical uplatch, a control cable and an arresting hook control handle. The hook extends by the
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action of the dash pot and gravity. Hook extension time is approximately 5 seconds, and retraction time is approximately 13 seconds.

Arresting hook handle

An arresting hook shaped handle is on the right side of the front cockpit instrument panel. When the handle is placed in the down position, the tension on the control cable is relieved and the uplatch releases the arresting hook. When the handle is placed in the up position, the solenoid selector valve is energized and the control cable applies tension to the uplatch. If the arresting hook cable breaks, the hook will automatically extend.

Arresting hook warning lights

A red warning light installed in the arresting hook control handle and a HOOK DOWN warning light on the telelight panel illuminates any time the arresting hook is not up and locked.

Drag chute system

A 16-foot ring-slot type drag chute, contained in the empennage, significantly reduces landing roll distances. The drag chute may also be used for out of control/spin recovery. It is pulled into the airstream by a pilot chute when the spring-loaded compartment door opens. If the compartment door opens inadvertently without cockpit handle operation, or if the cockpit handle is not locked in the up position when the drag chute is deployed, the jaws of the attaching mechanism allows the chute to be released and fall free of the aircraft. The drag chute is normally deployed after each landing, and is considered a servicing item.

Drag chute handle

The drag chute is deployed by a control handle alongside of the left console front cockpit. A cable joins the handle, the release and jettison mechanism, and the door latch mechanism. Rotating the handle back to the detent, without depressing the button on the handle, releases the door latch mechanism. The drag chute is jettisoned by depressing the button and pulling back on the handle to clear the detent, and then by lowering the handle. The release and jettison mechanism then returns to its normal position, permitting the drag chute to pull free.

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Angle of attack (AOA) system

An AOA system presents a visual indication of optimum airplane flight conditions. The flight conditions of stall, landing approach, takeoff, range, endurance, etc., all occur at specific lift coefficients, and therefore, at specific angles of attack. Optimum angle of attack is not affected by gross weight, bank angle, load factor, airspeed, density altitude, or airplane configuration. For example, the optimum AOA for landing approaches is always the same, regardless of gross weight. Airspeeds automatically vary to compensate for the change in weight.

Angle of attack indicators

An AOA indicator is on both front and rear cockpit instrument panels. Measurement of the aircraft angle of attack is accomplished by means of slotted probe protruding through the fuselage skin. The indicator is calibrated from 0 to 30 in arbitrary units, equivalent to a range of 10 to +40 angular degrees of probe rotation. Indexer reference marks are provided, and are set at approximate cruise (7.9 units), and approach (19.2 units), and stall (30.0 units) angles of attack. The indicator reference mark set at an approximate cruise (7.9 units), pertains to maximum range cruise at optimum cruise altitude for the existing gross weight. Airflow around the AOA probe is altered by extension or retraction of the nose wheel doors. As a result on this effect, the indicated AOA at any constant AOA is approximately I unit lower with the nose gear retracted than with the nose gear extended. Slat flap position does not alter this effect. When electrical power to the indicator is interrupted, the word OFF appears in a window in the face of the indicator.

Angle of attack indexers

The AOA indexers (figure 1-7), which operate from switches in the AOA indicator, are on each side of the windshield above the front cockpit instrument panel and above the rear cockpit instrument panel. The indexers provide AOA visual indication of optimum airplane flight conditions by illuminating symbolic cutouts (low-speed symbol, on-speed symbol, and high-speed symbol). At very slow airspeeds (high AOA), only the low-speed symbol illuminates. At slightly slow airspeeds, the low-speed and on-speed symbols illuminate. At optimum approach airspeeds, only the on-speed symbol is illuminated. At slightly fast airspeeds, the on-speed symbol and the high-speed symbol illuminate. At very fast airspeeds (low AOA), only the high-speed symbol illuminates. The AOA indexer information is not displayed with the landing gear retracted.

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ANGLE OF ATTACK DISPLAYS

INDICATOR INDEXER ANGLE OF ATTACK UNIT AIRSPEED ATTITUDE

20.3 - 30

VERY SLOW

19.7 20.2

SLIGHTLY SLOW

18.7 19.6

ON SPEED

18.1 18.6

SLIGHTLY FAST

0 - 18

VERY FAST

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AOA Aural tone

The AOA system also provides a continuous aural indication of AOA by means of an aural tone generator. In response to the AOA transmitter input signal, the generator produces an aural signal in the headsets of both crewmembers to describe the aircraft AOA. The generator describes the aircraft AOA by producing a steady or interrupted, or a combination of steady and interrupted signal depending on the AOA transition range.

Pitot static system

The pitot-static system supplies impact (pitot) and atmospheric (static) pressures to various flight instruments and airspeed switches. A conventional pitot-static system is used in the aircraft with a single pitot tube and two static ports. Two systems receive inputs from a single pitot-static boom on the nose of the aircraft. Pitot and static pressures are supplied to the airspeed/Mach indicator, the altimeter, and the vertical velocity indicator.

Pitot heat switch

The pilot heat switch is on the right console in the front cockpit. The switch controls operation of the heating element in the pitot head, the bellows ram air inlet probe, and the stabilator bellows Venturi. The heater elements are energized any time electrical power is applied and the pitot heat switch is in the ON position.

CAUTION
Pitot heat should not be used for more than 1 minute during ground operations.

Warning and indicator lights

To keep instrument surveillance to a minimum, warning and indicator lights are incorporated throughout both cockpit. The majority of the lights are in the front cockpit, and most of them are grouped on the right subpanel. All of the warning and indicator lights, with the exception of the FIRE and OVERHT warning lights, EJECT light, ALT ENCODER OFF light, and the DUCT TEMP HI light utilize power from the 28/14 volt ac warning lights bus. Additionally, the pull up light, and some radar indicator lights receive power from the warning lights bus. Also, this bus provides power for the following rear cockpit lights: the MASTER CAUTION, RADAR-CNI COOL OFF, INERTIAL NAV SYS OUT, and CANOPY UNLOCKED.

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Telelight Panel
A telelight panel on the front cockpit right subpanel contains the majority of the warning and indicator lights. When a safety of flight condition exists, one of the red (warning) lights illuminate. When a condition exists that requires corrective action, an amber (indicator) light illuminates. When a condition exists that is worthy of note, a green (indicator) light illuminates. Most of the lights on the telelight panel illuminate in conjunction with the MASTER CAUTION light. Lights that do not illuminate with the MASTER CAUTION light are: SPEED BRAKE OUT, R EXT FUEL, CTR EXT FUEL, L EXT FUEL, ANTI-SKID INOPERATIVE and APU lights. On aircraft 72-1255 and up the ALT ENCODER OUT light also operates independently of the MASTER CAUTION light.

Master Caution Light

The MASTER CAUTION light in the front cockpit operates in conjunction with the generator indicator lights and most of the warning and indicator lights on the telelight panel. A MASTER CAUTION light is installed in the rear cockpit and operates with the front cockpit MASTER CAUTION light. It is only necessary to monitor the MASTER CAUTION light for and indication of a condition requiring attention, and then refer to the telelight panel for the specific condition. The MASTER CAUTION light may be extinguished by depressing the master caution reset button on the generator control panel. Illuminated lights on the telelight panel will not be extinguished by the master caution reset button, with the exception of the A/P DISENGAGED light, until their respective faults have been corrected. After the MASTER CAUTION light is extinguished, and an additional condition exists that requires attention, the MASTER CAUTION light will again illuminate.

NOTE
If the CHECK HYD GAGES indicator light illuminates and remains illuminated, the hydraulic system gages should be monitored for the remainder of the flight. A second hydraulic system failure warning will not illuminate the MASTER CAUTION light.

Warning Light Test Circuit

A warning light test circuit is used for testing the operation of the bulbs in the warning and indicator lights. The warning and indicator lights may be illuminated by actuating the warning lights test switch on each interior lights control panel.

Engine fire and overheat detector system

Each engine has a fire warning system for the engine compartment, and an overheat warning system for the keel section. Illumination of the lights warns the AC to initiate emergency procedures. The warning light for the left engine is on the left upper instrument panel in the front cockpit, and the warning light for the right engine is on the right upper instrument panel.
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Fire Warning System

The fire warning system serves to alert the AC to an overheat condition in the engine compartment.

NOTE
An illuminated fire warning light may be a valid fire indication even though the self-test circuit may be in operative.

Fire Detector Check Button

The warning lights may be tested by momentarily placing the warning lights test switch in the TEST position. This check will only test the bulbs. By depressing the fire detector check button the continuity of the circuitry, including the sensor units, may be checked.

Jettison Systems
Provisions are incorporated to allow the flight crew to jettison most of the stores carried on the airplane. To jettison, it is required that the front cockpit gear handle be up, or down with the weight off the gear.

External Stores Emergency Release Button

The external stores emergency release button (panic button) is on the front cockpit left subpanel. This button, when depressed, will jettison all external stores (except AIM-9 missiles, ad ECM pods on stations 4 and 6). The landing gear may be either up or down providing the weight is off the gear and the aft emergency extension gear handle is in the normal position.

Selective Jettison Control and Station Select Switches

The selective jettison control, in conjunction with the station switches, has capability of jettisoning any jettisonable store(s) from any of the external wing and centerline stores stations. These controls are on the multiple weapons control panel on the lower left of the instrument panel in the forward cockpit. Jettison is performed by placing the selective jettison control to STATION, selecting a station or combination of stations on the station select switches, and then pushing the PUSH TO JETT button of the selective jettison control.

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Instruments
Most of the instruments are electrically operated by power from the electrical system. Some instruments, such as the accelerometer, are self-contained and do not require any external source of electrical power.

True airspeed Indicator

A true airspeed indicator is on the rear cockpit instrument panel. The airspeed is indicated by a small counter which rotates to show a row of numbers through a window on the indicator face. The indicator reads directly in knots TAS, and has a range of 0 to 1500 knots. The system calibrated range is 150 to 1500 knots. The true airspeed indicator can indicate anywhere below 150 knots while the aircraft is motionless on the ground.

Ground speed indicators

A ground speed indicator is on the front cockpit instrument panel and the rear cockpit instrument panel. Ground speed is indicated by a small counter which rotates to show a row of numbers through a window on the indicator face. The indicator reads in knots, with a range of from 0 to 1999 knots. With the INS inoperative, the ground speed indicator can indicate anywhere below 150 knots while the aircraft is motionless on the ground.

Accelerometers
An accelerometer, to measure and record positive and negative acceleration G loads, is on the front cockpit instrument panel and the rear cockpit instrument panel. The indicator has three movable pointers. One pointer moves in the direction of the G load being applied, while the other two (one for positive G, and one for negative G) follow the indicator pointer to its maximum travel. These recording points remain at their respective maximum travel position of the G load being applied. Depressing a PUSH TO SET button, in the lower left corner of the instrument will allow the recording pointers to return to the one G position.

Airspeed/Mach indicators
A combination airspeed and Mach number indicator is on the front cockpit instrument panel and the rear cockpit instrument panel. They show airspeed readings below 200 knots and include Mach number readings at high speeds. Both readings are provided by a single pointer moving over a fixed airspeed scale, graduated from 80 to 850 knots, and a movable Mach number scale graduated from Mach 0.4 to Mach 2.5. A movable airspeed marker is included as an approach speed reference and can
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be positioned by the knob on the face of the instrument. The airspeed indicator pointer and the Mach numbers scale are synchronized so that a proper relationship between the two is assured throughout all altitude changes.

Altimeter
A servoed altimeter on each cockpit instrument receives both static pressure and electronic signal for operation. These units are of the counter-pointer type which display the whole thousands number in a counter window and the increments of whole number with a pointer which rotates on the face of the instrument. The pointer scale is graduated in 50 foot units with major 100 feet scale divisions from 1 to 10. The range of the altimeter is 0 to 80,000 feet. An adjustable barometric scale is provided so that the altimeter may be set at the corrected sea level pressure. This scale range is from 28.50 to 30.90 inches mercury.

Magnetic compass
A conventional magnetic compass, one in each cockpit, is provided for navigation if an instrument or electrical malfunction occurs. Compass deviation cards are above the canopy sill on the right side of both cockpits.

Vertical velocity indicators

The vertical velocity indicators indicate the rate of climb or descent of the aircraft. Each indicator is connected to the static pressure system and actuation of the pointer is controlled by the rate of change of the atmospheric pressure. It is so sensitive that it can register a rate of gain or loss of altitude which would be too small to cause a noticeable change in the altimeter reading. Each half of the indicator face is graduated in 500 foot units from 0 to 6000 feet with 100 foot scale divisions from 0 to 1000 feet. The upper half of the instrument indicates rate of climb and the lower half indicates rate of descent in feet per minute.

Radar altimeter
The radar altimeter provides the AC with accurate height information, with respect to the terrain, from 0 to 5000 feet. Accuracy of the system is 5 percent of the indicated altitude or 2 feet, whichever is greater. Operational limits allow the system to function normally from 0 to 30 bank angle and/or from 0 to 35 pitch angle. A red, low altitude warning light is on the lower right side of the indicator.

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Function control switch

Clockwise rotation of the function control switch applies power to the system components. By rotating the control switch further clockwise, the reference marker may be positioned. This also sets the low altitude warning light limit. Any time the aircraft descends below the preselected altitude, the low altitude warning light illuminates. Above 5000 feet, or when unreliable signals are being received, the altitude pointer is driver counterclockwise behind a mask which is located between the 0 and 5000 feet mark, and the OFF flag will appear. The OFF flag also appears when power is lost or turned off; however, the altitude pointer remains at the altitude it was indicating when the power interruption occurred.

Turn and slip indicators

A turn and slip indicator is incorporated in the attitude director indicator on the front cockpit instrument panel. An individual 4minute turn and slip indicator is on the rear cockpit instrument panel. The turn needle in the ADI, operated by a vertically mounted gyro, indicates direction of turn but does not provide accurate turn rate.

Emergency attitude reference system

The emergency attitude reference system operates independently of other systems. The system provides indication of aircraft pitch and roll attitude during normal operation and continue to provide reasonably accurate information for a minimum of 5 minutes if power to the system is lost and the warning flag is in view.

Flight director group

The flight director group provides an integrated display of the navigation situation of the airplane. The flight director group consists of a flight director computer, the horizontal situation indicator (HSI), and a selector panel. Although the attitude director indicator (ADI) is not a component of the flight director group, it does receive some signals from the flight director computer and shall be discussed along with the flight director group.

Flight Director Computer

The flight director computer provides navigation information to the HSI and steering information to the ADI. Except for the bearing and distance display on the HSI, all signals for the HSI and signals for portions of the ADI pass through or originate in the computer. The flight director computer has no control over the three-axis sphere portion of the ADI. Steering signals are computed to provide the aircraft commander with flight direction information when flying either manually or remotely set headings, and manually selected TACAN radials.
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Horizontal Situation Indicator

The HSI provides a horizontal or plan view of the aircraft with respect to the navigation situation. The aircraft symbol in the center of the HSI is the airplane superimposed on a compass rose. The compass card. The bearing pointer indicates magnetic bearing by pointing to the selected station or destination. Relative bearing is obtained by reading the angular difference in degrees (either left or right of the upper lubber line) between the aircraft magnetic heading and the magnetic bearing pointer. For example, if the aircraft magnetic heading is 270 and the bearing pointer indicates a magnetic bearing of 10, then the relative bearing indicated is 100 to the right. With NAV COMP selected, magnetic and relative bearing and range to the selected TACAN station are provided. With TACAN selected, magnetic and relative bearing and range to the selected TACAN station are provided. With ADF selected, magnetic and relative bearing to an ADF station is provided. If there is a malfunction in the compass system or the compass card, the ADF bearing pointer continues to point to the station and it displays relative bearing only; however, the TACAN bearing pointer will continue to indicate magnetic bearing to the TACAN station. Four different navigational situation displays are provided on the HSI, selected by the mode selector knob on the navigation function selector panel. These displays are: ATT (attitude), HDG (heading), TAC (TACAN), and NAV COMP (navigation computer). The mode selector knob does not affect information displayed by the bearing pointer and the range indicator. When the attitude mode (ATT) is selected, the heading marker, course arrow, and course deviation indicator slave to the magnetic heading i.e., under the lubber line. The heading marker cannot be adjusted with the heading set knob and the bank steering bar on the ADI is deflected out of view. The course selector window also displays magnetic heading. In the heading mode, the course arrow and course deviation indicator are slaved to the lubber line and display aircraft magnetic heading. The course selector window also displays magnetic heading. The heading marker may be manually set to the desired heading. This provides ADI bank steering bar information to command an asymptotic approach to the selected heading. The TACAN mode provides a display of a navigation situation with respect to the selected TACAN. To provide a complete TACAN display, the bearing/distance switch should be in the TACAN position. The bearing pointer provides magnetic bearing and the range indicator provides slant range to the selected TACAN. The course arrow and the course selector window are set manually, using the course set knob, to the desired TACAN course. The course deviation indicator and aircraft symbol display a plan view of the aircraft in relation to selected course. Maximum deflection of course deviation indicator is 5 (2 per dot). The heading set knob is used to manually set the heading marker to a desired TACAN course, thus providing bank steering information on the ADI to command an asymptotic approach to desired TACAN course. The bank steering bar does not correct for drift. If the heading marker is not set to the desired course, bank steering information, although provided is not correct. The to-from indicator operates only when the mode selector is in the TACAN mode and indicates whether the course arrow and course selector window. The heading marker is electrically driven to indicate appropriate magnetic heading (command heading) to fly in order to arrive at the selected new NAV comp fix. The bank steering bar provides bank steering information to direct an asymptotic approach to the command heading. Five mode-of-operation word messages are shown around the HSI. These words are illuminated to indicate operating mode, providing the instrument panel lights control knob is ON. The intensity of the mode lights is controlled by this knob. The mode
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words are: TAC (TACAN), NAV (navigation computer), UHF (ADF), MAN (HDG), and TGT (target). The data link and ILS lights do not illuminate since these modes are not available. There is no mode light for the attitude mode of operation.

Attitude Director Indicator (ADI)

The indicator consists of an attitude sphere, turn and slip indicator, pitch and bank steering bars, miniature aircraft, vertical displacement pointer, warning flags, and a pitch trim knob. The attitude sphere displays pitch, bank, and heading in relation to the miniature aircraft. The pitch and bank attitude markings on the sphere are in graduation of 10 with the large markings indicating each 30. This phenomenon is a simultaneous large gyration about all three axes after which normal attitude reference is displayed. The pitch reference relationship of the attitude sphere to the miniature aircraft may be adjusted with the pitch trim knob. The turn indicator in the lower portion of the ADI receives its signals from a gyro housed within an AN/AJB-7 system component. However, the operation or malfunction of one system will not affect the other system. The bank steering information to intercept selected headings, TACAN radials, or navigation computer destinations. Bank steering commands from the heading marker and/or course arrow are transmitted through the flight director computer to the bank steering bar. The maximum bank angle command is 30. In navigation computer mode the maximum heading error that can be commanded is 90. If the heading marker is manually set at 90 or more from the present aircraft heading, the bank steering bar commands the maximum bank angle. Heading errors of less than 90 results in bank angle commands of less than 30. If bank angles of more than 30 are desired during heading course interception, the steering bar must be disregarded. During TACAN course interceptions, bank steering information will only be reliable when the selected TACAN course is within 60 of the present inbound course. An OFF warning flag on the ADI is visible during the start cycle time delay (approximately 80 seconds); when the AN/AJB-7 gyro ac power fails; when the AN/AJB-7 pitch or roll signals fail; or while the fast erect switch is being activated. The attitude warning flag indicates only a failure in the AN/AJB-7 system regardless of the position of the reference system selector switch, and will not be in view if there is a failure or power loss within the INS.

WARNING
Failure of certain components can results in erroneous or complete loss of pitch and bank presentations without a visible warning indication.

Bearing-Distance-Heading Indicator (BDHI)

The BDHI consists of a rotating compass card, single and double bar bearing pointers numbered 1 and 2 respectively, a range indicator, and a range warning flag. With the navigation mode selector switch in the TACAN/UHF/ADF position, the No. 1 pointer indicates UHF magnetic and relative bearing and the No. 2 pointer indicates TACAN magnetic and relative bearing. The range indicator displays range to the selected TACAN station. If the TACAN is not operating, both the No. 1 and the No. 2 pointers indicate ADF bearing. With the navigation mode selector switch in NAV COMP, the No. 1 pointer indicates magnetic
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and relative bearing to the selected navigation computer target coordinates and the No. 2 pointer indicates magnetic ground track. The range indicator displays range to the selected navigation computer target coordinates.

Navigation Function Selector Panel

The navigation function selector panel is on the front cockpit instrument panel. The panel contains a mode selector knob and a bearing/distance selector switch.

