CSTO SR1F-15SA-1-2

FLIGHT MANUAL

FMS SERIES
F-15SA
AIRCRAFT

The Boeing Company

FA8634-12-C-2651

This change supersedes ISS SR1F-15SA-1-2SS-7 dated 8 June 2018 and IOS SR1F-15SA-1-2S-8 dated 30 August 2018. This manual is for aircraft with FCC
OFP V1.2-1.

This information is furnished on the condition that it will not be released to another nation without specific authority of the Department of the Air
Force of the United States, that it will be used for military purposes only, that individual or corporate rights originating in the information, whether
patented or not, will be respected, that the recipient will report promptly to the United States any known or suspected compromise, and that the
information will be provided substantially the same degree of security afforded it by the Department of Defense of the United States. Also,
regardless of any other markings on the document, it will not be downgraded or declassified without written approval from the originating US
agency. Any request for this document should be referred to AFLCMC/WWQL, 2725 C Street, Wright-Patterson AFB, OH 45433-7424.

15 OCTOBER 2016
CHANGE 4 - 15 NOVEMBER 2018
CSTO SR1F-15SA-1-2
CURRENT FLIGHT CREW CHECKLIST

CSTO SR1F-15SA-1-2CL-1 Change 3 15 November 2018

LIST OF EFFECTIVE PAGES

Insert latest changed pages; dispose of superseded pages in accordance with applicable regulations.

Dates of issue for original and changed pages:

Original .............. 0............ 15 Oct 16 Change ................2 ........... 15 Sep 17 Change ................4 ...........15 Nov 18
Change ............... 1.............. 1 Feb 17 Change ................3 ............. 1 Apr 18

Total number of pages in this publication is 804 consisting of the following:

Page #Change Page #Change Page #Change Page #Change
No. No. No. No. No. No. No. No.

Title ................................................. 4 1-29 ................................................. 0 1-71................................................. 0 1-113................................................0

A...................................................... 4 1-30 ................................................. 0 1-72................................................. 4 1-114................................................4
B...................................................... 4 1-31 ................................................. 0 1-73................................................. 0 1-115................................................2
C...................................................... 4 1-32 ................................................. 0 1-74................................................. 0 1-116................................................4
D...................................................... 4 1-33 ................................................. 0 1-75................................................. 2 1-116A ............................................4
E blank ............................................ 4 1-34 ................................................. 0 1-76................................................. 0 1-116B ............................................2
i ...................................................... 4 1-35 ................................................. 0 1-77................................................. 2 1-116C ............................................4
ii blank ........................................... 4 1-36 ................................................. 0 1-78................................................. 0 1-116D blank ...................................4
iii ..................................................... 0 1-37 ................................................. 0 1-79................................................. 0 1-117................................................0
iv ..................................................... 0 1-38 ................................................. 0 1-80................................................. 2 1-118................................................0
v ...................................................... 4 1-39 ................................................. 0 1-81................................................. 0 1-118A .............................................2
vi ..................................................... 4 1-40 ................................................. 2 1-82................................................. 0 1-118B .............................................2
vii .................................................... 0 1-41 ................................................. 0 1-83................................................. 0 1-118C .............................................2
viii blank ......................................... 0 1-42 ................................................. 0 1-84................................................. 4 1-118D .............................................2
1-1 ................................................... 1 1-43 ................................................. 0 1-85................................................. 0 1-119................................................2
1-2 ................................................... 4 1-44 ................................................. 0 1-86................................................. 0 1-120................................................0
1-3 ................................................... 2 1-45 ................................................. 0 1-87................................................. 0 1-121................................................0
1-4 ................................................... 2 1-46 ................................................. 0 1-88................................................. 2 1-122................................................0
1-5 ................................................... 0 1-47 ................................................. 0 1-89................................................. 2 1-123................................................0
1-6 ................................................... 0 1-48 ................................................. 0 1-90................................................. 0 1-124................................................0
1-7 ................................................... 0 1-49 ................................................. 0 1-91................................................. 0 1-125................................................2
1-8 ................................................... 0 1-50 ................................................. 2 1-92................................................. 0 1-126................................................0
1-9 ................................................... 0 1-51 ................................................. 0 1-93................................................. 0 1-127................................................0
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1-28 ................................................. 0 1-70 ................................................. 0 1-112 ............................................... 0 1-146................................................0

#Zero in this column indicates an original page.