Mode Selector Knob

The mode selector knob is a rotary-type switch with positions of ATT, HDG, TACAN, and NAV COMP. The switch selects the source of information to be displayed on the HSI and ADI.

Bearing/Distance Selector Switch

The bearing/distance selector switch is a three-position toggle switch with positions of NAV COMP, ADF, and TACAN. The switch controls the bearing pointer, range indicator, and the mode word that indicates the mode selected on the HSI. The bearing/distance selector switch and mode selector knob do not have to be set up as a pair.

Automatic flight control system

The automatic flight control system (AFCS is an electro-hydraulic system designed to provide stable, accurate and coordinated flight maneuvers without interfering with manual control. The automatic flight control system is capable of performing two modes of operation, stability augmentation and AFCS. Stability augmentation improves airplane stability in pitch, roll and yaw; it opposes any change of attitude but does not return the airplane to a given attitude or ground track. This mode of operation may be used while the aircraft is under manual control. Stability augmentation can be engaged individually or in any combination for pitch, roll or yaw axis. The AFCS switch can be engaged with only the pitch stab aug switch engaged; however, to provide full AFCS operation, all three stab aug switches must be engaged. The AFCS mode operation maintains any aircraft heading and/or attitude selected within the AFCS limits and corrects for any deviation from the selected heading or attitude of the aircraft within the AFCS limits. The altitude hold model of operation holds any altitude selected while in the AFCS mode.

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Stability augmentation
In the stability augmentation model of operation, the system senses motion about the longitudinal, lateral and directional axes and acceleration along the lateral axis, by mean of rate gyro and accelerometer sensors respectively. All attitude changes cause these sensing devices to transmit signal representing the rate of change of motion about or along their respective axes. These signals are sent to servo valves in the control surface actuators. Therefore, any output signals from the rate gyro sensors, indicating yawing, pitching or rolling motion, or from lateral accelerometer indicating side slip, cause the automatic flight control system to position the appropriate control surface to oppose that motion. This action decreases any tendency of the airplane to oscillate in roll, yaw or pitch or to develop lateral forces which cause airplane slip or skid, In the stability augmentation mode. The rate gyros or lateral accelerometer send signals to the surface controls to oppose any deviation from the selected flight attitudes but do not return the airplane to its original ground track or attitude. Stability augmentation can be obtained individually or in any combination for pitch, roll or yaw axis by placing the pitch, roll and yaw stab aug switches to the ENGAGE position.

AFCS mode
In the AFCS mode, the vertical gyro, directional gyro and accelerometers signals are used, in addition to the rate gyro sensor signals, to maintain the airplane in a desired attitude with maximum pitch, roll and yaw stability. The AFCS system can be engaged and hold maneuvers and attitudes within a range of 70 in bank and 360 in azimuth, providing the G limits are not being exceeded. The AFCS components are the AFCS panel, the control amplifier, force transducer, accelerometers and rate gyro sensors. Equipment used in connection with AFCS operation are the attitude reference system, the air data computer, the lateral series servo, the directional servo and the longitudinal servo.

AFCS controls
The automatic flight control system panel is on the front cockpit left console. This panel contains all the controls for the normal operation of the flight control system.

Stab aug switches

The three stab aug switches for pitch, roll and yaw are two-position toggle switches on the AFCS panel. Placing any one of these switches in the ENGAGE position establishes the stability augmentation mode for the axis selected. These switches can be engaged individually or in any combination for stability augmentation in pitch, roll or yaw. The switches are lever lock type switches and the toggle must be lifted slightly before the switch position can be changed.

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AFCS switch
The AFCS switch is a two position toggle switch on the AFCS panel. The switch can become energized only if the pitch stab aug switch is engaged or id all three stab aug switches are energized. However, for the AFCS mode to be fully effective, holding attitude and heading selected, all three stab aug switches must be energized.

Altitude hold switch

The altitude hold switch is a two position toggle switch on the AFCS panel. The switch positions are ALT and ENGAGE. The altitude hold feature functions only if AFCS is engaged. Placing the switch to the ENGAGE position energizes an altitude sensor in the air data computer which is controlled by barometric altitude. As the altitude varies, an error signal is produced and fed to the pitch servo amplifier. The amplifier then sends a signal to the stabilator actuator which deflects the stabilator as necessary to return the aircraft to its hold altitude. The altitude sensor holds the aircraft within 50 feet or 0.3 percent of the reference altitude, whichever is greater, at speeds up to 0.9 Mach and at speeds greater than 1.0 Mach.

Normal operation
1. To engage the stability augmentation mode, place the pitch, roll and yaw stab aug switches to ENGAGE. NOTE: The stability augmentation mode can be selected individually or in any combination for pitch, roll and yaw axis. The pitch stab aug switch must be engaged for the AFCS switch to energize. However, all three switches must be engaged for complete AFCS operation. 2. Trim the aircraft in the stability augmentation mode before engaging AFCS mode. 3. To engage AFCS mode, establish an aircraft attitude within AFCS limits. Place the AFCS switch to ENAGE. NOTE: do not operate manual trim button while in the AFCS model unless roll reversal is encountered or the AUTOPILOT PITCH TRIM light is illuminated. Use a small amount of manual trim to counteract encountered roll reversal or to extinguish the AUTOPILOT PITCH TRIM light. 4. When altitude hold mode is desired, place altitude hold switch to ENGAGE.

Roll reversal
There is a possibility of a condition called roll reversal occurring when operating the automatic flight control system in the AFCS model. This condition occurs infrequently and is apparent only when attempting small changes in bank angle. Roll
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reversal is associated with a small out of trim condition in the lateral channel and is apparent as a slow rolling of the airplane in the opposite direction of the stick force. If, for instance, the airplane is our of trim laterally to the left when the AFCS mode is engaged, roll reversal may occur when right stick forces are plied. A roll reversal situation may be caused by operating the manual lateral trim button while in the AFCS mode, followed by small stick forces being applied opposite to the direction of the trim. There is a possibility of roll reversal occurring even if the airplane has been trimmed prior to engaging the AFCS mode and the manual trim button has not been touched. This condition is caused by changes in airplane trim accompanying changed flight conditions. In the view of the above, the following instructions should be observed. 1. Trim airplane in stability augmentation model before engaging AFS mode. 2. Do not operate manual trim button while AFS mode is engaged unless roll reversal is encountered; at which time, judiciously use a small amount of manual trim to counteract the encountered roll reversal.

Pitch oscillations
When using the altitude hold mode, the airplane may experience pitch oscillations in the transonic regions due to fluctuations in the air data computer static pressure system. The nature of these oscillations vary from stick pumping to divergent pitch oscillations. It is recommended that if pitch oscillations occur, turn the altitude hold switch OFF. NOTE: divergent pitch oscillations should not be allowed to develop. If any divergent pitch activity is noted, corrective action should be taken immediately.

Communication, navigation, identification system

The integrated electronic central combines the communication, navigation and identification systems into one unit (figure 120). Communication functions are provided by a UHF receiver-transmitter, an auxiliary UHF receiver, and an intercom set. Navigation functions are provided by a TACAN (tactical air navigation) set and an ADF (automatic direction finding) feature. An IFF (identification friend or foe) set, and as SIF (selective identification feature) set, provide coded radar identification of the aircraft when challenged. When the CNI equipment is operating on external power without ground cooling, it is limited to 10 minutes of accumulated operation in a one-hour period. This limit does not apply to the intercom system.

UHF Radio
Ultra light frequency voice communications and automatic direction finding are provided by the UHF radio subsystem of the integrated electronic central. These subsystems contain the communication radio transmitter-receiver, referred to as the
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comm transmitter-receiver, and the amplifier power supply-receiver unit. The receiver in this unit is referred to as the aux receiver. The subsystems are controlled by control panels in each cockpit.

Communication Command Button and Indicator

The communication command (COMM CMD) button and indicator are on the upper left corner of the communication control panel. Operation of this button allows the crewmember to take or relinquish command of the comm transmitter-receiver, aux receiver and ADF functions. A green light to the right of the button illuminates in the cockpit which has communication command.

Communication Channel Control Knob

The communication (COMM) channel control knob is a rotary switch used to select preset comm channels 1 through 18. The mode selector switch must be in the CHAN position for the comm channel control knob to the operative. The selected channel is indicated in the channel indicator adjacent to the comm channel control knob.

Set Channel Pushbutton

The set channel pushbutton is used to preset comm channels 1 through 18. To set in a frequency into a channel, the mode selector switch must be placed to the CHAN position, the comm channel control knob must be rotated to the desired channel and the comm frequency thumbwheels must be positioned to the desired frequency. When the set channel pushbutton is then pressed, the frequency is set into the desired channel.

Identification system (IFF)

The identification system provides automatic identifications of the airplane in which it is installed when challenged by surface or airborne radar sets. Supplementary purposes are to provide momentary identification of position upon request, and to transmit a specially coded response to indicate an emergency. In operation, the identification system receives coded interrogation signals and transmits coded response signals to the source of the challenge. Proper reply indicates the target is friendly.

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Canopies
Each cockpit area is enclosed by a separate transparent, acrylic plastic, clam shell type canopy. The canopies are hinged aft of each cockpit enclosure and open approximately 53. Canopy operation, both normal and emergency, is accomplished pneumatically. Clean dry air at 3000 psi is supplied by the basic pneumatic system and is reduced by a pressure regulator to 900+-100 psi for use in the normal canopy system. Individual manual internal and external controls are provided for each cockpit. Normal canopy closing time, from full open to lock light out is 4 to 9 seconds. Each cockpit employs an inflatable canopy seal to seal canopies for cockpit pressurization. The canopy seals are automatically inflated and deflated upon opening and closing of the canopies. The respective cockpit canopy internal control handle is on the left side of the cockpit above the flap control panel and below the canopy sill. Each canopy control operates independently of the other. Pull the control handle aft to OPEN the canopy; push forward to CLOSE the canopy.

Canopy unlocked warning light

A red CANOPY UNLOCKED warning light, on the telelight panel in the front cockpit, is used to notify the crew that a canopy is unlocked. The front cockpit CANOPY UNLOCKED light illuminates when either canopy is unlocked.

Oxygen system
Breathing oxygen is supplied by a 10-liter (10.6 quart) liquid oxygen system. The system basically consists of a converter, a coil to convert from liquid to gaseous oxygen, and a console mounted pressure demand regulator in each cockpit. The oxygen system functions at a pressure of approximately 75 psi, and will remain within that range until the convertor is depleted. Relief valves prevent excessive pressure build-up. Refer to table of the next page for the oxygen duration chart. Even though there is no flow from the system, approximately 15 % of the system capacity is lost every 24 hours. This loss is due to the conversion of liquid oxygen to gaseous oxygen and subsequent pressure relief.

Oxygen regulators
The console mounted oxygen regulator is on the left console in the front cockpit, and the left subpanel in the rear cockpit. The regulator automatically controls the pressure and rate of flow of oxygen based on demand and altitude. It provides a proper mixture of air and oxygen at low altitudes and pressure oxygen at high altitudes.

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Supply Lever
A two-position lever, on the lower right corner of the regulator panel, controls the flow of oxygen from the regulator.

Diluter Lever
A two-position diluter lever, in the center of the regulator panel, controls the mixture of air and oxygen. For a proportional amount of air to oxygen, the NORMAL OXYGEN position should be selected. For only oxygen, the 100% OXYGEN position should be selected.

Emergency Lever
A three-position emergency lever, on the lower left corner of the regulator panel, permits selection of emergency positive pressure, normal oxygen supply, or testing pressure for a face mask check. The lever should remain in the center (NORMAL) position at all times, unless an unscheduled pressure increase is required. Moving the lever to EMERGENCY provides continuous positive pressure to the face mask for emergency use.

Oxygen duration chart

OXYGEN DURATION.HOURS 100% and Normal
COCKPIT ALTITUDE FEET 35.000 and up 30.000 25.000 20.000 15.000 10.000 GAGE QUANTITY-LITERS 10 24.3 24.3 17.8 18.0 13.7 17.0 10.3 19.2 8.3 23.4 6.7 23.4 9 21.8 21.8 16.0 16.2 12.3 15.3 9.2 17.2 7.4 21.0 6.0 21.0 8 19.4 19.4 14.2 14.4 10.9 13.6 8.3 15.3 6.7 18.7 5.3 18.7 7 17.0 17.0 12.5 12.6 9.6 11.9 7.2 13.4 5.8 16.4 4.7 16.4 6 14.6 14.6 10.7 10.8 8.2 10.2 6.2 11.4 5.0 13.9 4.1 13.9 5 12.1 12.1 8.9 9.0 6.8 8.5 5.1 9.6 4.1 11.7 3.3 11.7 4 9.7 9.7 7.1 7.2 5.4 6.8 4.1 7.6 3.3 9.3 2.6 9.3 3 7.2 7.2 5.3 5.4 4.1 5.1 3.1 5.7 2.5 7.0 2.0 7.0 2 4.8 4.8 3.5 3.6 2.7 3.4 2.0 3.8 1.6 4.6 1.3 4.6 1 2.4 2.4 1.7 1.8 1.3 1.7 1.0 1.9 0.8 2.3 0.6 2.3 BELOW 1

Emergency descend altitude not requiring oxygen

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Oxygen Flow Indicators

An oxygen flow indicator in each cockpit, alternately shows black and white with each breath, indicating oxygen flow.

Oxygen Pressure Gages

An oxygen pressure gage indicates oxygen supply pressure in pounds per square inch. The gage is calibrated from 0 to 500 psi with normal pressure indicated at approximately 75 psi.

Oxygen quantity gage

An oxygen quantity gage in each cockpit has a range from 0 to 10 liters. The liquid oxygen quantity gage should indicate 10 liters when the system is fully serviced.

Oxygen Quantity Gage Test Button

The oxygen quantity gage test button is on the left vertical panel adjacent to the oxygen quantity gage in the front cockpit. The button is used to test operation of the front and rear cockpit gages along with operation of the oxygen low warning system. With the button depressed, both gage needles should rotate from the current oxygen quantity indication to an indication of zero within 15 seconds after the button is depressed. After releasing the button, both gage pointers return to an indication of current oxygen quantity and the OXYGEN LOW warning light goes out when the front indicator indicates above 1 liter.

MK GH7 (A)-2 ejection seat

The Mk GH7(A)-2 ejection seat system can provide the crew with a safe and efficient escape from the aircraft. The seat is propelled from the aircraft by an ejection gun on the back of the seat which is assisted by a rocket motor on the bottom of the seat. The seat system includes an automatic ejection sequencing system through which three ejection sequences can be selected. In the event of an ejection sequence malfunction, the automatic features can be manually overridden. If necessary, ejection can be accomplished at ground level between zero and 600 knots airspeed. The ejection seat is an automatic device that primarily regulates the opening of the personnel parachute at a predetermined altitude or, if below that altitude, after a specified time period. Operation of the ejection seat begins with actuation of the upper or lower ejection handle which causes the canopy to jettison and the ejection gun to fire. It continues until a normal parachute descent of the occupant is
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accomplished. After the seat is initially fired during the ejection sequence. seat operation is completely automatic and requires no additional action by occupant during the sequence.

Ejection seat sequencing system

The ejection sequencing system is a pyrotechnic system which provides three ejection sequences: (1) dual ejection may be initiated from the front cockpit, and (2) dual, or (3) single ejection may be initiated from the rear cockpit. A command selector valve is provided in the rear cockpit to select single or dual ejection. Ejection is initiated by pulling the upper or the lower ejection handle. When the upper or lower ejection handle is pulled to the first position, the seat mounted sequence initiators fires and the automatic ejection sequence is initiated. The ejection gun can be fired manually as soon as the canopy jettisons and removes the interlock block. The ejection gun firing mechanism (interdictor) safety pin is also removed when the canopy is jettisoned. If the pull is maintained on the ejection handle the seat is fired before it is fired automatically by the sequence actuator.

Upper Ejection Handle

The upper ejection handle is at the top of the seat, projecting forward and is connected by cables to the firing linkages on the seat. When using the upper ejection handle the pull on the handle should be maintained until it is released by the action of the time release mechanism after ejection.

Lower Ejection Handle

The lower ejection handle is on the forward edge of the seat bucket, between the crew members legs. The handle is connected to the firing linkages on the top of the seat and fires the same seat-mounted initiator as does the upper ejection handle. A force of 15 to 40 lbs is required to pull out the lower ejection handle.

Lighting Equipment
Exterior Lightning
The exterior lights consist of the position lights (wing and tail), join-up lights (wing only), fuselage lights, anti-collision light, landing light, taxi light, flood lights and electroluminescent formation lights. The exterior lights control panel (on the front cockpit right console) contains all the controls for exterior lighting except for the landing/taxi light switch on the left sub panel.
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Position and Join-up lights

The wing and join-up lights are controlled by one switch, labeled wing, with positions marked OFF, DIM and BRT. The wing and join-up lights do not have flash capabilities. The tail light is controlled by a similar switch, labeled TAIL. The tail light will not illuminate unless the flasher switch is in the STEADY or FLASH position.

Anti-collision and Fuselage Lights

Three semi-flush white lights are on the fuselage, one immediately after the rear cockpit and one light below each of the engine intake ducts. A single red anti-collision light is on the leading edge of the vertical stabilizer. The anti-collision and the fuselage lights are controlled by one switch, labeled FUS, with positions marked OFF, DIM and BRT. The anti-collision light illuminates only when the fuselage switch is in the BRT and the flasher switch is in the FLASH position. The fuselage lights will not illuminate unless the flasher switch is in the STEADY or FLASH position. The fuselage lights flash when the flasher switch is in the FLASH position.

Exterior Light Flasher Switch

The exterior light flasher switch operates the fuselage lights, anti-collision light and tail light. The three positions of the exterior lights flasher switch are FLASH, OFF and STEADY. If STEADY is selected, the tail light and fuselage lights produce a steady illumination, provided the FUS lights switch and the tail light are in the DIM or BRT position. Placing the flasher switch to FLASH causes the fuselage lights, tail light and anti-collision lights to flash. By placing the flasher switch to OFF, the fuselage lights, tail light and anti-collision light are turned off.

Landing and Taxi Lights

The landing and taxi lights are on the forward nose gear door. The landing and taxi lights switch is on the left sub-panel of the front cockpit and has three positions: LDG. LT, OFF and TAXI LT. The left main landing gear must be down for operation of either light.

Formation Lights
The electroluminescent formation lights are on the outer wing tips and on both sides of the vertical stabilizer, midfuselage and forward fuselage. These lights are controlled by the FORMATION light switch and a variable control knob on the front cockpit formation lights control panel. The switch has the position of ON, OFF and MOM (momentary)

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Interior Lighting (front cockpit)

Most of the lighting controls for the front cockpit are on the cockpit lights control panel right console. A utility light, under the right canopy sill. Has its own on-off switch and intensity control. An emergency red floodlight switch is above the cockpit lights control panel.

Instrument Panel Lights

Variation in instrument panel lighting is controlled by the instrument panel lights control knob, on the cockpit lights control panel. The control knob, labeled INSTR PANEL, has position marked OFF and BRT. When the control knob is rotated our of the OFF detent, most of the instrument panel lights illuminate.

Console Lights
Console lighting is comprised of a combination of edge lights and floodlights. Variation in edge light intensity is controlled by the console lights control knob on the cockpit lights control panel.

White Floodlights
One white floodlight (thunderstorm light) is mounted above each console, under the canopy sill. The white floodlight control switch has positions marked OFF and ON and is on the cockpit lights control panel.

Warning Lights Test Switch

The warning lights test switch, a two-position toggle switch is on the cockpit lights control panel. The switch has positions marked NORM and TEST and is spring-loaded to NORM. When the switch is placed to TEST, all warning lights illuminate except the AIR DATA mode and eject lights.

Operating Limitations
Engine speed
Engine rpm (not time-limited) is 103% rpm for round operation and 102% rpm for inflight operation.
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RPM drop Drop-off to 87% rpm with a 12 second recovery time is allowable when initiating afterburner.

Engine Exhaust Temperature Limitations

Starting a. if EGT exceeds 750C during start, shut-down engine and abort the flight. Do not attempt to re-start. b. Temperatures from 733C to 750C are allowable providing they do not exceed 1 minute 30 seconds duration. If EGT exceeds 733C for longer than 1 minute 30 seconds the flight must be aborted. c. Any temperature above 705C that does not exceed the above limitation must be written up on form 781, but the flight need not be aborted. All Except Start a. above 750C 3 seconds maximum duration. b. 716C to 750C 1 minute maximum duration. c. 679C to 715C 5 minutes maximum duration. d. 678C no limit Any steady state (3 seconds or longer) temperature above 678C must be written up on form 781.