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No. No. No. No. No. No. No. No.
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1-148 ............................................... 2 1-209 ............................................... 0 1-270............................................... 0 1-331................................................0
1-149 ............................................... 0 1-210 ............................................... 0 1-271............................................... 0 1-332................................................2
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1-185 ............................................... 4 1-246 ............................................... 0 1-307............................................... 0 1-366................................................0
1-186 ............................................... 2 1-247 ............................................... 0 1-308............................................... 0 1-367................................................0
1-187 ............................................... 2 1-248 ............................................... 0 1-309............................................... 0 1-368................................................0
1-188 ............................................... 2 1-249 ............................................... 0 1-310............................................... 4 1-369................................................0
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1-190 ............................................... 2 1-251 ............................................... 0 1-312............................................... 0 1-371................................................0
1-191 ............................................... 2 1-252 ............................................... 0 1-313............................................... 4 1-372................................................0
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1-207 ............................................... 0 1-268 ............................................... 0 1-329............................................... 2 1-388................................................0

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1-389................................................0 2-26 ................................................. 0 3-41 ................................................. 0 3-96B .............................................. 4
1-390................................................0 2-27 ................................................. 2 3-42 ................................................. 0 3-96C .............................................. 4
1-391................................................0 2-28 ................................................. 0 3-43 ................................................. 4 3-96D .............................................. 4
1-392................................................0 2-29 ................................................. 3 3-44 ................................................. 3 3-97 ................................................. 0
1-393................................................0 2-30 ................................................. 3 3-45 ................................................. 0 3-98 ................................................. 0
1-394................................................0 2-31 ................................................. 0 3-46................................................. 4 3-99 ................................................. 0
1-395................................................0 2-32 ................................................. 0 3-46A............................................... 4 3-100 ............................................... 4
1-396................................................0 2-33 ................................................. 0 3-46B blank..................................... 4 3-100A ............................................ 4
1-397................................................0 2-34 ................................................. 0 3-47 ................................................. 3 3-100B blank .................................. 4
1-398................................................0 2-35 ................................................. 0 3-48 ................................................. 4 3-101 ............................................... 0
1-399................................................0 2-36 ................................................. 0 3-49 ................................................. 4 3-102 ............................................... 0
1-400................................................0 2-37 ................................................. 2 3-50 ................................................. 0 3-103 ............................................... 0
1-401................................................0 2-38 ................................................. 0 3-51 ................................................. 0 3-104 ............................................... 0
1-402................................................0 2-39 ................................................. 0 3-52 ................................................. 0 3-105 ............................................... 0
1-403................................................0 2-40 ................................................. 0 3-53 ................................................. 0 3-106 ............................................... 0
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1-405................................................0 2-42 blank ....................................... 0 3-55 ................................................. 0 3-108 ............................................... 0
1-406................................................0 3-1 ................................................... 4 3-56 ................................................. 0 3-109 ............................................... 0
1-407................................................0 3-2 ................................................... 4 3-57 ................................................. 0 3-110 blank ..................................... 0
1-408................................................0 3-2A................................................. 4 3-58 ................................................. 0 4-1 ................................................... 0
1-409................................................0 3-2B blank....................................... 4 3-59 ................................................. 3 4-2 blank ......................................... 0
1-410................................................0 3-3 ................................................... 0 3-60 ................................................. 3 5-1 ................................................... 4
1-411................................................4 3-4 ................................................... 0 3-61 ................................................. 3 5-2 ................................................... 0
1-412................................................4 3-5 ................................................... 4 3-62 ................................................. 0 5-3 ................................................... 0
1-413................................................0 3-6 ................................................... 2 3-63 ................................................. 0 5-4 ................................................... 1
1-414................................................0 3-7 ................................................... 0 3-64 ................................................. 2 5-5 ................................................... 2
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2-13..................................................2 3-26 ................................................. 0 3-83 ................................................. 0 5-24 ................................................. 2
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2-16..................................................2 3-29 ................................................. 0 3-86 ................................................. 2 5-27 ................................................. 3
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2-18..................................................0 3-31 ................................................. 0 3-88 ................................................. 2 5-29 ................................................. 2
2-19..................................................0 3-32 ................................................. 0 3-89 ................................................. 2 5-30 ................................................. 2
2-20..................................................1 3-33 ................................................. 0 3-90 ................................................. 2 5-31 ................................................. 3
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2-25..................................................3 3-40 ................................................. 3 3-96A............................................... 4 5-38 ................................................. 2