Windmilling Limitations
Prior to shutdown under non-emergency conditions, reduce thrust to idle and allow EGT to stabilize. For non-emergency shutdowns, do not allow engine windmill rpm to remain below 7% for longer than 10 minutes. The number of operations operating below 7% rpm is not limited, provided each 10 minute period below 7% rpm is followed by at least a 10 minute period operating above 7% rpm. Operation at 7% rpm or above is required to provide adequate circulation of lubricating oil to various engine components. Minimum engine windmill rpm for a 250 knots glide will vary with altitude. Due to horsepower extraction loads impose on the engine by CSD/generator, hydraulic and fuel pumps, the engine windmill rpm will most likely be zero for a landing condition.

Thrust Limitations
Tables of the next page are used to determine engine temperature/rpm operating limits in relation to steady state military thrust for takeoff. Under these conditions ambient air temperature may be considered as compressor inlet temperature. The chart depicts minimum and maximum limits.

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Power operating limits

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Ignition limitations
The engine ignition time-cycle is limited to 2 minutes ON, 3 minutes OFF, 2 minutes ON and 23 minutes OFF.

Afterburner shutdown limitations

Gradual afterburner shutdown is required in certain areas of the airplane flight envelope. It is intended to allow the airplane to decelerate from high speeds to medium speeds before the engine exhaust nozzle close. This prevents the exhaust nozzles from becoming overpressurized due to peak pressure between maximum thrust and military thrust. Refer to Airplane Speed Restrictions (table below) for gradual afterburner shutdown speeds in relation to altitude.

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Engine G Limitations
Due to limited oil distribution to the variable nozzle system during negative G or zero G flight, the airplane is limited to 30 seconds of negative G flight and 10 seconds of zero G flight.

Engine Airspeed Limits

ALTITUDE RANGE SEA LEVEL TO 30,000 FEET STEADY STATE LIMIT Point at which Duct temp HI light illuminates (121C) or 750 KIAS whichever occurs first. Point at which Duct temp HI light illuminates or 710 KIAS whichever occur first. TRANSIENT LIMIT NONE 5 minutes per flight above the steady state limit, not to exceed 710 KIAS or .4 MACH above the speed at which the steady state limit is reached.

30,000 FEET AND UP

Gross weight limitations

The maximum allowable gross weights are: a. 58,000 pounds for ground operation. b. 46,000 pounds for landing.

Touchdown limitations
Touchdown sink rate limits are shown on table of the next page. The normal landing technique will result in descent rates of approximately 700 fpm during approach and 500 fpm at touchdown at typical landing gross weight.

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Touchdown sink rate limits

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System operation limitations

CONDITION LANDING GEAR EXTENDED WING FLAPS EXTENDED SLATS EXTENDED AIR REFUELING RECEPTACLE EXTENSION AFTER EXTENSION AIRSPEED or MACH whichever is less 250 KNOTS IAS 250 KNOTS IAS 600 KNOTS IAS OR 2.0 MACH 320 KNOTS IAS OR 0.85 MACH 400 KNOTS IAS OR 0.85 MACH 60 KNOTS IAS SAME AS BASIC AIRPLANE 200 KNOT IAS 400 KNOTS IAS 600 KNOTS IAS OR .95 MACH LOAD FACTOR 0 TO +2.0G 0 TO +2.0 G SAME AS BASIC AIRPLANE -1.5 TO +3.0 G NOT APPLICABLE SAME AS BASIC AIRPLANE NOT APPLICABLE NOT APPLICABLE 0 TO +4.0 G

CANOPY OPEN, GROUND OPERATION CANOPY JETTISON, INFLIGHT DRAG CHUTE DEPLOYMENT COCKPIT ACCESS STEPS EXTENDED APU

Instrument markings
EXHAUST TEMPERATURE TACHOMETER

678 maximum steady state

102% RPM maximum steady state overspeed (in flight)

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OIL PRESSURE

FUEL PRESSURE

12 PSI Minimum at idle RPM 60 PSI Maximum 35 PSI Static minimum at military thrust 30-60 PSI Inflight military

32-40 PSI Inflight military

ACCELEROMETER POSITIVE LOAD FACTOR (g) LIMITS A) 4.2g maximum at maximum gross weight 58,000 pounds. B) 6.5g maximum clean supersonic (M=1.05 or greater) structural flight design gross weight 37,500 pounds. C) 8.5g maximum clean subsonic (M=0.72 or less) structural flight design gross weight 37,500 pounds. NEGATIVE LOAD FACTOR (g) LIMITS D) -1.9g maximum at maximum gross weight 58,000 pounds. E) -3.00g maximum clean at structural flight design gross weight 37,500 pounds.

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Airstart envelope

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Takeoff distance

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Climb speed schedule

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Final approach speeds

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Minimum landing roll distance

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Simulator Panel Descriptions

Introduction
This chapter describes all the active elements of the Phantom panels included in this product. Other instruments and systems not listed here are related to particular functions not reproducible in FS (for example the features of the weapons control panel). Descriptions of the simulator controls have not been included (how to set flaps or landing gear, for example) and navigation explanations (how to follow a VOR radial for example) because you can find all these information in the Flight Simulator user manual. Use the very interesting tutorials provided by Microsoft as well. You can takeoff with the Phantom even if you are an absolute beginner but we strongly suggest you achieve at least medium knowledge of aircraft and pilot basics before you attempt to fly or you will not appreciate the very interesting features included in this product.

Important Notes
Some systems status and aircraft controls can be operated either from the keyboard or by a click on the instrument panels. Due to some Flight Simulator limitations, if you activate a system equipped with multiple switches using the keyboard you could experience some incongruent results. For example, on a simple aircraft, if you press the L key to switch on the lights you will see all lights on and the related graphic switch on the panel set to the correct position. In the Phantom there are different active switches for lights, each one for a different system. If you have one of these systems already ON and you use the L key, the status of all lights related switches will be changed and you can see a light on even if the system switch has been moved to the OFF position. To avoid these kinds of problems, use only the mouse to control: lights systems anti-ice systems generators

Also do not use the FS default reverse keys to deploy the drag chute but only the U key or click on the drag chute handle on left console. Do not use the default FS afterburner key: the afterburner is automatically inserted moving the throttles on all the way ahead

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Cockpit Description
The simulator cockpit is composed of 5 full screen views and 8 smaller views that can be superimposed on full screen views. A menu bar is used to switch between views. The menu bar automatically appears by moving the cursor over any point of the leftmost part of each view where the sky is visible. The menu bar will automatically close by moving the mouse away from the menu bar itself. A Quick Reference Panel (A) is also provided to show important Indicators during landing. This panel can be opened clicking on the QRC tag in the main view 1 (Item 24).

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Main View

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1. 2. 3. 4. 5. 6. 7. 8. 9.

Magnetic Compass. Gun sight. Angle of Attack indexers (see the AOA descriptions for more details). Radar display (see Radar chapter for more details). Radar setting knobs. RWR not active in this version. Fire Indicator. Accelerometer. Use the left bottom knob to reset the memory markers. Radar Altimeter. Use the bottom left knob to set the minimum altitude (red needle). A low altitude warning light illuminates if you fly lower than the selected altitude. Mach Anemometer. Knots are displayed in the outer scale, Mach in the inner scale. Use the bottom left knob to set the reference speed bug. Attitude Indicator Altimeter. Fire test light button. Master Warning indicator. This Indicator illuminates when one (or more) of the following Indicators illuminates on the annunciator panel: CANOPY OPEN, DUCT TEMPERATURE HIGH, LOW FUEL, GENERATORS OFF, WINDSHIELD TEMPERATURE HIGH. When the warning condition is removed, click on the indicator to reset.

15.

Fuel Indicator. The outer tape indicates the total fuel available. Each segment measures 556 lbs of fuel. The central digital counter shows the fuel quantity in the fuselage tanks only. Clock. AOA Indicator. Warning: this instruments can read zero in low temperature (icing) conditions if the pitot heat is not switched on. Vertical Speed Indicator (FPM). Ground Speed indicator (Knots). Nozzles Position Indicators. Engine rpm (revolutions per minute). (0-100+%) Landing Gear Lever. Weapons Panel not active in this version. Quick Reference Panel icon. External stores jettison. Horizontal Situation Indicator. Stand-by attitude Indicator. Exhaust Gas Temperature Indicators. Fuel Flow Indicators. Tail Hook Lever. Canopy Open Lever.

16. 17.

18. 19. 20. 21. 22. 23. 24. 25. 26. 27. 28. 29. 30. 31.

10.

11. 12. 13. 14.

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Landing View

Refer to the Main View for instrument descriptions. This view offers a larger external view, useful during landings.

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IFR View

Refer to the Main View for instrument descriptions. This view offers a larger internal view, useful during IFR flights.

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Left View

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1. Anti-skid switch Not active in this version. 2. Oxygen quantity indicator. 3. Emergency brake handle. 4. Additional windows icon. 5. Emergency oxygen system. 6. Oxygen flow regulator (from STANDARD to MAXIMUM. 7. Oxygen flow indicator. 8. Oxygen system master switch. 9. Engine anti-ice switch. 10. Radar antenna tilt (in the real aircraft this switch is used to select the upper or lower UHF antenna). 11. Engine start switches. 12. Drag chute handle.

13. Flap Slat lever. 14. Flap Slat switch. 15. APU Reject Not active in this version. 16. Throttles. 17. Engine master switches. 18. Rudder trim switch.

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Right View

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1. Generators and Bus tie indicator lights. 2. Battery and Left/Right generator switches. In the up positions the switches activate the generators (when the engines are running). In the middle positions the electrical system is completely off while in the down position the electrical systems are fed by the batteries. In this simulator the left generator activate the electrical system while the right the avionic. 3. ADF frequency. 4. ADF frequency tuning knob. Left click on the upper side of the knob to increase the unit and the fractional part of the frequency; left click on the lower part to decrease. Right clicks to increase/decrease the tens and the hundreds. 5. Tuned COMM frequency. 6. COMM frequency selectors. Move the switch up or down to tune the desired frequency. 7. TACAN channel selector. Each channel is associated with a corresponding Civil VOR/VORTAC VHF frequency as listed in the Channel conversion table window. 8. Selected TACAN channel. 9. Cabin altitude indicator. (See the Oxygen system description in the systems description of this manual for more details).

10. Rain removal system switch. Activates the windshield heater. Warning: when the Windshield Temp High Indicators illuminates, turn off the rain removal. 11. Pitot heat switch. 12. IFF master switch. In this version the IFF works as a normal transponder. 13. IFF (transponder) selected code. 14. Fuse panel. Each fuse protects the corresponding system. 15. Light system panel window icon.

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TO & LDG View

1. Flap Slat switch. 2. Flap Slat position Indicators. 3. Landing gear position Indicators. 4. Fuel pump pressure. The fuel pumps are activated by the engine master switches. 5. Trim position indicator. 6. Landing/Taxi light switch.

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Engine Sub Panel View

1. Engine RPM Indicators. 2. Exhaust Gas Temperature Indicators. 3. Fuel Flow Indicators. 4. Fuel Pressure Indicators.

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Stability System Panel View

1. SAS (Stability Augmentation System) yaw switch. The yaw switch enables stability in the yaw axis (yaw damper). 2. SAS roll switch. The roll switch provides roll stability. In the simulation, it activates the auto-coordination mode, coupling the rudder and ailerons (ARI system on real F4) and provides coordinating turns at low speeds (< 300 KIAS). 3. Pitch roll switch. The pitch switch is the main switch of the Stability Augmentation System and must be engaged prior to takeoff. 4. AFCS (Automatic Flight Control System) switch. When the AFCS is engaged, the heading hold mode becomes active and the aircraft will turn to and maintain the heading selected by the heading knob on the HSI. 5. Altitude switch. If the AFCS system is active, it will maintain the current aircraft altitude. The green lamp ALT HOLD on radar panel illuminates to indicate that mode is active.

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Fuel Panel View

This panel has no active switches in this version of the product. It has been included to handle features available in the Flight Simulator X version only.

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Light Panel View

1. White Flood Light. 2. Not active in this version. 3. Annunciator Test Light Switch. 4. Instrument Panel Light. 5. Not active in this version. 6. Not active in this version.

7. Formation Lights Master Switch. 8. Formation Lights Switch. 9. Flashing/steady Navigation Lights Switch. 10. Navigation Lights Switch. 11. Strobe Light Switch. 12. Beacon Light Switch.

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Annunciator View
CANOPY: illuminates when the canopy is open. IFF: illuminates when the transponder is OFF. L/CTR/R EXT FUEL: illuminate external fuel tanks are empty. when the total

FUEL LEVEL: illuminates when the remaining fuel is less than 1800 Lbs.

L/R ANTI ICE: illuminate when the engines anti-ice system is ON. WINDSHIELD TEMP: illuminates when the temperature is too high due to the rain removal system active. PITCH AUGM OFF: illuminates when the pitch SAS system is OFF. CHK HYD GAUGES: not active in this version. OXYGEN LOW: illuminates when the remaining oxygen is less than 1 litre. DUCT TEMP HIGH: illuminates when the engines air intake temperature is higher than 121C. ALT HOLD DISENGAGE: illuminates when the AFCS altitude mode is OFF. SPEED BRAKE: illuminates when the speed brakes are extracted. ANTISKID: illuminates system is inoperative. when the antiskid

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Channels Conversion Table

This table provides the conversion between the military TACAN channel and the related civil VOR/VORTAC VHF frequency.

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Quick Reference Panel View

1. Landing Gear Position Indicators. 2. Flap Slat Position Indicators. 3. Trim Position Indicator. 4. Partial Annunciator Panel view.

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Flight Instruments View

An additional view with enlarged flight instruments is available. To open this view, click on the external part of the ADI.

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Radar panel and system features

The radar included in this version of the product offers limited features. A more advanced system will be available in the FSX version. 1. Radar scope. 2. Gunsight. 3. Radar features selector. OFF: system completely off. STBY: system active with no emission. CAGE: limited scanning area. AG: Air to Ground scanning mode. AA: Air to Air scanning mode. BIT: not active in this version.

4. Range selector (5/10/20/40 Nautical Miles). 5. Selected range. 6. In Range indicator (illuminates when the target is within 2 NM from the aircraft). 7. AFCS Altitude mode indicator (illuminates when the Alt hold mode is engaged).

The radar can display all tracks in front of the aircraft in a scanning area width about 180 (horizontally).

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Air to Ground mode selected. In this scanning mode the radar antenna tilt is 45 down from the aircraft pitch axis.

Air to Air mode selected. In this scanning mode the radar antenna tilt is: 10 down from the aircraft pitch axis when the antenna switch (left console, see left view description page) is on the LWR position. 35 up from the aircraft pitch axis when the antenna switch is on the UPR position.

To select the desired track, right click the mouse on the Range Selector (see previous page description). The right click cycle the track selector through all scanned tracks. The selected tracks is highlighted by two vertical bars beside of it. 1. Normal track. 2. Selected track. 3. Altitude of the selected track. The moving horizontal bars represent the selected track altitude referred to the user aircraft (fixed external marks).

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The horizontal scanning area of the radar is about 180 in front of the aircraft. The vertical scanning is 45 from the antenna vertical axis. For this, the vertical scanning areas are the following: From -90 to 0 from the aircraft pitch axis when the radar is in AG mode. From -35 to +55 from the aircraft pitch axis when the radar is in AA mode and the antenna is in LWR position. From -10 to +80 from the aircraft pitch axis when the radar is in AA mode and the antenna is in UPR position.

For example, when the aircraft is flying with a 15 pitch up attitude and the radar is in AA mode with the antenna tilt in LWR position, will be visible all targets included in a vertical cone ranging from -20 to +70 respect of the horizon. The selected target position is also visible on the gunsight and is represented by 2 horizontal dots moving around the gunsight. In the example on the left, the selected track is slightly right of the aircraft, at about 14 NM.

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In this image the target is in front of the of the aircraft, at about 9 NM of distance.

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In this image the selected track is slightly left of the aircraft at about two miles of distance.

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NORMAL PROCEDURES
These checklists are also included in the FS kneeboard. During the flight press [F10] to open the kneeboard.

BEFORE EXTERIOR INSPECTION

1. 2. 3. Check upper and lower ejection handle safety pins ............................. INSTALLED Generators switches ......................... OFF Internal wing dump switch................. NORM

17. Transformer rectifier ......................... CHECK (Cannot be performed when battery start is made). Both transformer-rectifiers are operating if the landing gear indicators indicate gear down with the generator switches in EXT. the engine master switches must be off for this check. 18. Gun camera magazine ..................... INSTALL 19. Gun camera dust cover .................... STOW CAUTION: the camera dust cover has serious FOD potential if improperly stowed.

CAUTION: with electrical power applied to the aircraft, wing fuel will be spilled any time the internal wing dump switch is in the DUMP position. 4. 5. Throttles ............................................ OFF External stores emergency release .. CHECK NO YELLOW SHOWING INSIDE CIRCULAR GUARD 6. landing gear handle .......................... IN & DOWN 7. Selective jettison control ................... STATION 8. Armament switches........................... OFF/SAFE 9. Pitot heat........................................... OFF 10. Battery............................................... CHECK To determine battery relay closure, turn on engine master switch and check for proper positioning of gear and flaps position indicators. 11. Engine master switches .................... OFF 12. Formation lights control knob............ AS REQUIRED CAUTION: do not use formation lights during daylight hours. 13. 14. 15. 16. Reference system selector ............... STBY publications and flight data ............... CHECK External power .................................. CHECK ON Generators switches ......................... EXT ON

EXTERIOR INSPECTION
See figure

BEFORE ENTERING FRONT COCKPIT

1. Canopy condition .............................. CHECK Check for cracks in the canopy and windshield Plexiglas. Check condition of the canopy pressure seals.

CAUTION: the center mirror on the forward canopy can be tilted sufficiently to prevent canopy closing; therefore, assure that the mirror will clear the windshield before closing canopy. 2. Canopy actuator ............................... SHEAR PIN INTACT

CAUTION: exercise caution regarding hand movements in the vicinity of the airplane mounted initiator linkages. Also do not stow flight equipment or personal items in this area. Failure to comply could result in inadvertent jettisoning of the canopy. 3. 4. Firing cables and side firing mechanism, ...................................... CONNECTED Scissors shackle ............................... MOVABLE ARM LOCKED BY PLUNGER

CAUTION: do not place the generator control switches to EXT ON until external power has been connected and has reached rated voltage and frequency (400 Hz, 115/200 V ac). NOTE: if a battery start is to be made, those checks requiring electrical power will have to be performed after the engines have been started. Copyright 2006 cloud9 sas. All Rights Reserved

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F-4F Phantom II - User Manual WARNING: if the scissors shackle tie-down thread passes through the Wire loop, the drogue chute may not deploy. 5. 6. 7. 8. Banana links ..................................... ENGAGED IN EJECTION GUN SEAR Seat mounted initiator ....................... CONNECTED PIN OUT Canopy initiator ................................. LINKAGE CONNECTED, PIN OUT Interlock block ................................... ATTACHED TO CANOPY, ENGAGED IN SIDE FIRING MECHANISM AND INSERTED IN EJECTION GUN SEAR 9. Drogue chute withdrawal line............ ROUTED OVER ALL OTHER LINES 10. Top latch mechanism........................ CHECK Locking indicator an top latch plunger must be flush and both must be level with housing face. WARNING: if locking indicator and top latch plunger are not flush and level with housing face, the seat is not locked into position and an inadvertent ejection could result 11. Barostat setting ................................. CHECK 12. Parachute withdrawal line ................. QUICK DISCONNECT CONNECTED AND LINE PASSES THROUGH GUILLOTINE 13. Safety pin line ................................... NOT THROUGH GUILLOTINE 14. Rocket firing unit ............................... SEAR ENGAGED AND SAFETY PIN OUT, HOSE CONNECTED AND SECURED BY Q.R.PIN 15. Drogue gun ....................................... SAFETY PIN OUT TRIP ROD CONNECTED WITH NO RED SHOWING. ROCKET FIRING CABLE CONNECTED TO TRIP ROD. 16. emergency oxygen............................ CHECK PRESSURE AND SAFETY PIN REMOVED 17. Emergency harness release handle . SEAR ENGAGED AND SAFETY PIN OUT 18. Time release trip rod ......................... CONECTED 16. 17. b. Aural tone control knob................. LOW c. Boarding steps position indicator .. PROTRUDING Slats override switch......................... NORM Intercom control panel ...................... SET a. Volume control .............................. AS DESIRED b. Amplifier selector knob ................. NORM c. Function selector switch................ HOT MIC Stab aug switches............................. OFF Fuel control panel ............................. SET a. Internal wing transfer switch ......... NORMAL b. Internal wing dump switch ............ ALL TANKS c. Refuel selection switch ................. ALL TANKS d. External transfer switch ................ AS REQUIRED e. Air refuel switch ............................ RETRACT f. Tank depressurization switch ........ NORM Slats flaps switch .............................. NORM Emergency slats flaps handle........... FORWARD Drag chute control handle................. DOWN AND SECURE Speed brake switch .......................... IN Throttle friction lever ......................... SET AS DESIRED Communication antenna switch........ UPR

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18. 19.

20. 21. 22. 23. 24. 25.

WARNING: Electromagnetic interference radiating from the lower UHF antenna may interfere with the nose wheel steering system. Therefore, the upper UHF antenna should be used any time the aircraft is not airborne. 26. Engine anti-icing switch .................... NORMAL 27. Oxygen quantity gage....................... CHECK 28. Oxygen supply system...................... CHECK AND SET a. Check the console mounted pressure demand regulator supply lever................................... FULLY ON b. Emergency and diluter levers ....... NORMAL c. Check the oxygen pressure gage between 50 and 125 psi d. Put mask on and place emergency lever in emergency/position; breathe normally and check flow indicator operation. hold breathe; all flow should stop and the flow indicator should return to no-flow position (black). A white indicator indicates flow due to a leak that must be corrected before flight. e. Return emergency lever to NORMAL 29. Anti-skid ............................................ CHECK (cannot be performed when battery start is made) 30. Aileron rudder interconnection circuit breaker .................................. IN 31. Landing and taxi lights switch .......... OFF 32. Slats and flaps position indicators .... IN AND UP 33. Landing gear position indicators ....... GEAR DOWN INDICATION 34. Emergency brake control handle ...... IN AND SECURE 35. Canopy emergency jettison handle .. FORWARD 36. Multiple weapons control panel ........ SET a. Master arm switch......................... SAFE b. Bomb mode switch ....................... OFF c. Weapon select switch ................... CAGE REL d. Selective jettison control ............... STATION

FRONT COCKPIT INTERIOR CHECK

1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. Pitch control unit ............................... DIAL YOUR WEIGHT Seat bucket position.......................... ADJUST Leg restraint lines.............................. FIT AND ADJUST Rudder pedals................................... ADJUST Survival pack..................................... CONNECTED TO COMBINED HARNESS Dinghy lowering line.......................... CONNECTED TO LIFE VEST Combined harness............................ FASTEN Shoulder harness reel lock ............... CHECK OPERATION Personal service lines ....................... CONNECT PEC-man portion .............................. CHECK PROPER CONNECTION Emergency transmitter...................... INSERT LUG IN SEAT BUCKET CLIP Upper ejection safety pin .................. STOW Canopy safety strut ........................... REMOVED Stick grip and boot ............................ CHECK Auxiliary armament control panel...... SET a. Gyro switch ................................... NORM

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F-4F Phantom II - User Manual e. Station select lights ....................... CHECK OFF Accelerometer................................... SET Flight instrument light control ............ AS REQUIRED Clock ................................................. WIND AND SET Optical sight ...................................... AS REQUIRED Gun film magazine/dust cover .......... SECURE ADI .................................................... CHECK & SET (cannot be performed when battery start is made) a. Rotate pitch trim knob to check travel (-10 + 5 minimum) b. Set miniature aircraft level with horizon bar. Reference system selector switch .... STBY emergency attitude indicator............. CHECK (cannot be performed when battery start is made) a. Emergency attitude indicator ........ NORM b. Set horizon bar level with miniature aircraft Pedestal panel .................................. SET a. Guns clear switch ......................... AS REQUIRED b. Rate switch ................................... AS DESIRED c. Rounds counter ............................ SET Navigation function selector panel .... SET a. Bearing distance selector switch .. AS DESIRED b. Mode selector knob ...................... AS DESIRED Fire warning lights............................. TEST RWR system ..................................... CHECK THEN OFF Fuel quantity gage ............................ CHECK Canopy manual unlock handle.......... FORWARD Arresting hook control handle ........... UP Communication-navigation panel...... SET Emergency vent knob ....................... IN Rain removal switch.......................... OFF Defog-foot heat control handle.......... AS DESIRED IFF control panel ............................... OFF Circuit breakers................................. CHECK Temperature control panel................ SET Cockpit lights control panel ............... AS REQUIRED Warning and indicator lights.............. TEST Instrument flood lights....................... OFF aural stall warning volume ................ AS DESIRED Compass control panel ..................... SET Eject light .......................................... CHECK Exterior lights control panel............... SET AS REQUIRED Instrument lights intensity ................. SET AS REQUIRED Intercom system................................ CHECK

version 1.00 16/08/2006 c. APU reject switch.......................... NORMAL (APU light out after 1 minute) CNI switch......................................... ON Fore and aft area .............................. CLEAR Ensure the wheels are chocked and the flap, speed brake and auxiliary air door areas, engine intake and exhaust areas, starter exhaust areas and cockpit and canopy rail areas are clear of personnel and equipment and orally confirmed clear by rear crewmember. Fire guard ......................................... POSTED Throttles ............................................ OFF

37. 38. 39. 40. 41. 42.

2. 3.

4. 5.

43. 44.

CAUTION: attempting a pneumatic start with throttles out of the OFF will result in fuel pudding and the possibility of a hot start or fire.

45.

STARTING ENGINES
The engines can be started by utilizing electrical power from an external power source or the aircraft battery, and by utilizing air pressure from a ground cart or a pyrotechnic cartridge. As a result, several starting combinations can be realized. The procedure establish the right engine as being started first. This procedure was adopted in order to ascertain that both utility hydraulic system pumps are operating properly. The right engine pump delivers 2775 225 psi at idle while the left engine pump delivers 3000 250 psi at idle. Because of this, the single needle utility hydraulic pressure will increase slightly, indicating the left engine pump is operating. During a start in which battery power is used, the procedure is the same except the oil pressure indicator, fuel flow indicator, hydraulic pressure indicator, and FIRE and OVERHT warning light will not be operative until airplane generated power is available. CAUTION: During engine start, if rpm increases rapidly from 0 to 30%, immediately abort the start. Such an rpm increase is an indication that a failure has occurred in the starter-to-engine drive train. Further rotation of the engine is impossible with such failure. Continued fuel flow to the engine under this condition may result in engine fire. If the exhaust gas temperatures exceed operating limits, move the throttle to OFF immediately.

46.

47. 48. 49. 50. 51. 52. 53. 54. 55. 56. 57. 58. 59. 60. 61. 62. 63. 64. 65. 66. 67.

PNEUMATIC START
This procedure is based upon external power being available 1. 2. 3. External air source............................ CONNECT TO RIGHT STARTER Engine master switches .................... ON Engine............................................... CRANK Signal ground crew to start external airflow and monitor the tachometer For the first indication of engine rotation.

BEFORE STARTING ENGINES

1. APU system ...................................... CHECK a. APU reject switch.......................... TEST (APU light on) b. Move control stick fore and aft and check corresponding stabilator movement. Copyright 2006 cloud9 sas. All Rights Reserved

CAUTION: if there is no indication of engine rpm within 15 seconds or no indication of oil or hydraulic pressure within 30 seconds after external air is applied discontinue the start and investigate.

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version 1.00 16/08/2006 clear prior to cycling generator switches. Any interruption in electrical power will cause them to close violently, with possible injury to ground crew personnel. 15. APU light ........................................... CHECK ON The APU light will remain illuminated for approximately 1 minute after the left engine is started. 16. Spoiler actuator................................. CHECK 17. Start the left engine per steps 1 through 13 substituting LEFT in all cases. 18. Left generator switch ........................ GEN ON Ensure that the LH GEN OUT light goes out. 19. External air........................................ DISCONNETC 20. External electrical power................... DISCONNECT 21. Right generator switch ...................... CYCLE Cycle the right generator switch (OFF, then GEN ON) and check that the RH GEN OUT light illuminates. WARNING: do not cycle both generator switches at one. Any interruption in electrical power will cause the auxiliary air doors and the speed brakes (if out) to close violently, with possible injury to ground crew personnel. 22. BUS TIE OPEN................................. OUT 23. Interior check .................................... COMPLETE 24. Inertial navigation set........................ ALIGN (battery start)

At 6% rpm
4. Ignition button ................................... DEPRESS AND HOLD

At 10% rpm
5. Throttle.............................................. ADVANCE Advance the throttle to a position halfway up to throttle quadrant, then return the throttle to IDLE. Rear crewmember shall check for appropriate throttle movement during start. If throttles are not engaged, reconnect after engine start.

CAUTION: do not advance the throttle before reaching 10% rpm. If The starting procedure is initiated at lower rpm additional distress of the engine hot section is anticipated. Overtemperature of the turbine will generally occur during a low rpm start if starter air is inadvertently interrupted during the start cycle. 6. Release ignition button as soon as lightoff is indicated. Lightoff is indicated by a rise in exhaust gas temperature followed by and increase in engine rpm, Engine lightoff is usually noted at approximately 13 to 16% rpm with a fuel flow of 225 to 775 pounds per hour. Fuel flow values higher than this are likely to result in a hot start. To prevent an Overtemperature condition from occurring, the engines should be shut down prior to reaching the actual EGT limit. In the event of a hot or false start, and the throttle cannot be returned to OFF, the engine may be shutdown from any throttle setting by placing its engine master switch OFF. This closes the fuel shutoff valve and deprives the engine of fuel. The engine will flameout in approximately 30 seconds from idle and approximately 2 seconds from military. After any we or false start, allow 1 minute or longer for the combustion system to drain before restarting the engine. If the engine does not lightoff within 15 seconds after fuel flow is indicated, discontinue the start and investigate. If the engine does not continue to accelerate after lightoff, discontinue the start. 7. 8. 9. At 45% rpm, signal ground crew to stop external airflow Exhaust gas temperature indicator ... 220 TO 420C Fuel flow indicator ............................. WITHIN LIMITS Fuel flow should not exceed 750 pph at lightoff, and 800 to 1400 pph at idle. Fuel consumed during starting is approximately 65 pounds per engine. Idle rpm ............................................. 65 1% Right boost pump indicator ............... 30 5 PSI Oil pressure indication ...................... 12 PSI MIN, 50 PSI MAX Do not place the generator switch to GEN ON until the oil pressure drops below 50 psi. Hydraulic pressure indicators............ WITHIN LIMITS With the right engine started, the PC-2 hydraulic pressure indicator should read 3000 250 psi. The check hydraulic gage indicator light remains illuminated until the left engine is started and all four hydraulic pumps are operative above 1750 psi. When the left engine Is started, the utility hydraulic pressure indicator should read 3000 250 psi. right generator switch........................ GEN ON Ensure RH GEN OUT and BUS TIE OPEN lights go out. To avoid an electrical power interruption which could result in an INS No-Go indication, the AC should ensure that INS is not in the align model when the generator switches are placed to GEN ON.

ENGINE GROUND OPERATION

No engine warm-up is necessary; however, allow the engines to operate at idle until instruments readings stabilize. As soon as instruments stabilize, the throttle may be advanced to maximum thrust. CAUTION: During extended ground operation, the radar may become overheated due to insufficient cooling during operation at high ambient temperatures or low engine power setting. Under the above conditions, if the radar overtemp light illuminates, turn the radar OFF. To reduce the probability of an evertemperature light, a maximum of 20 minutes ground operation is recommended.

10. 11. 12. 13.

BEFORE TAXIING (FRONT COCKPIT)

Since pressure vibrations in some types of shelters may cause instrument fluctuations and/or inaccurate readings, the Before Taxiing checks should be performed outside the shelter when practical 1. 2. 3. COMM and NAV equipment ............. ON AND CHECK IFF master control knob.................... STBY Radar altimeter ................................. ON AND CHECK a. Function control switch ................. ON Allow 5 minutes war-up. Check that the OFF flag moves out of the view and altitude pointer fluctuates

14.

WARNING: check that auxiliary air doors and speed brakes (if out) are Copyright 2006 cloud9 sas. All Rights Reserved

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F-4F Phantom II - User Manual b. Function control switch ................. DEPRESS Check that pointer moves to 35 15 feet and stabilize. c. Low altitude warning light ............. CHECK With function control switch depressed, move reference marker above and below pointer. Warning light must illuminate within 5 feet of indicated altitude. d. function control switch .................. RELEASE Move reference marker to below 5 feet, Check that warning light is off and altitude pointer fluctuates. e. Reference marker......................... SET Set to desired low altitude limit. Speed brake...................................... CYCLES Open and close the speed brakes to check proper operation. Have ground crew check that speed brakes extend simultaneously. Obtain a signal from a ground crew that the speed brakes are fully closed and observe that the SPEED BRAKE OUT indicator light is extinguished. Slats flaps ......................................... CHECK Place slats flaps switch to OUT: observe that slats indicate OUT and flaps indicate DN. Place slats flaps switch to OUT AND DOWN; observe that slats indicate OUT and flaps indicate DN. Place slats override switch to IN; observe slats retract. Place slats override switch to NORM; observe slat extend. Flaps may not extend together without airloads on them. This condition is normal. Flight controls.................................... CHECK (slats Flaps OUT AND DOWN)

version 1.00 16/08/2006 b. Altitude hold.................................. ENGAGE Observe no control surface jump or rapid stick motion. c. AFCS ............................................ DISENGAGE Depress and hold the front cockpit emergency quick release lever. Observe that PITCH AUG OFF, AUTIPILOT DISENGAGE and MASTER CAUTION lights illuminate. Release lever. Observe PITCH AUG OFF light goes out. d. AFCS ............................................ ENGAGE NOTE: Ground checks can not assure operational AFCS during flight. If AFCS does not engage during ground checks, do not use during flight. 13. Stab trim switches............................. DISENGAGE 14. Trim................................................... CHECK AND SET 1 TO 3 UNITS NOSE DOWN Check operation of the trim indicator. Receive a signal from the ground crew/rear cockpit occupant that the ailerons and rudder are set at neutral- With 3 units nose down expect a nose heavy tendency on takeoff roll which quickly approaches a trimmed condition ad the aircraft lifts off and gear and flaps are retracted. With a trim setting of 1 unit nose down, a very marked nose up trim force occurs after approximately 230 knots, requiring a large nose down trim change at a very low altitude. 15. Slats flaps ......................................... OUT AND DOWN 16. Air refuelling door.............................. CYCLE 17. Seat pins except lower ejection handle pin .................................................................. REMOVED AND STOWED 18. Optical sight reticle ........................... CHECK 19. Pneumatic pressure .......................... CHECK CHARGING 20. Altimeter............................................ SET AND CHECK a. Barometric scale........................... SET CURRENT ALTIMETER SETTING. The altimeter should indicate the field elevation within 75 feet. b. Altimeter switch ............................ RESET The altimeter should not vary more than 75 feet and the red STBY flag should not be in view. The altimeter should indicate the field elevation within 75 fee. 21. Wheel chocks and ground interphone cord REMOVED

4.

5.

6.

NOTE: Ground crew should confirm all flight control positions. a. Control stick .................................. PULL FULL AFT AND RELEASE Movement forward should be smooth and free of any restriction. Stick may not return to the full forward position. The control stick should move forward at least to the travel position and further movement toward the stop should require no more than one pound push force. b. Rudder .......................................... CHECK FULL TRAVEL LEFT AND RIGHT c. Ailerons and ARI........................... CHECK Move control stick full left. Observe left spoiler up, right aileron down, rudder slightly left. Engage yaw stab aug. Observe rudder move further left. Depress emergency quick release lever. Observe rudder move toward neutral. Neutralize stick. Release emergency quick release lever and disengage yaw stab aug. Repeat check substituting right for left. 7. Slats flaps ......................................... NORM 8. ARI disengage .................................. CHECK 9. Stab aug switches............................. ENGAGE AND CHECK Engage each axis of stab aug individually. Observe no displacement of any control surface (1/4 inch allowable but should be reported). 10. Reference system selector ............... PRIM (Ensure INS is in NAV) 11. Compass model control knob ........... SYNCH Allow 10 seconds for automatic synchronization before manually synchronizing system. 12. Automatic flight control system ......... CHECK a. AFCS ............................................ ENGAGE Grasp stick below stick grip. Position stick near neutral. Hold switch to engage position until autopilot engages. Check that stick does not immediately drive in either direction and the stabilator surface jump is less than inch. Copyright 2006 cloud9 sas. All Rights Reserved

TAXIING
1. 2. Nose gear steering ........................... ENGAGE & CHECK Wheel brakes .................................... TEST After initial roll, apply the wheel brakes to check their operation.

CAUTION: Taxi with canopies full open or full closed; with the Canopies open maintain taxi speeds below 60 knots to prevent Damage to the canopy operating mechanism Adequate distance between aircraft must be maintained during Formation taxi. An open canopy may be damaged by engine Exhaust blast. While taxiing during high gross weight conditions, the turning Radius must be increased to relieve excessive side loads on The main landing gear struts, wheels and tires.

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version 1.00 16/08/2006 pph fuel flow, nozzle, and oil pressure 30 to 40 psi. After releasing the brakes, advance both throttles rapidly to full military power and check rpm, exhaust temperature and nozzle position. If an afterburner takeoff is desired, shift the throttles into afterburner detent and advance full forward for max thrust. Maintain directions control with nose gear steering or rudder as required. The rudder becomes effective for steering at approximately 70 knots. Wheel braking should not be used for directional control during takeoff roll. Nose gear steering should be disengage when rudder steering becomes effective. If it becomes necessary to re-engage nose gear steering at higher speeds, rudder pedals should be returned to neutral prior to engagement since rudder displacement necessary for rudder steering will generally be excessive for nose gear steering. Sufficient aft stick should be applied prior to nose wheel lift-off speed to attain the desired pitch attitude. As the nose rises, pitch attitude must be controlled to maintain 10 to 12 (first pitch mark) nose high attitude for aircraft fly-off. Caution must be exercised to preclude over-rotation due excessive aft stick rate and extended takeoff roll due to late lift-off. The basic takeoff attitude should be held during acceleration and transition to a clean configuration. Trim change and control action during this period are normal. The AUX DOORS WHEELS and MASTER CAUTION lights may illuminate momentarily as the landing gear and flaps are retracted. CAUTION: rapid full movement of the stick between takeoff airspeed And 30 knots below takeoff airspeed may result in the stabilator hitting The runway with the possibility of stabilator actuator damage.

3. 4.

Flight instruments.............................. CHECK OPERATION Oxygen diluter lever .......................... AS REQUIRED

BEFORE TAKEOFF
CAUTION: Exercise care in positioning the aircraft on the runway For the before takeoff engine check. Clearance between aircraft Should be 150 feet at military thrust settings and 300 feet at maximum thrust settings- Stagger the aircraft positions so that no aircraft is directly behind another. Ensure the canopies are closed and locked. 1. Optical sight ...................................... CHECK 2. Lower ejection handle pin ................. ROMOVE AND STOW 3. Internal wing transfer switch ............. NORMAL 4. External transfer switch..................... AS REQUIRED 5. Stab aug switches............................. ENGAGE 6. Anti-ice switch ................................... AS REQUIRED 7. Flight controls.................................... UNRESTRICTED 8. Stabilator trim.................................... CHECK 1 TO 3 UNITS NOSE DOWN 9. Fuel quantity ..................................... CHECK 10. Visor.................................................. DOWN 11. Canopies........................................... CLOSE, CHECK WARNING LIGHT .................................................................. OUT AND STRIPES ALIGNED 12. Defog-footheat and temp controls..... AS DESIRED When operating in high humidity conditions, a higher than normal temperature setting (3 oclock or above) may be required to prevent cockpit fogging.

NO-FLAP TAKEOFF
No flaps takeoffs are not recommended. However, if it is determined that no-flap takeoff must be performed to satisfy mission requirements, aircrews should be aware that takeoff roll and airspeed will be increased and the takeoff attitude will be slightly steeper and extreme caution must be exercised to prevent overrotation which could result in the stabilator striking the runway. WARNING: Due to increased stabilator authority with the flaps up. Aircraft rotation can be initiated at lower than normal airspeed and overrotation is a definite possibility. If it appears that overrotating is occurring, positive control movement (stick forward) must be taken to prevent the stabilator from contacting the runway and/or loss of aircraft control.

After runway line-up

13. Anti-skid switch ................................. ON, LIGT OUT 14. Compass heading ............................. CHECK If a significant error exists on the HIS compass card, re-sync the compass by placing the reference system selector to STBY and back to PRIM. 15. IFF..................................................... AS REQUIRED 16. Warning lights ................................... CHECK 17. Pitot heat........................................... ON 18. Circuit breakers................................. CHECK

MINIMUM RUN/HEAVY GROSS WEIGHT TAKEOFF

A minimum run/heavy gross weight takeoff (aircraft over 50,000 pounds) is accomplished in the same manner as a normal takeoff with the following exceptions: it is recommended that all minimum run/heavy gross weight takeoffs be made with afterburner. During the takeoff run, full aft stick must be applied prior to reaching 80 knots. As the aircraft starts to rotate, the stick should be adjusted to maintain 10 to 12 pitch attitude for aircraft fly-off. The possibility of a main landing gear tire failure increases with an extended takeoff ground run under heavy gross weight conditions. Nose wheel lift-off speed and takeoff speed is increased during heavy gross weight conditions. in the event of an aborted takeoff, it must be remembered that stopping distance is greatly increased as abort speed increases. CAUTION: With a combination of light gross weight and aft CG, the minimum run takeoff technique (i.e. full aft stick prior to reaching 80 knots) produces rapid pitch rates during nose rotation. This combination can exist when the radar package and nose gun (or equivalent ballast) are not installed.