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5-39 ................................................. 2 8-16 ................................................. 1 FO-39.............................................. 0
5-40 ................................................. 4 8-17 ................................................. 1 FO-40 blank .................................... 0
5-41 ................................................. 4 8-18 ................................................. 1 Glossary 1 ....................................... 2
5-42 ................................................. 2 8-19 ................................................. 1 Glossary 2 ....................................... 2
5-43 ................................................. 3 8-20 ................................................. 1 Glossary 3 ....................................... 2
5-44 ................................................. 2 8-21 ................................................. 1 Glossary 4 ....................................... 2
5-45 ................................................. 2 8-22 ................................................. 0 Glossary 5 ....................................... 2
5-46 ................................................. 2 8-23 ................................................. 2 Glossary 6 ....................................... 2
5-47 ................................................. 2 8-24 ................................................. 1 Glossary 7 ....................................... 2
5-48 ................................................. 2 8-25 ................................................. 1 Glossary 8 ....................................... 2
5-49 ................................................. 2 8-26 ................................................. 2 Glossary 9 ....................................... 2
5-50 blank ....................................... 2 8-27 ................................................. 1 Glossary 10 blank ........................... 2
6-1 ................................................... 4 8-28 ................................................. 1 Index 1 ............................................ 4
6-2 ................................................... 4 8-29 ................................................. 1 Index 2 ............................................ 4
6-2A ................................................ 3 8-30 ................................................. 1 Index 3 ............................................ 4
6-2B ................................................ 3 8-31 ................................................. 1 Index 4 ............................................ 4
6-3 ................................................... 3 8-32 ................................................. 1 Index 5 ............................................ 4
6-4 ................................................... 3 8-33 ................................................. 1 Index 6 ............................................ 4
6-5 ................................................... 3 8-34 ................................................. 2 Index 7 ............................................ 4
6-6 ................................................... 4 8-35 ................................................. 0 Index 8 ............................................ 4
6-7 ................................................... 4 8-36 ................................................. 0 Index 9 ............................................ 4
6-8 ................................................... 4 8-37 ................................................. 0 Index 10 .......................................... 4
6-8A ................................................ 4 8-38 blank ....................................... 0 Index 11 .......................................... 4
6-8B blank....................................... 4 FO-1................................................ 0 Index 12 .......................................... 4
6-9 ................................................... 2 FO-2 blank ...................................... 0 Index 13 .......................................... 4
6-10 ................................................. 2 FO-3................................................ 0 Index 14 blank ................................ 4
6-11 ................................................. 2 FO-4 blank ...................................... 0
6-12 ................................................. 0 FO-5................................................ 0
6-13 ................................................. 0 FO-6 blank ...................................... 0
6-14 ................................................. 2 FO-7................................................ 2
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6-18 ................................................. 0 FO-11 .............................................. 0
6-19 ................................................. 0 FO-12 blank .................................... 0
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7-1 ................................................... 0 FO-14 blank .................................... 0
7-2 ................................................... 0 FO-15.............................................. 0
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7-4 ................................................... 0 FO-17.............................................. 0
7-5 ................................................... 0 FO-18 blank .................................... 0
7-6 ................................................... 0 FO-19.............................................. 0
7-7 ................................................... 0 FO-20 blank .................................... 0
7-8 ................................................... 0 FO-21.............................................. 0
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7-10 blank ....................................... 0 FO-23.............................................. 0
8-1 ................................................... 1 FO-24 blank .................................... 0
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8-10 ................................................. 1 FO-33.............................................. 0
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8-12 ................................................. 1 FO-35.............................................. 0
8-13 ................................................. 1 FO-36 blank .................................... 0
8-14 ................................................. 1 FO-37.............................................. 0
8-15 ................................................. 1 FO-38 blank .................................... 0

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TABLE OF CONTENTS

SECTION TITLE PAGE

SECTION I DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

SECTION II NORMAL PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1

SECTION III EMERGENCY PROCEDURES AND ABNORMAL OPERATION . . . . . . . . . . . . . . . . . 3-1

SECTION IV CREW DUTIES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1

SECTION V OPERATING LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1

SECTION VI FLIGHT CHARACTERISTICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1

SECTION VII ADVERSE WEATHER OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1

SECTION VIII AIR REFUELING PROCEDURES WITH KC-135 AND KC-10 . . . . . . . . . . . . . . . . . . . . 8-1

FOLDOUT ILLUSTRATIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FO-1

GLOSSARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Glossary 1

ALPHABETICAL INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Index 1

APPENDIX A PERFORMANCE DATA WITH F110-GE-129 ENGINES

(SEE CSTO SR1F-15SA-1-1)