TAKEOFF
NORMAL TAKEOFF
The slats out-flaps down position is recommended for all takeoffs. After taking the runway and completing necessary pre-takeoff checks, engine can be run up to 85% with brakes held and nose gear steering engaged to ensure nose gear alignment. With both engines operating in excess of 85% and the brakes locked, there is a possibility of rotating the tires on the wheel rims or skidding the tires. Check for normal rpm response to throttle and approximately readings of 450C EGT, 4000 Copyright 2006 cloud9 sas. All Rights Reserved

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F-4F Phantom II - User Manual

version 1.00 16/08/2006 A simplified maximum thrust climb, at normal gross weights, can be made by maintaining a 10 to 12 nose high attitude until reaching 400 knots and then varying pitch as necessary to maintain 400 knots until reaching Mach 0.9. Vary the pitch attitude as necessary to maintain Mach 0.9 until reaching cruise altitude.

CROSSWIND TAKEOFF
Under crosswind conditions, the aircraft tends to weather vane into the wind. the weather vaning tendency can be easily controlled with nose gear steering. As forward speed increases, weather vaning tendency decreases. At speed above 70 knots rudder effectiveness will normally be sufficient to maintain directional control. After the nose is lifted to takeoff attitude, the aircraft will have a tendency to drift toward the downwind side of the runway. Therefore, when a long time period is expected between nose lift-off and aircraft flyoff, or when the crosswind effect is particularly severe, nose lift-off can be delayed accordingly. Under normal conditions this action should not be required. As the aircraft leaves the ground, it should be crabbed into the wind, wings level, to maintain runway alignment.

CRUISE
1. 2. (AC-WSO) Altimeters........................ Compare Ops check a. Oxygen quantity/pressure/blinker b. Cockpit pressure indicator c. Fuel quantity, transfer switches If carrying external tanks, turn external fuel transfer switch to OFF after external tanks are empty and keep internal wing transfer switch in NORMAL. d. Standby compass e. Circuit breakers

AFTER TAKEOFF - CLIMB

When the aircraft is definitely airborne
1. Gear .................................................. UP Check that the landing gear position indicators display the word UP, and that the landing fear handle warning light is out.

CAUTION: the landing gear and the gear doors should be completely Up and locked before the gear limit airspeed of 250 knots is reached Otherwise excessive air loads may damage the landing gear Mechanism and prevent subsequent operation. 2. Slats flaps ......................................... NORM Check that slats flaps position indicators display IN and UP. Rudder jumps may occur during flap retraction with lateral stick input. If an audible chattering (noticeable in the headphones) associated with flaps /slats ad utility hydraulic pressure indicator fluctuating in unison occurs during slat flap retraction, maintain airspeed below 250 knots and cycle slat flaps. If slats chatter occurs during maneuvering at altitude, it may require opposite slat positioning from where chatter occurs. If chatter persists extend slat flaps and land as soon as practical. If cycling (slats repositioning) eliminates chatter, continue mission and make an appropriate entry in the aircraft forms.

The possibility exists that engine flameout may occur while flying above 35,000 feet in cirrus clouds. Such incidents have occurred and are generally believed to have been caused by excessive ingestion of ice crystals. Under such conditions, ice buildup on the duct lips or other parts of the aircraft are not likely to occur and flameouts can, therefore, occur without warning. However, in all known incidents of this type, relights have been accomplished and maintained at lower altitudes. Therefore, if flameout occurs at high altitudes in clouds, it is recommended that relight attempts be deferred until descent to a lower altitude and, if possible, to a less dense part of the cloud. CAUTION: If radar has malfunctioned while at altitude, do not turn radar power off unless further damage is imminent. The radar components will cold soak and collect moisture upon descent causing additional costly repairs. NOTE: The windshield defogging system should be operated at the highest temperature possible (consistent with crew comfort) during all high altitude flights This will provide sufficient preheating to prevent the formation of frost or fog during descent. The UHF upper antenna should be used for communication between aircraft and lower antenna should be used for aircraft to ground communication. However antenna switching may be necessary to obtain best results.

CAUTION: Continued or prolonged operation with flap or slat chatter Will damage actuators and mechanisms. 3. 4. 5. 6. Rain removal switch.......................... OFF Oxygen diluter lever .......................... NORMAL RWR/ECM ........................................ AS REQUIRED Altimeters .......................................... CHECK

DESCENT
Prior to performing a rapid descent, the windshield and canopy surfaces should be preheated to prevent the formation of frost or fog. If it becomes necessary to dump fuel during a descent, thrust settings in excess of 85% rpm may be required to ensure rapid inflight dumping. 1. 2. 3. Defog-footheat control handle .......... AS DESIRED Temperature control knob................. AS DESIRED Pitot heat switch................................ AS REQUIRED

CLIMB TECHNIQUES
A simplified climb can be made by maintaining a 10 to 12 (first pitch mark) nose high attitude until reaching 350 knots and then vary pitch as necessary to maintain 350 knots until reaching cruise Mach/TAS. Vary pitch as necessary to maintain cruise Mach/TAS until reaching cruise altitude. Copyright 2006 cloud9 sas. All Rights Reserved

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F-4F Phantom II - User Manual 4. 5. 6. 7. 8. 9. Bearing/distance selector switch....... AS DESIRED Radar altimeter ................................. ON AND CHECK (as required) Allow at least 5 minute warm-up period before relying on the radar altimeter. Engine anti-icing switch .................... AS REQUIRED Stab aug switches............................. ENGAGE AFCS ................................................ DISENGAGE Pressure altimeter............................. SET, COMPARE AND MONITOR Check STBY position and return to RESET

version 1.00 16/08/2006 For a normal landing, fly the pattern as illustrated in figure. Enter the pattern as local policy dictates. Avoid buffet throughout the landing pattern. Adjust power, as necessary, to attain allowable gear lowering airspeed. extend landing gear, slats and flaps in level flight on downwind. Actual flap extension may not occur until slowing to 210 knots. WARNING: if high angles of attack developed during the turn to downwind, the rudder should be used as a primary means of rollout since adverse yaw may be introduced by the use of ailerons. Altitude may be insufficient for recovery if uncontrolled flight is encountered. Ensure slats put-flaps down prior to initiating turn base leg. Establish and maintain On Speed angle of attack on the base leg or final approach, adjusting pitch attitude (to maintain AOA) and power (to maintain desired glide slope/rate of descent). Cross check computed airspeed and On Speed AOA to detect gross errors in AOA. Roll out on final approach approximately 300 feet AGL and approximately 1 mile from the end of the runway. When the aircraft reaches 20 to 30 feet altitude above the ground, ground effect will tend to rotate the aircraft in the nose-down direction. Maintaining pitch attitude will result in transition to a slightly slow indication at touch-down which is desired. Flying a 2 to 3 glide slope will produce an approach rate of descent of about 700 feet per minute. Sink rate at touchdown will be appreciably reduced by ground effect. CAUTION: Flying a steeper than normal final approach or not maintaining pitch attitude when entering ground effect, can cause touchdown sink rate to exceed the design limit of the main landing gear struts. The anti-skid system required that the wheels be u to speed before anti-skid protection is available. Apply the brakes prior to touchdown will result in blow tires. At touchdown reduce power to idle and deploy drag chute. Utilize rudder down to approximately 70 knots, then use differential braking as required to maintain directional control. Nose gear steering should not be required for directional control in light crosswind conditions. However, if rudder and/or differential braking is not effective in maintaining directional control, nose gear steering should be used as required. WARNING: If no response is noted or unscheduled steering commands are detected When engaging nose wheel steering, disengage and do not re-engage. Care should be taken not to depress the emergency quick release lever when engaging the nose wheel steering because the anti-skid system will then be deactivated which may result in blowing the tires when brakes are applied. NOTE: Nose gear steering should only be engaged with rudder pedals at or near the neutral position.

BEFORE LANDING
1. Fuel quantity ..................................... CHECK Due to fuel quantity indicator tolerances at the low end of the fuel scale, the FUEL LEVEL LOW warning light may illuminate above 1850 pounds fuel remaining. Therefore the FUEL LEVEL LOW light should be used as the primary indication of a low fuel state in the engine feed tank. Transient fuel readings are especially hazardous when decelerating In the emergency fuel range. When decelerating and descending, the fuel quantity indicator may read higher than the actual usable fuel onboard. This erroneous quantity indication combined with allowable indicator tolerances may result in engine flameout from fuel starvation with indicated fuel remaining. 2. 3. 4. 5. 6. 7. Communications antenna ................. UPR Gunsight............................................ STBY/CAGE (if applicable) RWR/ECM equipment....................... OFF Armament switches........................... OFF OR SAFE Aileron trim........................................ CHECK Landing/taxi light ............................... AS DESIRED

LANDING
In the pattern
1. 2. Gear .................................................. DOWN Slats flaps ......................................... OUT AND DOWN

WARNING: Maintain wings level flight when extending or retracting The flaps. Assure proper flap position prior to turning base leg. 3. 4. 5. Hydraulic pressure ............................ CHECK Warning lights ................................... CHECK Anti-skid ............................................ ON, LIGHT OUT

NO FLAP LANDING
Refer to section Emergency Procedures

SHORT FIELD LANDING

Short field landings require that normal final approach procedures be followed with precision and the aircraft be touched down as close to the end of the runway as safety permits. Full aft stick throughout

LANDING TECNIQUE

Copyright 2006 cloud9 sas. All Rights Reserved

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F-4F Phantom II - User Manual the landing roll increases both aerodynamic drag and wheel brake effectiveness. Apply maximum braking by utilizing anti-skid modulation as soon as the nose gear is on the ground and nose gear steering is engaged. Nose gear steering should be used to maintain runway alignment and supplemented with differential braking only if required.

version 1.00 16/08/2006 if the weather vaning effect interferes with maintaining the track straight down the runway centerline. Nose gear steering is the primary method of directional control and should be utilized as early as possible. Nose gear steering should be engaged only with the rudder pedals at or near neutral. When directional control is firmly established and after sufficient time for wheel spin-up, utilize maximum anti-skid braking. Sufficient brake pressure should be applied to keep the anti-skid system active. For this purpose, any amount of pedal deflection, including full pedal deflection, is satisfactory. At high speeds the braking potential will be very low and little deceleration will be felt. As braking potential increases with decreasing speed, the anti-skid system will increase deceleration accordingly. Unless the pilot is familiar with the variables in braking potential, the low deceleration at high speed may be mistakenly interpreted as brake or anti-skid failure. CAUTION: Rubber deposits on the last 2000 feet of wet runway make directional control a difficult problem even at very low speeds. Braking should be started in sufficient time so as not to require excessive braking on the last portion of the runway.

CROSSWIND LANDING (DRY RUNWAY)

Carefully compensate for crosswinds in the traffic pattern to guard against undershooting or overshooting the final turn. Fly the final approach course with the aircraft ground track properly aligned with the runway. Compensate for crosswind with a wings-level crab. Maintain the crab through touchdown. After touchdown the aircraft will align itself with the runway. Use rudder aileron and spoiler, and nose gear steering as required to maintain directional control. Crosswind effect on the aircraft is not severe; however, rudder, differential braking and/or nose gear steering must be used as required to maintain alignment with the runway. Use of the drag chute intensifies the weather vane effect for any given deployment conditions. The weather vane effect increases ad the forward velocity of the aircraft decreases, therefore, if the drag chute is to be used, it should be used at the initial portion rather than the latter portion of the landing roll. This also assures use of the drag chute in the speed region where it is most effective. If the drag chute is used and excessive weather vaning is encountered, jettison drag chute. Since the nose gear rapidly assume a position relative to the rudder pedals, nose gear steering should be initiated with the rudder pedals at or near the neutral position. For this reason the use of nose gear steering is advocated early in the landing roll rather than at a time when large amounts of rudder are required to hold the aircraft aligned with the runway. The most important aspect of directional control under crosswind conditions is keeping the aircraft precisely aligned with the runway rather than trying to correct back to the runway centerline after it has deviated.

HEAVY GROSS WEIGHT LANDING

The heavy gross weight landing pattern is the same as the basic pattern with the exception that it should be expanded slightly to compensate for the lower maneuvering capability of the heavy gross weight aircraft at low speeds. As in the normal pattern, an on-speed indication on the indexer will provide the optimum angle of attack ad airspeed for the aircraft in the landing configuration for both level flight and maneuvering flight.

GO-AROUND TECHNIQUE
Any decision to go around should be made as early as possible. When the decision to go around is made, smoothly increase the thrust to military (afterburner if required). Do not attempt to rotate the nose or stop rate-of-descent until adequate airspeed is built up. Continue to use the on speed indication as the optimum angle of attack until level flight Is attained. As airspeed increases, establish normal takeoff attitude, retract the gear, slats and flaps at a safe airspeed (180 knots minimum) and go around. Fly clear of the runway as soon as practicable to preclude climbing into incoming traffic. For closes pattern, accomplish a climbing 180 turn to roll out on downwind at 240 to 250 knots. Refer to Go-Around figure. During go-around a rapid trim change is required to preclude high forward stick forces. WARNING: Do not exceed 18 units AOA during go-around with gear retracted. CAUTION: If a decision is made to go around after touchdown, do not exceed normal takeoff attitude for the aircraft can drag the stabilator and possibly leave the ground in a stalled condition. Because of the extremely high thrust/weight ration and the excessive fuel consumption of afterburner use, it should be used only if required for safety flight.

WET OR ICY RUNWAY LANDING

Wet or icy runway conditions pose severe problems in the directional control and braking effectiveness. On wet runways, these problems are primarily the result of hydroplaning where the tire rides on a thin layer of water and produces little or no traction. The probability of hydroplaning increases with increased water depth. Increased ground speed, decreased tire pressure and decreased tire tread depth and is also effected by runway surface texture and tire tread design- Hydroplaning can occur on runways which appear only damp if severe braking is applied at high speed. When hydroplaning occurs, if applied brake pressure is maintained, tire skid and probable failure will occur when tire-to-runway contact is again established. Hydroplaning and glare ice present essentially the same problems. Due to reduced directional control, all landings on a wet or icy runway should be made utilizing a crosswind technique. The AC should also consider the desirability of delaying the landing to permit the runway to dry or diverting to another field. Gross weight should be reduced to the minimum practicable. Plan the pattern to be well established on final with the aircraft tracking straight down the runway centerline with a ON SPEED indication. Use a wings level crab, if required, to maintain the track. Establish the rate of descent at 800 fpm (slightly steeper than normal) and plan a touchdown on the centerline within the first 500 feet. Make a firm touchdown (500-600 fpm) while maintaining the wings-level crab. Immediately after touchdown retard the throttles to idle. Do not attempt to align the aircraft heading with the runway as this is sliding or hydroplaning. Maintain full forward stick to increase nose wheel traction. As wheel cornering capabilities overcomes aerodynamic effects the aircraft will align itself with the runway. Do not attempt to hasten this process. When the aircraft heading is aligned with the runway centerline, deploy the drag chute. Be prepared to jettison the drag chute Copyright 2006 cloud9 sas. All Rights Reserved

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TOUCH-AND-GO TECHNIQUE
After making a normal approach and touchdown, smoothly advance throttles to full military power. Apply aft stick until the nose rotates 10 to 12 of pitch attitude maintaining this attitude until the aircraft is flying. When definitely airborne retract the gear, followed by the slats and flaps as the aircraft accelerated through 180 knots (minimum). 1. 2.

HOT REFUELING
Prior to starting refueling
After landing checklist.................................COMPLETED Personal equipment leads (except oxygen and communications ...................................DISCONNECT (only if canopy is fully open and will remain open) Right generator switch ................................OFF BUS TIE OPEN light ...................................OUT Utility hydraulic pressure indicators ............WITHIN LIMITS Right engine throttle....................................OFF Air refuel switch ..........................................EXTEND Refuel selection switch ...............................AS DESIRED

AFTER LANDING
1. Anti-skid switch ................................. OFF (BELOW 20 KNOTS) NOTE: after clearing the active runway, a single engine may be shut down, if necessary, for taxiing. Refer to Engine Shutdown and/or Hot Refueling procedures. Single engine taxiing requires no special technique. If the left engine is shut down, the APU reject switch should be placed in REJECT. 2. 3. Radar power selector knob ............... OFF Cockpit pressure indicator ................ CHECK

3. 4. 5. 6. 7. 8.

When refueling is complete

1. Air refuel switch ................................ RETRACT

WARNING: Prior to opening the canopies, check the cockpit pressure indicator to assure that the cockpit is fully depressurized. Attempting to open a canopy while the cockpit is pressurized may cause damage or loss of canopy. After flight, except in those instances where emergency ground egress is the primary consideration, remain completely strapped in until the canopy is fully open and will remain open. CAUTION: the drag chute should be jettisoned before taxiing downwind in the winds exceeding 15 knots because of the possibility of the chute collapsing and burning upon contact on hot areas of the engine exhaust nozzles. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. Landing/taxi light ............................... AS REQUIRED Formation lights ................................ OFF Slats flaps ......................................... NORM Drag chute ........................................ JETTISON Stab aug switches............................. OFF Internal wing dump switch................. NORMAL Anti-ice switch ................................... NOMAL Radar altimeter function knob ........... OFF Stabilator trim.................................... SET 1 TO 3 UNITS NOSE DOWN Reference system selector ............... STBY Rain removal switch.......................... OFF Pitot heat switch................................ OFF IFF..................................................... OFF Temperature control knob................. FULL HOT Place the temperature control knob to full hot to evaporate any water that may have collected in the air conditioning system during descent. Defog-footheat control handle........... DEFOG TACAN.............................................. OFF/STBY Sight shutter...................................... CLOSE Lower ejection handle pin ................. IN

ENGINE SHUTDOWN
1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. Wheels .............................................. CHOCKED Defog-footheat control handle .......... FULL AFT Temperature control knob................. 12 O CLOCK POSITION Air refueling switch............................ AS REQUIRED Inertia Navigation power ................... OFF ECM equipment ................................ OFF Right throttle ..................................... OFF Spoiler actuator................................. CHECK Slats flaps ......................................... OUT AND DOWN left throttle ......................................... OFF Engine master switches .................... OFF APU reject switch.............................. NORMAL

BEFORE LEAVING COCKPIT

1. 2. 3. 4. 5. 6. 7. 8. All switches and control .................... OFF Upper ejection handle safety pin ...... INSTALL Emergency transmitter static line...... DISCONNECT Personal service lines....................... DISCONNECT Combined harness............................ UNFASTEN Dinghy lowering line.......................... DISCONNECT Leg garters........................................ DISCONNECT Vacate seat

18. 19. 20. 21.

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Typical Takeoff

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Typical landing

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Go-Around

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EMERGENCY PROCEDURES Ground operation emergencies

WHEEL BRAKE FAILURE
If utility system hydraulic failure occurs, the aircraft can be stopped using the emergency brake system. 1. 2. Emergency brake handle............................PULL & HOLD Delay pulling the emergency brake handle until braking is actually desired. Wheel brakes..............................................APPLY Pedal pressure is identical to the normal brake system. Brake should be slowly applied to the desired amount and held until the airplane stops. Without utility hydraulic system pressure available, differential braking will become the primary method of maintaining directional control since nose gear steering will not be available. Since application and full release of the brake system dumps the amount of fluid that was in the brake, every effort should be made to use smooth steady brake applications with a minimum of pumping.

AFTERBURNER FAILURE
Afterburner should light within 3 seconds. Upon afterburner failure the variable exhaust nozzle will continue to function as directed by exhaust gas temperature. In this case the nozzle will close and full military thrust will be available

If one or both afterburner fail to light

1. 2. 3. THROTTLE.................................................IDLE CHUTE .......................................................DEPLOY HOOK .........................................................DOWN

If one or both afterburner blow out during takeoff roll if decision to stop is made
1. 2. 3. THROTTLE.................................................IDLE CHUTE .......................................................DEPLOY HOOK .........................................................DOWN

if takeoff is continued
1. 2. EXTERNAL LOAD JETTISON ...................If necessary Climb to safe altitude and recycle failed afterburner(s).

NOTE: Do not attempt t taxi aircraft after the emergency brake handle has been pulled. The anti-skid features is inoperative during emergency brake operation.

WARNING: Loss of afterburner during takeoff could be an early indication of engine failure or fire.

Takeoff emergencies
NOTE: The takeoff phase of operation is from the time the throttles are advanced for takeoff until the aircraft attains initial climb speed.

ENGINE FIRE/OVERHEAT OR FAILURE DURING TAKEOFF

Single Engine Takeoff Characteristics
If an engine fails before aircraft lift-off, the decision to abort or continue the takeoff is dependent on the length of runway remaining, aircraft gross weight, airspeed at time of failure, field elevation, runway temperature and arresting gear availability. Takeoff speed will be increased approximately 8 knots with and engine failed. Excessive application of a stick which causes a higher angle of attack than necessary for takeoff will increase drag and reduce acceleration. If engine failure occurs after rotation, it may be necessary to lower the nose to the runway to attain single engine takeoff speed. This is especially important at high gross weights and low density ratios. Increase airspeed as much above single engine takeoff speed as available runway permits (not to exceed 210 knots) before attempting takeoff. If an engine fails immediately after becoming airborne, it may necessary to allow the aircraft to settle back on the runway until single engine takeoff speed is attained. Immediately after becoming airborne, establish near level flight for acceleration prior to climb. Lateral and directional control can be maintained if the aircraft remains above the stall speeds but the ability to maintain altitude or to climb depends upon aircraft gross weight, configuration,

ABORT
1. 2. 3. THROTTLE.................................................IDLE CHUTE .......................................................DEPLOY HOOK .........................................................DOWN

F-4F Phantom II - User Manual airspeed, altitude and temperature. When safety airborne, retract the landing gear, External stores should be jettisoned if necessary to reduce weight and drag. Reduction of gross weight and drag will enhance climbout performance with available thrust. Flaps should not be raised until a safe altitude and airspeed have been attained. Accelerate and climb straight ahead if terrain permits. If turns are necessary, they should be made with minimum angle of bank. All control movements should be smoothly coordinated.

version 1.00 16/08/2006 Do not retract wing slats/flaps. If the wing flaps seals have been damaged by pieces of broken tire, retracting the wing slats/flaps will increase the damage.

If takeoff is continued
1. GEAR, SLATS & FLAPS ............................DO NOT RETRACT Leave slats and flaps extended and stay below flap blow-up speed if practical. If the wing flap seals were damaged as a result if a blow tire, retracting the flaps will increase the damage. Tire .............................................................CHECK Check the condition of the blown tire, if possible, by verification from another aircraft/tower. Refer to Landing With Blown Tire procedure

If decision to stop is made

1. 2. 3. 4. THROTTLE.................................................IDLE CHUTE .......................................................DEPLOY HOOK .........................................................DOWN THROTTLE BAD ENGINE .........................OFF 2.

3.

If takeoff is continued
1. 2. 3. THROTTLES ..............................................AFTERBURNER EXTERNAL LOAD......................................JETTISON (if necessary) THROTTLE BAD ENGINE .........................OFF FOR FIRE Retard the throttle of the bad engine to OFF when warning light remains on with the throttle in IDLE or other indications of fire exist (e.g. EGT, explosion, smoke etc.) Engine master switch .................................OFF FOR FIRE Flaps ...........................................................DO NOT RETRACT BELOW 230 KNOTS Climb to safe ejection altitude and investigate. After reaching safe ejection altitude, proceed with Engine fire/overheat

LANDING GEAR UNSAFE/FAILS TO RETRACT

1. Climb to a safe altitude while maintaining airspeed below 250 knots WARNING: Airspeed is critical and should be maintained consistent with gross weight. Avoid abrupt throttle reductions. 2. Landing gear control circuit breaker ...........IN

4. 5. 6.

BLOW TIRE DURING TAKEOFF

The decision to continue the takeoff or abort will depend on the speed at the time of the failure, stopping distance required and arresting gear available. Generally it is better to continue the takeoff if the tire blow above 100 knots. CAUTION: Directional control is extremely critical therefore, immediate corrective action must be taken and all available means of maintaining directional control must be considered.

CAUTION: If the landing gear is stuck in the down position, do not attempt to force the gear handle to the up position 3. If landing gear cannot be retracted or continues to indicate unsafe. Move landing gear handle down, and remain below 250 knots.

Inflight emergencies
OUT-OF-CONTROL RECOVERY
WARNING: If an out of control condition is experienced without sufficient altitude to effect recovery, the crew should eject. The progression of a departure from controlled flight to a spin is unpredictable and may occur quite rapidly. Recovery from most out-of-control situations can be effected rapidly with forward stick. At the first indication of a departure from controlled flight, the ailerons and rudder should be neutralized while moving the stick smoothly forward (full forward necessary). In most cases, recovery will be effected before the stick reaches the full forward position. The throttles should be retarded to idle to reduce the possibility of engine flameout unless at low altitude

If decision to stop is made

1. 2. 3. 4. 5. 6. THROTTLES ..............................................IDLE HOOK .........................................................DOWN CHUTE .......................................................DEPLOY NOSE GEAR STEERING ...........................ENGAGE ANTI-SKID ..................................................OFF Release brakes priori to disengaging the anti-skid to prevent blowing the good tire. Use opposite braking to slow the aircraft and aid directional control.

CAUTION: Avoid braking on the wheel with the blow tire. Heavy braking could cause a flat spot on the wheel which could prevent further rotation and make aircraft control more difficult. Do not shut down the engines until adequate firefighting equipment is available. Fuel drained overboard during engine shutdown could contact the hot wheel and cause a fire. Copyright 2006 cloud9 sas. All Rights Reserved

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F-4F Phantom II - User Manual where thrust may be needed for recovery. The probability of engine flameout is also reduced at the lower altitudes- The drag chute will effect recovery from most departures and should be deployed without hesitation if the aircraft does not recover rapidly with full forward stick. Large oscillations in pitch, roll and yaw may be present as the aircraft unloads (zero negative G) during the recovery. This unloading, using forward stick, is the best means of reducing these oscillations and is positive indication that recovery is imminent. To preclude pitching back into another out-of-control situation, forward stick should be maintained until all oscillations stop. No attempt should be made to fly AOA while large roll and yaw motions are present because the AOA probe gives erroneous information under these conditions. The aircraft may enter a series of uncommanded rapid rolls as it recovers and accelerated. While AOA may indicate less than 30 units, the rudder and aileron are relatively ineffective in stopping these recovery rolls. These rolls should not be mistaken for a spin or spin reversal; they will cease within two or three rolls. After recovery do not exceed buffet onset during the dive recovery or 25 units maximum if at low altitude. The drag chute should not be jettisoned as it will normally fail and streamline behind the aircraft as speed increases. 1. STICK .........................................................FORWARD 2. AILERONS AND RUDDER ........................NEUTRAL 3. IF NOT RECOVERED ................................MAINTAIN FULL FORWARD STICK AND ............................................................................DEPLOY DRAG CHUTE 4. Throttle .......................................................IDLE (unless at low altitude) WARNING: If both engines flame out, an airstart of at least one engine must be obtained immediately t preclude loss of electrical and hydraulic power. A negative angle of attack stall can be entered during flight with the abrupt application of full forward stick. When inverted, the instinctive application of forward stick to unload without reference to the AOA gauge could lead to an inverted stall. Recovery from the inverted stall is effected by relaxing the forward stick pressure and maintaining an angle of attack between three and eight units until recovered, If large yaw and roll motions are present, disregard AOA indications and follow OUT-of-Control Recovery procedure. Recognition of inverted stall conditions during consecutive stall/post stall gyrations may be extremely difficult.

version 1.00 16/08/2006 however, it will be closer to 15,000 feet under most conditions. If the AC considers that there is insufficient altitude for recovery, the crew should eject immediately. 1. 2. 3. 4. STICK .........................................................MAITAIN FULL FORWARD AILERONS .................................................FULL WITH SPIN (TURN NEEDLE) AIRCRAFT UNLOADED.............................AILERONS NEUTRLA If out of control at or below 10,000 feet AGL .........................................EJECT

INVERTED SPINS
The aircraft is highly resistant to an inverted spin and will recover rapidly with neutral ailerons and rudder. The out-of-control procedure should be used if an inverted spin is entered. When roll and yaw oscillations cease, maintain 3 to 8 units AOA until speed is sufficient to perform a normal dive recovery.

ENGINE FAILURE DURING FLIGHT

If a malfunction is not immediately evidenced by explosion, engine vibration or engine seizure, depress and hold the ignition button(s) in an attempts to restart the engine(s) before excessive rpm is lost. A normal relight and acceleration should not be expected above 60,000 feet however, is a relight is attempted and the engine does not come out of idle rpm, descend to a lower altitude. Refer to Airstart Envelope figure. The APU will provide back-up PC-1 hydraulic pressure for longitudinal control with the left engine inoperative. CAUTION: to reduce the possibility of engine seizure, do not delay an airstart attempt.

AIRSTART
1. 2. 3. Throttle .......................................................OFF Ignition button .............................................HOLD DEPRESSED Throttle .......................................................IDLE If throttle position beyond normal cruise setting is used, engine hang-up may occur due to back pressure caused by reduced nozzle area. Engine rpm, exhaust temperature and Fuel flow .....................................................MONITOR

UPRIGHT SPINS
The out-of-control procedure will recover the aircraft from nearly all spins regardless of CG position or external store loading. The rudder is relatively ineffective in a spin, however, applying full aileron in the direction of the spin will effect a more rapid recovery. Aileron should not be applied, however, until the AC has ascertained that a spin condition exists, Visual cues outside the cockpit, an excessive yaw and the turn needle should all be used to verify a spin condition and spin direction. AOA is not a primary indication to determine a spin condition since the AOA probe gives erroneous information when large roll and yaw notions are present. When the airspeed increases through 200 knots, the aircraft is no longer in a spin but may be in a rolling spiral preparatory to a normal dive recovery. The AOA indicator may show less than 30 units and even below 15 units momentarily during a spin: however, the AOA indication will be 30 units during most of the upright spin. Even id the indicated AOA comes down during an out-of-control or spin condition, the stick should remain forward until the aircraft unloads and yaw and roll motions cease. Spin reversals (changing spin direction) are rare using forward stick for spin recovery. If a reversal should occur, verify spin direction and apply aileron with the spin. Altitude loss in a spin may be as much as 200 feet per turn. Total altitude loss from departure to wings-level recovery is dependant upon many variables. When a spin is entered, the total altitude loss may be as little as 5000 to 10,000 feet; Copyright 2006 cloud9 sas. All Rights Reserved

4.

An engine relight is indicated by an increase in exhaust temperature, followed by an increase in engine rpm. CAUTION: if a relight does not occur within 30 seconds, or the engines do not accelerate after light-off, or the exhaust temperature exceeds its maximum limits, or the oil pressure does not reach its minimum limit, retard the throttle to OFF NOTE: After completion of air start procedure, a further decrease of rpm up to 15% may be expected before rpm starts to increase.

MECHANICAL MALFUNCTION

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F-4F Phantom II - User Manual An engine mechanical malfunction is usually accompanied by engine vibrations, explosions, surges or engine seizure. If one or more of the above symptoms occur, analyze and determine the malfunctioning engine through throttle manipulation and aircraft instruments. When the malfunctioning engine is determined If neither engine can be started 1. Throttle .......................................................IDLE 8. If engine malfunctioning is still evident (vibrations, noises, surges etc.) or if engine has failed (insufficient rpm or fuel flow for start) 2. 3. 4. Throttle .......................................................OFF Engine master switch .................................OFF Land as soon as practical Eject

version 1.00 16/08/2006 To provide maximum fuel flow to accomplish an airstart, retain throttle on one engine in the OFF position. Other engine...............................................AIRSTART Remaining engine.......................................AIRSTART

6. 7.

NOTE: If engine rpm has dropped to 10-12% approximately 40 seconds after lightoff are required to accelerate to military thrust.

SINGLE ENGINE FLIGHT CHARACTERISTICS

With one engine inoperative, slight to moderate rudder deflection is required to prevent yaw toward the failed engine, providing the recommended angle of attack of 17 units is not exceeded. The sideslip should be kept as small as possible. Banking 5 into the good engine will reduce the rudder force required to maintain zero sideslip. The aircraft is designed that no one system is entirely dependent upon a specific engine, thus loss of one engine will not result in the loss of a complete system. Be sure to monitor the utility hydraulic system, especially during turns, as the heading qualities are severely degraded with its failure. Aircraft service ceiling for single-engine operation (military thrust or afterburner) is a function of aircraft configuration and gross weight. A simple rule of thumb to use in the event of an engine failure is: maintain 250 knots (military thrust on good engine). If 250 knots can not be maintained, descend at 250 knots until rate-of-descent stops. This places the aircraft close to the service ceiling for the operating gross weight and power available. If a climb is desired, use afterburner thrust on the good engine. During singe-engine operation with various landing gear and wing flap configurations, care must be exercised to avoid rapid airspeed bleed-off and/or excessive sink rates. Limited thrust available makes airspeed response to power much slower than normal two-engine operation.

ENGINE FIRE OR OVERHEAT DURING FLIGHT

WARNING: If an engine fire or overheat warning light illuminates while in the landing configuration, follow Single Engine Failure on Final procedures. 1. 2. 3. Throttle bad engine.....................................IDLE If warning light goes out..............................CHECK FIRE DETECTION SYSTEM If detection system check is satisfactory (i.e. warning lights illuminate when checked) ...........................................LAND AS SOON AS PRACTICAL

CAUTION: Increasing thrust on the bad engine after the throttle has been retarded and warning light has been extinguished may cause fire or overheat damage and/or possible burn through of the fire detecting elements. 4. 5. 6. 7. If warning light remains illuminated or fire detection system is inoperative or fire is confirmed....................................................SHUT DOWN ENGINE Engine master switch .................................OFF (bad engine) If fire persists ..............................................EJECT If fire ceases ...............................................LAND AS SOON AS PRACTICAL

DOUBLE ENGINE FAILURE

1. Either engine ..............................................AIRSTART NOTE: It may take up to 30 seconds to obtain a relight. 2. Reference system selector .........................STBY If neither engine starts 3. Fuel status ..................................................CHECK a. Tape and fuel flow level warning light.....CHECK b. External transfer switch ..........................OFF c. Internal wing transfer ..............................NORMAL Engine master switches..............................CHECK ON Either throttle ..............................................OFF Copyright 2006 cloud9 sas. All Rights Reserved

CAUTION: do not attempt to restart the bad engine. If the fire ceases and a landing is to be accomplished, make a single engine landing.

VARIABLE AREA INLET RAMP FAILURE

There are no provisions made for emergency operation of the inlet ramps. Malfunction of the inlet ramp control or actuating system may cause the ramp to assume the fully retracted (maximum duct area) position. Extended inlet ramps may be detected by: observing the ramp position in the rear view mirror; significantly reduced fuel flow at power settings above 85% rpm; high pitched howl at airspeed above 300 knots and significantly reduced thrust (approximately 35%) at power settings above 90% rpm. Engine acceleration time and response to throttle movements are not affected by the extended ramp. No special

4. 5.

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F-4F Phantom II - User Manual procedures are required for throttle manipulation under these conditions below 18,000 feet altitude. RAMPS RETRACTED AT SPEEDS ABOVE 1.5 MACH If the inlet ramps fail to extend while accelerating between 1.5 and 1.8 Mach, reduce airspeed to below 1.5 Mach and continue the mission. CAUTION: compressor stalls may occur at airspeed above 1.7 Mach with the inlet ramps in the retracted position. RAMPS EXTENDED AT SPEEDS BELOW 1.5 MACH Engine operation below 80% rpm is usually normal under stabilized conditions. However, as a rule, jam acceleration, afterburning, airstarts and stall margin degrades as altitude increases, Rapid throttle movements can result in compressor stall/flameout above 18.000 feet. Range, altitude and go-around performance are also degraded, Power settings above 94% rpm produce increased fuel flows without increasing engine thrust output. If the inlet ramps fail to extend position, maintain the highest altitude at which the maximum range Mach number recommended for existing gross weight and configuration can be maintained with 94% rpm or less (assuming stabilized engine operation is possible as selected altitude). It may be possible to retract a ramp which has failed in the extended position by cycling the applicable ramp control circuit breaker G6 or G7 No. 2 panel. With the inlet ramps extended, the reduction in maximum range varies from 5% at 10,000 feet to 18% at 30,000 feet. Single engine range is reduced by 10% at all attainable altitudes. WARNING: compressor stall and flameout may occur at power settings above 80% rpm at 18,000 feet and above with the inlet ramps in the extended position. Sustained power settings above 90% rpm at subsonic airspeed above 30,000 feet with the inlet ramps in the extended position may result in a faintly glowing fire warning light. Altitude and power setting should be reduced to extinguish the warning light.

version 1.00 16/08/2006 operated at any obtainable rpm, as long as EGT is within limits. In the event of a compressor stall, proceed as follows:
1. 2. 3.

4.

Throttle bad engine.....................................OFF Ignition button .............................................HOLD DEPRESSED Throttle bad engine.....................................IDLE If throttle position beyond normal cruise setting is used, engine hag-up may occur due to back pressure caused by reduced nozzle area. Engine rpm, exhaust temperature and fuel flow ...............................................MONITOR

DOUBLE EXHAUST NOZZLE FAILURE

In the event both exhaust nozzles fail to the open position, the total thrust available in MIL range will be approximately equal to the thrust available during single-engine operation in MIL range. Afterburner light-off above 15,000 feet is marginal: however, afterburner light-off probability increases with a decrease in altitude and normal afterburner thrust is available.

GLIDE DISTANCE
The aircraft will glide approximately 6 nautical miles for every 5000 feet of altitude. The recommended glide airspeed is 215 knots, Below 50,000 feet 215 knots provides near maximum glide distance and allows the Windmilling engines to maintain power control hydraulic pressure within safe limits.

EJECTION COMPRESSOR STALL

A compressor stall is an aerodynamic disruption of airflow through the compressor and is caused by subjecting the compressor to a pressure ration above its capabilities at the existing conditions. The compressor capability may be reduced by FOD, corrosion, rocket/missile motor exhaust, gun gases, misrigged or malfunctioning IGVs. In addition the compressor may also be subject to abnormal operating conditions as a result of a malfunction of the ramp or bellmouth system. Compressor stalls may be self clearing, may cause the engine flameout or may result in a steady state, fully developed stall. The first case requires no immediate action, In the second case, the flameout clears the stall and an airstart is required. The third case requires recognition and corrective action to restore thrust and prevent engine damage by Overtemperature. The stall can be recognized by the simultaneous existence of high EGT, low rpm, low fuel flow, open nozzle, loss of thrust and lack of engine response to throttle. Compressor stalls may be accompanied by muffled bangs. The most positive stall clearing procedure is to stopcock the engine and perform an airstart. In the event of a steady state compressor stall, shut off and re-start one engine at time. A throttle chop to idle may clear the stall if a significant fuel flow reduction from the stall condition is achieved. If stall is cleared but desired thrust cannot be obtained because of repeated stalling, the engine may be Ejection can be accomplished at ground level between zero and 600 knots airspeed. A human factors study and analysis of ejection seat escape criteria for all type aircraft reveals that: a. b. c. Ejection at airspeed up to 525 knots result in relatively minor forces being exerted on the body. Ejection at airspeed from 525 knots to 600 knots result in appreciable forces being exerted on the body. Ejection at speed in excess of 600 knots becomes extremely hazardous because of excessive forces being exerted on the body.

Under level flight conditions eject at least 2000 feet above the terrain whenever possible. Under our of control conditions, eject at least 10,000 feet above the terrain where possible. WARNING: do not delay ejection below 2000 feet above the terrain in futile attempts to start the engine or for other reasons that may commit you to an unsafe ejection or dangerous flameout landing. Accident statistic emphatically show a progressive decrease in successful ejections as altitudes decrease below 2000 feet above the terrain.

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F-4F Phantom II - User Manual BEFORE EJECTION a. If time and conditions permit - Alert other crewmember - Lock shoulder harness - Tighten lap belt - Insert oxygen mask bayonets to last locking position of helmet receivers - Lower helmet visor - Adjust sitting height as necessary Sit erect. Buttocks back, shoulder against parachute pack, head erect, spine straight, legs extended and thighs on seat cushion The forward crewmember will normally initiate ejection sequencing, however, the aft crewmember may initiate single or dual sequencing when required. The crewmember not initiating the ejection should be alerted and assume the proper body position with hands on the handle to avoid possible injury.

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EJECTION SEAT FAILURE

After canopy separation, if seat fails to fire 1. Ejection handles .........................................PULL AGAIN

If seat still fails to fire 2. Perform manual bailout

b. c.

MANUAL BAILOUT
1. 2. Maintain 200-250 knots (if possible) Emergency harness release handle ...........LOCK UP Pull up the emergency harness release handle on the right side of the seat to disconnect the parachute harness, PEC man portion and leg restraint harness from the seat. The emergency harness release handle also fires a cartridge actuated guillotine which cuts the parachute withdrawal line between the drogue chute and personal parachute Full nose down trim, full rudder trim and opposite aileron trim as required to hold wings level Stick............................................................RELEASE Parachute ...................................................DEPLOY (below 10,000 feet)

1.

Ejection handle ...........................................PULL

WARNING: minimum altitudes are depended upon dive angle, airspeed and bank angle. Recommended minimums are 10,000 feet (AGL) if out of control and 2000 feet (AGL) in controlled flight.

CANOPY AND EJECTION SEAT FAILURE

CANOPY FAILS TO SEPARATE If canopy fails to separate 1. 2. 3. Continue holding ejection handle without applying tension and keep elbows in toward aircraft centerline Normal canopy control handle....................OPEN Manual canopy unlock handle ....................PULL

3. 4. 5.

ELECTRICAL FIRE
Circuit breakers and fuses protect most circuits and tend to automatically isolate an electrical fire. If an electrical fire occurs: 1. Generators switches...................................OFF

With the normal canopy select lever in CLOSED and an operational normal system it is impossible to unlock the canopy with the manual unlock handle. If canopy still fails to separate 4. Emergency canopy release handle ............PULL

NOTE: when both generator switches are turned off, boos pump pressure and primary attitude reference system will be lost. However, the front cockpit attitude indicator is usable for approximately 5 minutes even if the OFF flag is in view. 2. 3. 4. 5. 6. Stab aug switches ......................................OFF All electrical switches..................................OFF Generator switch ........................................ON Essential electrical equipment ....................ON Stab aug switches ......................................ENGAGE

If canopy still fails to separate 5. Put negative Gs on aircraft and firmly bump forward edge of canopy with heel of hand When canopy separates 6. Pull ejection seat handle

If fire persists 7. 8. 9. Generator switches.....................................OFF emergency attitude indicator switch ...........EMERG Land as soon as practical

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version 1.00 16/08/2006 the engine. The engine operates satisfactorily at military thrust for a period of 1 minute with and interrupted oil supply. The engine may operate for 4 or 5 minutes at 80 to 90% before a complete failure occurs. However, continuous operation at any engine speed, with the oil supply interrupted will result in bearing failure and eventual engine seizure. The rate at which a bearing will fail, measured from the moment the oil supply is interrupted, cannot be accurately predicted. Malfunctions of the oil system are indicated by a change from normal operating pressure, sometimes followed by vibrations. Vibrations may increase progressively until complete bearing failure occurs. Engine seizure is imminent. Oil pressure above 110 psi can cause failure of the carbon seals. The throttle should be reduced to maintain oil pressure below 100 psi or the engine or the engine shutdown if necessary and practical. 1. 2. 3. If a minimum oil pressure of 30 psi at MIL thrust cannot be maintained, throttle ..........IDLE If a minimum of 12 psi at idle thrust cannot be maintained, engine ................................SHUTDOWN Land as soon as practical

SMOKE AND FUMES

WARNING: smoke and fumes in the cockpit may be the first indication of a serious fire. Be alert for a rapid deterioration in the situation and catastrophic failure of aircrafts systems. Maintain safe ejection altitude until the situation is under control. To eliminate smoke and fumes from cockpit 1. 2. 3. Oxygen .......................................................100% Emergency vent knob.................................PULL Descend to below 25,000 feet as soon as practical

If smoke or fumes persists 4. 5. Command selector valve ............................OPEN Aft canopy...................................................JETTISON The aft canopy is jettisoned so that, if ejection becomes necessary, proper ejection sequencing will occur. If the front canopy were to be jettisoned and ejection was initiated from the front cockpit, both seats would eject simultaneously subjecting the WSO to rocket blast and probably resulting in seat collision

NOTE: if the throttle is retained in idle and asymmetric thrust in combination with other flight control problems degrades handling characteristics (e.g. single engine approach and utility failure), the throttle should be set at 80-90% rpm on final to reduce yaw and/or rolling induced by asymmetric thrust. Oil pressure change accompanied by vibrations 1. Throttle .......................................................OFF

WARNING: be prepared for immediate ejection when the canopy is jettisoned. The wind blast and draft after the canopy is jettisoned may cause fumes or smouldering material to ignite with catastrophic and incapacitating effect.

OXYGEN SYSTEM FAILURE

If symptoms of hypoxia or anoxia are noted 1. 2. 3. 4. 5. 6. 7. 8. Green apple ................................................PULL Oxygen supply............................................OFF Emergency descent....................................BELOW 10,000 FEET MSL Mayday .......................................................DECLARE IFF ..............................................................EMERGENCY Emergency vent knob.................................PULL Oxygen mask..............................................REMOVE (after bottle is empty) Land as soon as practical

WARNING: retard the throttle to OFF to prevent major engine damage and possible airplane damage. If engine shutdown is not feasible 1. 2. 3. Throttle .......................................................80%-90% rpm Avoid abrupt maneuvers causing high G forces Avoid unnecessary throttle changes

FUEL BOOST PUMP(S) INOPERATIVE

Provision is made to supply fuel to the affected engine by gravity flow if a boost pump failure occurs. This provision will allow engine operation at all power settings up to military power below approximately 20,000 feet. Afterburner operation is not recommended. Above 20,000 feet and/or high power settings, flameout or an unstable rpm indication on the affected engine may occur. The possibility of simultaneous mechanical failure of both boost pumps is highly remote. However, a failure may occur as a result of electrical malfunction. 1. Adjust throttle(s) and/or descend until a stable rpm can be maintained

OIL SYSTEM FAILURE

Variable area exhaust nozzle failure or generator failure are possible indications of an impeding oil system failure. An oil system failure is recognized by a drop in oil pressure, a complete loss of pressure or excessive oil pressure. In general, it is advisable to shut the engine down as early as possible after a loss of oil pressure is indicate, to prevent damage to Copyright 2006 cloud9 sas. All Rights Reserved

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version 1.00 16/08/2006 6. 7. 8. Generator switch(es) ..................................OFF Emergency attitude indicator switch ...........EMERG Land as soon as practical, lower gear using Landing Gear Emergency Lowering procedure. With the loss of the engine driven generators, the emergency pneumatic system must be utilized to extend the landing gear.

SINGLE GENERATOR FAILURE

Single generator failure is indicated by illumination of the appropriate GEN OUT light. One generator (with bus tie relay closed) is sufficient to support the entire electrical load. I generator failures occurs, proceed as follows. 1. 2. 3. Affected engine rpm ...................................CHECK oil pressure .................................................CHECK Stab aug switches ......................................OFF WHILE CYCLING ....................................................................RIGHT GENERATOR If failure of the right generator occurs, disengage the stab aug switches before cycling the generator. This prevents possible control surface transients. Stab aug may be reengaged with the right generator switch OFF or after the switch is returned to ON. Inoperative generator switch ......................CYCLE Cycle generator switch from ON to OFF to ON. Generator light ............................................OUT If generator fault has been corrected, the generator will be reconnected to the system and the light will go out.

SPEED BRAKE EMERGENCY OPERATION

Three basic failures, and their combinations, can affect the brakes. They are: switch failure, electrical failure and utility hydraulic system failure. If utility hydraulic system fails with the speed brakes extended the speed brakes will be forced by air loads to a low drag trail position regardless of switch positions. If an electrical failure occurs, the speed brakes automatically retract to a fully closed position. If both throttle-mounted switches fail, the speed brakes may be fully retracted by pulling the speed brake circuit breaker.

4. 5.

If generator light still on 6. 7. 8. Generator switch ........................................OFF Oil pressure ................................................MONITOR Land as soon as practical.

UTILITY HYDRAULIC SYSTEM FAILURE

1. Land as soon as practical Refer to Landing With Utility Hydraulic System Failure.

DOUBLE GENERATOR FAILURE

In most cases the generators will not fail simultaneously; it is more likely that one generator will fail, followed by the failure of the other generator. The GEN OUT lights do not illuminate for a double failure. A double generator failure can be determined by a sudden loss of cabin pressurization (sudden quiet), the appearance of the OFF flag on the attitude director indicator (ADI) and numerous electrically powered systems becoming inoperative. Double generator failure is accompanied by illumination of the DC BUS light. With double generator failure, boost pump pressure and primary attitude reference systems will be lost. However, the front cockpit emergency attitude indicator is usable for a minimum of 5 minutes even if the OFF flag is in view. 1. 2. 3. 4. Reference system selector .........................STBY Unessential electric switches......................OFF Stab aug switches ......................................OFF WHILE CYCLING GENERATORS Generator switches.....................................CYCLE

NOTE: due to the possibility of leaking check valves in the emergency air bottles, it is advisable to lower the gear as soon as possible after utility hydraulic system failure. If the CHECK HYD GAUGES indicator light illuminates and remains illuminated, monitor the hydraulic system gauges for the remaining of the flight, since warning of a second hydraulic system failure will not be given. The following equipment is inoperative with utility hydraulic failure a. b. c. d. e. f. g. h. i. j. k. l. m. n. o. p. Air refueling receptacle AFCS Anti-skid protection ARI Arresting hook retraction Auxiliary air doors Fuel transfer pumps (hydraulic) Nose gear steering Nose gun drive and gun gas purge door Pneumatic system air compressor Radar antenna drive Roll stab aug Rudder feel trim Variable engine bellmouth Variable engine intake duct ramp Yaw stab aug

If generator(s) do not come on the line 5. Generators switches ...................................CYCLE

If generator(s) are still inoperative

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F-4F Phantom II - User Manual The following equipment is affected by utility hydraulic failure a. Aileron power control cylinders PC-1 will assume full demand of left aileron PC-2 will assume full demand of right aileron Slats and flaps Slats and flaps are available with pneumatic operation. If flaps are down when utility failure occurs, flaps will move to the trail position Landing gear Gear extension by pneumatic system Rudder Limited manual rudder available Speed brakes If extended, will move to trail position Spoiler power control cylinder PC-1 will assume full demand of the left spoiler PC-2 will assume full demand of the right spoiler Wheel brakes Emergency braking available

version 1.00 16/08/2006 the pattern must be entered on downwind, base or from an overhead pattern, the pattern should be expanded, the landing configuration established priori to final and roll-out on final should be flown. For most emergencies, final approach airspeeds are increased and AOA decreased to provide adequate aircraft handling characteristics.

b.

SINGLE ENGINE LANDING

1. 2. Reduce the airplane gross weight to minimum practicable Inlet ramp on good engine..........................CHEK FULLY RETRACTED If inlet ramp is in the extended position, the AB must be utilized to make a safe approach. All non essential electrical equipment ........OFF Gear............................................................DOWN Slats flaps ...................................................OUT AND DOWN Fly 17 units AOA on final

c. d. e. f.

3. 4. 5. 6.

g.

If left engine shutdown and bus tie open 7. Make approach-end arrestment (if possible)

Landing emergencies
EMERGENCY LANDING PATTERN
The emergency landing pattern is a pattern to be flown when engine thrust is available and an emergency exists or there is a malfunction which could result in an emergency. The primary objective of the pattern is to land the aircraft safely in the first attempt with least amount of risk. Because of the many variables involved, such as type of emergency, position and altitude in relation to the field, gross weight, fuel remaining, weather, populated areas, runway length, availability of arresting gear etc., a standard pattern can not be prescribed. Depending on the circumstances it might be desirable to utilize GCA, make a straight-in approach, enter the pattern from downwind or base leg, or make a 360 overhead pattern. Because of the various circumstances, the ACs evaluation of all factors and his judgment will determine the type of landing pattern to be flown. However, there are some general guidelines which are applicable regardless of approach selected: reduce gross weight to minimum practical. Prior to establishing the landing configuration, maintain a minimum maneuvering airspeed of 250 knots. The pattern should be planned to avoid abrupt, steep or hard turns and large or abrupt power changes especially with a flight control malfunctioning or an hydraulic system failure. Circumstances permitting, a long straight-in final should be planned and the landing configuration established when on final. The air refuel switch should be placed to EXTEND prior to landing to depressurize the fuel tanks. Should the nature of the emergency or other factors dictate establishing the landing configuration priori to final, 230 knots flaps up or 200 knots slats flaps OUT AND DOWN should be maintained until established on final. These airspeeds will provide a margin of safety for maneuvering flight. If Copyright 2006 cloud9 sas. All Rights Reserved

WARNING: if the utility system on the operating engine fails, the wing flaps will retract to a low drag trail position NOTE: if the left engine is shut down and the bus tie is open, afterburner ignition on the right engine is not available. However, if afterburner thrust on the right engine is required, afterburner light-offs are generally obtainable through turbine torching by jam accelerating the right engine at 90% rpm or above.

SINGLE ENGINE GO-AROUND

At the first indication that a go-around may be necessary, advance the throttle of operating engine to maximum thrust. Continue to approach until sufficient airspeed to level off is attained. Begin a shallow angle climb and retract the landing gear and wing flaps to minimize the drag.

NO FLAP/SLAT LANDING
A straight-in approach is recommended. For all abnormal flap/slat configurations, on-speed AOA on final will provide satisfactory control but noticeable buffet will be present. If a no-flap landing is the result of flap switch failure or split flaps on the downwind of an overhead pattern, expand the pattern and fly a minimum of 200 knots on the downwind. The slats will extend automatically in accordance with their AOA schedule if electrical and hydraulic power are available unless the slats override switch is placed to IN. the slats override switch should remain at NORM unless an asymmetrical slat condition occurs.

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F-4F Phantom II - User Manual 1. 2. 3. 4. Gear............................................................DOWN Slats flaps ...................................................NORM Slats override switch...................................NORM (IN for asymmetrical slats) Fly on-speed AOA on final (17 units for abnormal slat configuration)

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LANDING WITH A BLOWN TIRE

The situation may occur when a landing with a blown tire must be made, or a tire may rupture during the landing ground roll or during a touch and go landing. If a rupture occurs during a touch and go, the procedure for Blown Tire During Takeoff will apply. A blown tire at, or shortly after, touchdown may not be recognized by the aircrew. An indication of a blown tire early in the landing roll may be unusual smoke trailing the aircraft as observed by WSO in the rear view mirrors. As the aircraft slows, directional control deviations become apparent and may be accompanied by aircraft vibration. Directional control is the primary consideration. LANDING WITH A KNOWN BLOW TIRE 1. Anti-skid switch...........................................OFF Turn the anti-skid switch OFF to prevent loss of braking on the good tire resulting from skid indications from the blown tire. Plan to make an approach-end arrestment Refer to Approach-End Arrestment Procedure

CAUTION: after touchdown, use of excessive back stick to provide aerodynamic braking can result in dragging the stabilator due to increased stabilator effectiveness at higher touchdown speed.

LANDING WITH VARIABLE INLET RAMP FAILURE

If both engines are operating, slats flaps OUT AND DOWN landings can be safely made with one inlet ramp fully extended. Reduce gross weight prior to landing. Normal thrust settings must be increased 1 to 2% rpm to maintain an on-speed approach. Afterburner may be required for a late go-around. Both ramps extended 1. 2. 3. Gear............................................................DOWN slats flaps....................................................OUT AND DOWN fly 17 units AOA on final

2.

If an approach-end arrestment is not feasible 3. 4. 5. 6. Fly a normal on-speed approach Land on side of runway opposite blown tire Touchdown with weight on good tire Use nose gear steering to maintain directional control If nose gear steering is inoperative, use of differential thrust and/or aerodynamic steering should be considered. Maintaining full forward stick will increase nose wheel traction and improve steering capability. Drag chute ..................................................DEPLOY Use opposite braking to slow aircraft and aid directional control

LANDING WITH DOUBLE EXHAUST NOZZLE FAILURE

F only one exhaust nozzle fails to the open position, make a normal approach and landing. If both exhaust nozzles fail to open position, the total thrust available in MIL range will be approximately equal to the thrust available during singe-engine operation in MIL range. 1. 2. 3. 4. Reduce the airplane gross weight to minimum practical Gear DOWN Slats flaps OUT AND DOWN Fly 17 units AOA on final

7. 8.

CAUTION: avoid braking in the wheel with the blown tire. Heavy braking could cause a flat spot on the wheel which could prevent further wheel rotation and make aircraft control more difficult. 9. Do not retract flaps The wing flap seal may have been damaged by piece of broken tire and retracting the wing flaps will increase the damage. 10. if fire equipment is available, throttles ........OFF If possible, do not shut down engines until adequate fire fighting equipment is available. WARNING: the damaged wheel may either be on fire or very hot and fuel drained overboard during engine shutdown could contact the hot wheel and cause a fire. BLOWN TIRE DURING LANDING ROLLOUT 1. Nose gear steering .....................................ENGAGE

LANDING WITH BOTH ENGINES INOPERATIVE

Landing with both engines inoperative will not be attempted unless escape from the aircraft is impossible.

NOTE: maintaining full forward stick will increase nose wheel traction and improve steering capability.

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F-4F Phantom II - User Manual 2. 3. 4. Anti-skid......................................................OFF Hook ...........................................................DOWN Use opposite braking to slow aircraft and aid directions control.

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LANDING WITH UTILITY HYDRAULIC SYSTEM FAILURE

CAUTION: if ordnance and/or stores jettison is required, they should be jettisoned prior to lowering the landing gear to prevent gear damage. When landing with a utility hydraulic system failure, nose gear steering and anti-skid protection will not be available and auto acceleration will probably occur. NOTE: if CHK HYD GAUGES indicator light illuminates and remains illuminated, monitor the hydraulic system indicators for the remaining of the flight, since warning of a PC hydraulic system failure will not be given. 1. 2. 3. 4. 5. Fly emergency landing pattern Lower landing gear pneumatically Extend slats flaps pneumatically Anti-skid......................................................OFF Fly 17 units AOA on final The increase in speed at 17 units AOA will help preclude directional control difficulties in the event that subsequent failures degrade available lateral control. Make an approach-end arrestment, if possible Utilize emergency braking Anticipate auto acceleration

CAUTION: Avoid braking on the wheel with the blown tire. Heavy braking could cause a flat spot on the wheel which could prevent further wheel rotation and make aircraft control more difficult. If both main tire fail, directional control difficulties may not be apparent until the latter part of the landing roll. 5. Do not retract flaps The wing flap seals may have been damaged by pieces of broken tire and retracting the wing flaps will increase damage. If fire equipment is available, throttles ........OFF If possible, do not shut down engines until adequate fire fighting equipment is available.

6.

LANDING WITH ANTI-SKID FAILURE

Landing with a known anti-skid failure required no special technique except that braking during landing rollout must be done with extreme caution to avoid skidding a tire. Use of an approach-end arrestment should be considered in light of existing environmental factors such as runway condition, crosswind and arresting gear location. If the ANTI-SKID INOPERATIVE light illuminates 1. 2. ARI and rudder trim circuit breakers...........CHECK IN Anti-skid switch...........................................CYCLE

6. 7. 8.

If anti-skid is still inoperative 3. 4. 5. Anti-skid switch...........................................OFF Consider approach-end arrestment Refer to Approach-end Arrestment procedure Avoid heavy braking

DIRECTIONAL CONTROL AFTER LANDING WITH UTILITY HYDRAULIC SYSTEM FAILURE

Without utility hydraulic system pressure available, differential braking, spoilers, ailerons and asymmetric power will become the primary method of maintaining directional control. Differential braking is accomplished by utilizing emergency brake system. The brakes should be cycled as little as possible to conserve emergency accumulator pressure. Should accumulator pressure become depleted through repeated applications of the brakes, the manual rudder plus spoilers, ailerons and asymmetric power will be the only remaining source for directional control. Small deflections of the manual rudder are available at landing speeds, directional control must be provided by differential braking. Use of the drag chute in a strong crosswind will require additional differential braking. It may be necessary to jettison the drag chute to regain directional control in a crosswind. On wet runways, this could be a very significant factor in maintaining heading through the use of differential brakes

LANDING WITH ONE UTILITY HYDRAULIC PUMP FAILED

1. 2. 3. 4. Make straight-in approach Slats flaps ...................................................OUT AND DOWN Fly 17 units AOA on final Consider an approach-end arrestment

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version 1.00 16/08/2006 1. 2. 3. 4. Airspeed .....................................................250 KNOTS Landing gear circuit breaker .......................PULL Landing gear handle...................................DOWN Landing gear handle...................................HOLD FULL AFT Hold handle in full aft position until gear indicates down and locked and then leave the landing gear handle in the full aft position. Returning to handle to its normal position allows the compressed air from the gear down side of the actuating cylinder to be vented overboard. It is possible to actuate the landing gear emergency system by pulling the landing gear control handle aft while the handle is in any position from UP through DOWN. If the handle cannot be pulled aft while in the down position, slowly raise the handle while continuing to pull aft. Once the handle moves aft, hold the handle in the full aft position until the landing gear indicates down and locked; then continue to hold back pressure on the handle and return it to the full down position.

LANDING GEAR UNSAFE/FAILS TO EXTEND

An unsafe landing gear indications does not necessarily constitute an emergency. The unsafe indication could be caused by a malfunction within the indicating system. Cross-check all landing gear indications (landing gear position indicators) and the utility system hydraulic pressure. If possible, obtain a visual gear check. If the nose gear fails to extend, it is usually due to breakout force of the nose gear being in excess of available hydraulic pressure. Pulling and resetting the landing gear circuit breaker with the landing gear handle down provides a sudden buildup of hydraulic pressure (surge) to be exerted on the nose gear actuator which may be sufficient to extend the nose gear. If gear indicates unsafe: 1. 2. Airspeed below 250 knots Landing gear...............................................RECYCLE

WARNING: all normal jettison circuits in the aircraft are disabled once the emergency landing gear control handle in the rear cockpit is pulled. However, jettison may still be accomplished by utilizing the armament safety override button. If landing gear is still unsafe 5. 6. 7. 8. 9. Retain front cockpit handle in extend position and pull rear cockpit emergency gear lowering handle Yaw airplane to assist in locking main gear Bounce airplane on main gear (during touch-and-go) to assist lowering/locking the nose gear. Due to increased stabilator effectiveness, a no-flap touch and go is recommended. If one main gear is still unsafe and the utility system pressure is within limits, refer to Landing Gear Emergency Retraction procedure. If gear is still unsafe and the utility system pressure is not within limits, refer to Landing Gear Malfunctions Emergency Landings procedure

If unsafe condition still exists 3. Landing gear circuit breaker .......................PULL (WAIT A FEW SECONDS THEN RESET If the utility system hydraulic pressure is within limits, recycle the landing gear Check that the gear indicates locked

4.

If unsafe condition still exists 5. 6. 7. Landing gear handle...................................UP Apply negative G While under negative G place gear handle down. Negative G will help if unsafe gear is caused by high break-out forces

If landing gear is still unsafe 8. Use landing gear emergency lowering procedure.

LANDING GEAR EMERGENCY RETRACTION

If gear retraction is desired after an attempted Landing Gear Emergency Lowering, and the utility system pressure is within limits, retract the gear using the following procedure:

LANDING GEAR EMERGENCY LOWERING

CAUTION: if the landing gear is inadvertently extended in flight by emergency pneumatic pressure, they must be left in the extended position until post-flight servicing. If retraction in flight is attempted, rupture of the utility reservoir will probably occur with subsequent loss of the utility hydraulic system. If normal landing gear operation fails, the landing gear can be lowered by following procedures:

1. 2. 3. 4.

Return the emergency gear handle to the normal position Wait as long as possible (min 1 minute) Landing gear handle...................................UP Landing gear circuit breaker .......................RESET

CAUTION: the landing gear circuit breaker must not be reset until the emergency handle(s) is/are returned to normal, maintained in that position for a minimum of 1 minute and the landing gear handle placed UO. Only then may the circuit breaker be safely reset. 5. After gear is retracted, refer to Landing Gear Malfunctions Emergency procedure

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version 1.00 16/08/2006 anticipated difficulty in high speed directional control. Consideration should also be given to the engaging speed limits to prevent structural failure to the arresting gear or the aircraft. 1. 2. 3. 4. 5. 6. 7. Notify tower Reduce gross weight to minimum practical Fly pattern as dictated by emergency Arresting hook ............................................DOWN Air refuel switch ..........................................EXTEND Inertia reel...................................................LOCKED Plan for missed engagement Consider type of emergency, availability of back-up barriers, runway length, runway condition reading (RCR), fuel state, weather and other pertinent factors 8. Fly final approach to touchdown a minimum 300 feet short of cable. 9. Throttles......................................................IDLE 10. Stick............................................................FORWARD CAUTION: to preclude nose gear slap and damage, engage arresting gear with the nose gear on the runway 11. Drag chute ..................................................AS DESIRED Use of the drag chute during approach-end arrestment should be considered in light of existing environmental factors such as arrestment cable location, runway condition, crosswind, nature of emergency and probability of go-around- When drag chute is utilized the AC must be prepared to jettison the drag chute should a go-around be required. 12. Engage cable with brakes off The throttles may be inadvertently advanced should deceleration forces cause the aircrafts commanders hand to be thrown forward on the throttles 13. Control rate and direction of roll back with throttles and brakes The arrestment cable will pull the aircraft rearward after engagement. Be prepared to counteract any excessive rearward acceleration with normal or emergency brakes. Normal brakes may not operate until the anti-skid is disengaged. CAUTION: the arrestment cable may be damaged by the wheel rims of aircraft with blown tires. In instances where wheels are locked, the damage to the cable is more severe and cable failure is probable.

WING SLATS FLAPS EMERGENCY LOWERING

CAUTION: the emergency slats flaps extension system should be activated only if the utility system fails. If the emergency system is activated with normal utility hydraulic pressure available there is a high probability of loosing utility hydraulic system pressure. With utility system pressure available and a know or suspected flap/slat malfunction a no slats flaps landing is recommended. If normal slats flaps operation fails, the slats flaps can be lowered pneumatically by executing the following steps: 1. Airspeed ....................................................BELOW 250 KNOTS Air loads will prevent trailing edge flaps from fully extending to the down stop until after airspeed has decreased to approximately 220 knots. During this period trailing edge flaps will indicate barber pole. Flaps circuit breaker ...................................PULL With the flaps circuit breaker pulled, the ARI is inoperative Slats flaps emergency extension handle ....PULL AFT Slats and flaps position indicators ..............CHECK Slats and flaps extension by the emergency method will place the slats out and the flaps down. In this configuration the slats will not operate automatically and will remain out regardless of airspeed.

2. 3. 4.

ARRESTING HOOK EMERGENCY OPERATION

If the arresting hook fails to extend when the control handle is placed in the down position, de-energize the solenoid selector valve by pulling the hook control circuit breaker in the rear cockpit. Pressure is then removed from the up side of the arresting hook actuator cylinder and the hook will extend. There are no provision for arresting hook retraction in the event of a utility hydraulic failure or double generator failure. 1. Arresting hook circuit breaker.....................PULL

OVERRUN-END ARRESTMENT
1. 2. Hook ...........................................................DOWN Utilize nose gear steering and/or brakes to engage cable at a 90 angle If rudder control, nose gear steering and brakes are lost, steering can be accomplished only by differential thrust and/or ailerons and spoilers if sufficient airspeed is available. Engage cable with feet off brakes.

APPROACH-END ARRESTMENT
Approach-end arrestment is considered practical whenever a malfunction or adverse weather conditions present a threat to directions control and there is suitable landing surface in front of the arrestment cable on which to land and lower the nose prior to cable contact. A touchdown point should be selected based on existing environmental factors such as arrestment cable location, runway condition, crosswind, nature of the emergency and

CAUTION: cables may be damaged by the wheel rims of aircraft with blown tires. In instances where wheels are locked, the damage to the cable is more severe and cable failure is probable. 3. Slats flaps ...................................................DO NOT CHANGE POSITION

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Exterior inspection

e. f. g. h. i. j. k. l.

nose gear steering cannon plugs - SECURE gear doors secure, roller for freedom nose gear scissors secure, no play nose gear steering safety pin removed strut door, UHF antenna, land/taxi lights secure wheel well condition pitot static vent pressure gages emer flap 2750 to 3100 PSI emer landing gear 2750 to 3100 PSI brake accumulator 950 to 1050 PSI m. emer brake valve normal position (on green mark) n. brake actuator valves equal extension o. fwd and aft canopy emer jett bottles (inside LOX service door) 2750 to 3100 PSI 2. GENERAL AREA a. Refrigeration unit intake clear b. Radome secure locking indicator flush c. Pitot booms secure, cover removed, pitot static ports clear

NOTE: the exterior inspection is divided into four areas. The inspection begins at the cockpit ladder including the left forward nose area and then only the right side of the airplane is discussed. The left side is almost identical to the right side except for items specifically called out as left side (L) or right side (R), be alert for loose fasteners, cracks, dents, leaks and other discrepancies.

3. FORWARD FUSELAGE a. angle of attack probe cover removed b. Probe secure and free to rotate c. access doors secure d. area forward of duct for loose screws e. intake duct ramps secure clear of FOD engine compressor and dome - check f. electrical ground cable removed

A NOSE

1. UNDERSIDE OF NOSE a. slats flaps safety pin - removed b. tire conditions, inflation, nose wheel, nuts secure c. strut condition, proper inflation, jack pad secure d. ground lock removed, actuator condition
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B UNDERSIDE OF FUSELAGE

1. MAIN GEAR AND WELL a. wheel and tire condition, torque tube cotter pins installed b. wheel well inner door free to move 126

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c. d. e. f. g. h. i.

p.c. accumulator 950 to 1050 PSI uplock cocked, no leaks gear ground lock removed, actuator condition strut gage 90 to 954 PSI, small nut at top of strut secure strut not flat, brake line leaks jack pad door, anti-skid pigtail connected ground fuelling switch off (R)

D AFT FUSELAGE

2. GENERAL AREA a. keel access doors installed and secure b. CL tank braces secure, safety pin removed c. aux air doors throttle linkage and oil servicing caps secure d. pc hydraulic reservoirs full 76 L&R) e. main pneumatic gage 220 PSI minimum f. starter cartridge breech secure

1. GENERAL AREA a. access doors secure b. arresting hook accumulator 800 to 1000 PSI c. bellows port clear d. engine access doors secure e. a/b flameholder, spray bars, igniter f. engine bay door hold open rod stowed and visible g. overheat warning loop secure h. arresting hook uplock removed i. stabilator and rudder check j. drag chute secure, check indicator thread visible

C CENTER FUSELAGE AND WING

1. GENERAL AREA a. access doors secure

2. WING a. external tanks secure (visually check locked on pylon) full (3 sections) safety pin removed b. wings spread and locked (pins flush) c. navigation and join up lights secure d. aileron/flap honeycomb area condition e. speed brake well leaks, loose fasteners f. dump vent mast alignment

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SIMPLIFIED SIMULATOR PROCEDURES

Engine start / stop
1. Set both Generator switches (right console) to EXT position (1). 2. Open the Left console view and click on the starter subpanel icon to open the engines instrument window (2). 3. Move both throttles all the way back to FUEL CUTOFF position (3). 4. Set the Right Engine Master switch (4) to ON. 5. Set the Engine Starter switch to RIGHT (5). 6. Check the engine revolutions per minute (2). When the instruments reads approximately 25%, move the right throttle slightly ahead to start the engine (position 6). 7. Check engine temperature and rpm until the engine stabilizes at idle. 8. Set the right generator switch (1) to ON 9. Repeat the steps 4-8 for the LEFT position. To switch an engine off, move the throttle in FUEL CUTOFF position then select the corresponding Master switch to OFF. IMPORTANT NOTE: due to some Flight Simulator limitations, the start-up and cut-off procedures can be executed from the 2D cockpit only

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HSI Horizontal Situation Indicator

The main navigation instrument of this simulator is the HSI that supplies navigation information depending on stations tuned on NAV and ADF systems. When the station tuned on NAV radio includes a distance measuring equipment this can be read in the MILES windows in the upper-left part of the instrument. The HSI is a combined compass card and VOR/ILS display instrument that provides the pilot with a plan view of his heading, desired VOR Radial or in-bound Localizer course and desired heading. The moving course deviation bar allows an accurate presentation of the offset of the aircraft from the desired track.

The bearing pointer (1) is comprised of head and tail bugs linked together to show the bearing to the station (note the different shape between head and tail bugs: in the picture the head is reading 11 and the tail, the reciprocal bearing of, 191. The Omni Bearing Selector (OBS) (2), is comprised of head and tail bugs, set by the COURSE KNOB (9), to show the selected radial indicated in the COURSE window (7) and together with the COURSE DEVIATION INDICATOR bar (CDI), (3) will show direction and amount of the deviation within 5 degrees of the selected course related to the location of the ground station. When the course selected by the OBS coincides with the course of the source station (showed in this case by the needle (1)) the central bar will be lined up with the head and tail bug of the OBS. A TO / FROM FLAG (4) is also provided to show if we are flying towards or away from the transmitting station. The HEADING bug (5) indicates the selected heading adjustable via the HEADING SET knob (10) and works in conjunction with the AFCS. The DME (6) indicates the distance from the station selected on NAV1 (when this station transmits a DME signal). The ADF pointer (8) shows the bearing to the NDB station tuned on the ADF system.

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ADI Attitude Director Indicator

1. Horizon bar 2. Pitch steering bar 3. Bank steering bar 4. Heading reference scale 5. Miniature aircraft 6. Bank pointer 7. Bank scale 8. Pitch trim knob 9. Turn and slip indicator 10. Attitude warning flag 11. Attitude sphere 12. Glide slope deviation scale 13. Glide slope indicator The Pitch and Steering bars work differently from the real aircraft because the navigation selector mode is not available in this version. The Pitch steering bar automatically appears only when an ILS frequency is tuned on NAV radio. The Bank steering bar is normally coupled to a VOR or to an ILS navigation signal, depending on the station tuned on NAV radio. When the AFCS is engaged, the bank steering bar is coupled to the HEADING BUG of HSI.

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Stability System
The AFCS (Automatic Flight Control System) switch activates the HEADING HOLD mode when engaged: the aircraft will turn to and maintain the heading selected by the HEADING KNOB on the Horizontal Situation Indicator. The PITCH switch is the main switch of the SAS (Stability Augmentation System) and must be engaged prior take-off. The ALT Switch, if the AFCS system is active, maintains the altitude the aircraft is at the moment it's engaged. The green lamp ALT HOLD on radar panel illuminates to indicate that mode is active. The YAW switch enables stability in the yaw axis (yaw damper). The ROLL switch provides roll stability. In the simulation, it activates the auto-coordination mode coupling the rudder and ailerons (ARI system on real F4) and provides coordinating turns at low speeds (< 300 KIAS).

Flap Slat
The flaps have only two possible position settings. The differences between the two settings are: 1st notch (out position) will lock out the slats (below 600 KIAS or 2.0 Mach) and the flaps will extend (below flap blowup speed of 242 KIAS) if the nose gear is extended. 2nd notch will extend the slats (within limits) and the flaps will extend (within limits) regardless of nose gear position

Slats automatically retract at 600 KIAS or 2.0 Mach and will extend below 580 KIAS. Flaps automatically retract at 242 KIAS (max speed 250 KIAS) and extend at 222 KIAS. WARNING: the Flaps Slats control system is based on the airspeed senses through the Pitot/Static system. In icing conditions the system will not provide the correct cues unless the pitot heat is turned on. This also applies to other instruments such as the Mach/Airspeed indicator and VSI. NOTE: the Flap Slat Emergency handle is used to extend the flaps slats using the pneumatic system instead of the electric system. The Emergency handle can be used only once because the flaps/slats are locked in the deployed positions and can not be manually retracted even if the speed protection remains active. After an emergency flaps slats extraction, it is necessary to land.

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Drag Chute
The drag chute lever is located on the left console. It's also possible to assign a CHUTE EXTEND function to a joystick key using the default key assignment "U" (refer to the Flight Simulator user manual for more details on the key assignment). The chute is available only when on the ground. When airborne, the lever cannot be pulled. After extending the chute, a realistic braking action, that varies depending on speed will occur. The higher the speed, the greater the drag factor. When the speed is low, the drag chute braking action is very low. WARNING: the drag chute, as in reality, is available only once per flight. Below the speed of 30 Kts the drag chute is automatically released and it will not be available until you reload the aircraft in Flight Simulator. For this reason do not forget to reload the aircraft before a new takeoff or at the next landing you will have no drag chute! IMPORTANT NOTE: do not use the Flight Simulator reverse keys to extend the drag chute but only the U key or click on the drag chute handle in the left console.

GPWS
Two red lights linked to aural tones provide terrain warning. The red TERRAIN WARNING lamp illuminates when altitude drops below the selected radar altitude.

Aural Tones
Some aircraft systems include aural tones and warning messages. The aural system can be activated and deactivated from the system control panel accessible in the Virtual Cockpit. The rotating knob highlighted in the image on the right is the aural tones switch.

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Moving Parts and Visual Effects

The F-4F model included in this product has been developed with full moving parts. The list includes: slats, flaps, airbrakes, landing gear, engine nozzles, engine air intakes, auxiliary cooling doors, canopies, drag chute, tail hook, external stores jettison, ejection seat and visual effects such as afterburner and G contrails.

Flaps and slats extended, airbrakes extended and landing gear extended.

Engines nozzle full open with afterburner activated, landing gear extended and auxiliary cooling doors open.

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Tail hook. Click on the Tail Hook handle or assign the desired key from the FS Control Assignments menu

Contrails. Visible during high G numbers

External stores jettison. Click the jettison button on front panel

Ejection seats. In the Virtual cockpit window pulling the ejection handle will fire both seats in sequence and the aircraft will be lost. 134

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Drag chute

The drag chute can be deployed after landing clicking on the handle located on the left console or using the U key. Make sure the throttles are in idle positions before deploy the drag chute and do not use the FS default reverse key. The drag chute is automatically released moving the throttle ahead.

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Canopies, Wheel Chocks and Safety Pins

The canopies can be opened when the aircraft is on ground. Do not exceed the maximum allowed speed when taxiing with the canopy open and do not open the canopy in flight to avoid fatal failure. When the aircraft is on ground with the engines off and the canopies open, the parked state is shown after few seconds: the pilots are removed the ladder, wheel chocks, safety pins, pitot and engine covers will appears. When ready to start a new mission, establish aircraft hydraulics and the external equipments will be automatically removed.

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Wing Fold
The wings can be folded by assigning the desired key to the Wing fold/unfold option inside the FS Controls Assignments menu. For more details about the key assignment refer to the Flight Simulator Users Manual. The wings can be folded only when the aircraft is on ground and there is hydraulic pressure.

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External Light System

The external light system is composed of the different lights visible in these pages. For more details refer to the general aircraft description in this manual. The simulator lights differ from the real aircraft system only by the switch used to select the different systems: Selecting the rotary formation lights switch to any ON position will only provide one light intensity level. The Anti-collision lights on the tail are associated with the fuselage light switch When the STEADY/FLASH switch is in the FLASH position, and the FUSE SWITCH is in the BRIGHT position, TAIL LIGHTS also will flash.

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The taxi and landing lights are located on the nose gear and can be selected using the appropriate switch.

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Aircraft Configurations
The aircraft included with this product are available in different configurations: AIR-to-AIR: two wing tanks + centerline tank + ALQ 119 + 3 AIM 120 + 4 AIM 9. LONG RANGE: two wing tanks + centerline tank + 2 travelpods. QRA: 2 wing tanks + centerline tank + 2 AIM 9. TRAINING: centerline tank + AIM 9 Dummy + FPR (Flight Profile Recorder). CLEAN: no external stores. AIR-to-GROUND: centerline tank + 4 AGM65 Maverick. BOMB: 2 wing tanks + centerline tank + 4 AIM 9 + 2 TER (triple ejector rail) with 6 MK82 bombs. AIR-to-AIR

LONG RANGE

QRA

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TRAINING

CLEAN

AIR-to-GROUND

BOMB

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Aircraft Liveries
In the product base pack its included a German Air Force livery. Additional livery packs are available on the cloud9 website.

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Troubleshooting
Problem starting FS
The cloud9 products use a module called Addon Manager to handle the special features and the dynamic objects. The Phantom includes the most recent version available at the time of release. Older versions of an already installed cloud9 product might be not compatible with the Addon Manager version included in this product. When starting Flight Simulator after installation you could receive a message informing you about of the incompatibility. Please visit the cloud9 website at www.fscloud9.com to download the update for your old product. After that installation (that doesnt require a new activation) the problem will be solved and you will be able to start Flight Simulator normally.

If you are using cloud9 aircraft and you receive a similar message during the FS start, check for the product update on our web site. If no new updates are available, visit the Addon Manager product page and download and install the latest version of this module. This will solve the problem. If something went wrong during the installation of the updates and you are unable to restart Flight Simulator, uninstall all cloud9 products from the Windows control panel then manually remove the two files bglman.dll and bglman.dat installed in your "Flight Simulator 9\Modules" folder and reinstall the full updated version of each products (the full versions are available for the digital delivery products and not for CDs). You can download these versions free of charge from the cloud9 website and install them without re-activation.

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Scenery
This product doesnt include an additional scenery but we suggest you to take a look at the cloud9 web site where you can find a couple of interesting military airfields: they are free to try. In the image below the Phantom after the takeoff from Aviano AB.

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