Change 4 i/(ii blank)

 CSTO SR1F-15SA-1-2

INTRODUCING THE F-15SA

SCOPE. This manual contains the necessary information 2 Section 3 (Emergency Procedures and Abnormal
for safe and efficient operation of your aircraft. These Operation) and Section 5 (Operating Limitations) is
instructions provide you with a general knowledge of the mandatory for safe operation.
aircraft and its characteristics and specific normal and
emergency operating procedures. Your experience is
recognized; therefore, basic flight principles are avoided.
This manual provides the best possible operating instructions
under most circumstances. Multiple emergencies, adverse This flight manual contains data for systems
c that
weather, terrain, etc. may require modification of the are still in development and have not been fully
procedures. validated. In some instances, it reflects the expect-
ed final configuration after developmental testing
PERMISSIBLE OPERATIONS. The flight manual takes a is complete. Procedures or operations that reflect
positive approach, and normally states only what you can do. the expected final configuration may not apply.
Unusual operations or configurations are prohibited unless The associated warnings and cautions for these sys-
specifically covered herein. Clearance must be obtained tems may also be affected.
before any questionable operation, which is not specifically
permitted in this manual, is attempted. HOW TO BE ASSURED OF HAVING LATEST DATA.
Refer to TO 0-1-1-4 for a listing of all current flight manuals,
The F-15SA aircraft has been released with limited safety supplements, operational supplements, and checklists.
capability that reflects the current status of the development Also, check the flight manual cover page, the title block of
and testing accomplished to date. Other descriptions and each safety and operational supplement, and all status pages
information found within this manual, including warnings contained in the flight manual or attached to formal safety
and cautions, refer to operations outside of these restricted and operational supplements. Clear up all discrepancies
conditions. This other information provides insight into before flight.
flight characteristics outside of the current safe operating
environment as well as future end state capabilities that have ARRANGEMENT. The manual is divided into eight fairly
not been currently tested or approved. To ensure safe aircraft independent sections to simplify reading it straight through
operation, CSTO SR1F-15SA-1-2 Sections 3 and Section 5 or using it as a reference manual.
must be followed irrespective of any other information
provided within these publications. SAFETY SUPPLEMENTS. Information involving safety
will be promptly forwarded to you in a safety supplement.
Supplements covering loss of life will get to you within 48
hours by teletype, and supplements covering serious damage
to equipment within 10 days by mail. The cover page of the
This interim release of the F-15SA is limited to and flight manual and the title block of each safety supplement
restricted from specific operations and store config- should be checked to determine the effect they may have on
urations. Strict adherence to CSTO SR1F-15SA-1- existing supplements.

iii
CSTO SR1F-15SA-1-2

OPERATIONAL SUPPLEMENTS. Information retrofit effectivities.

involving changes to operating procedures will be forwarded
to you by operational supplements. The procedure for WARNINGS, CAUTIONS, AND NOTES. The following
handling operational supplements is the same as for safety definitions apply to Warnings, Cautions, and Notes found
supplements. throughout the manual.

CHECKLISTS. The flight manual contains itemized

procedures with necessary amplifications. The checklist
contains itemized procedures without the amplification.
Primary line items in the flight manual and checklist are Operating procedures, techniques, etc., which
identical. If a formal safety or operational supplement affects could result in personal injury and/or loss of life if
your checklist, the affected checklist page will be attached to not carefully followed.
the supplement. Cut it out and insert it over the affected page
but never discard the checklist page in case the supplement is
rescinded and the page is needed.

HOW TO GET PERSONAL COPIES. Each flight Operating procedures, techniques, etc.,cwhich
crewmember is entitled to personal copies of the flight could result in damage to equipment if not
manual, safety supplements, operational supplements, and carefully followed.
checklists. The required quantities should be ordered before
you need them to assure their prompt receipt. Check with NOTE
your publication distribution officer - it is his job to fulfill
your TO requests. Basically, you must order the required An operating procedure, technique, etc.,
quantities on the appropriate Numerical Index and which is considered essential to empha-
Requirement Table (NIRT). TO 00-5-1 and TO 00-5-2 give size.
detailed information for properly ordering these
publications. Make sure a system is established at your base SHALL, SHOULD, MAY, AND WILL. The following
to deliver these publications to the flight crews immediately definitions apply to Shall, Should, May and Will found
upon receipt. throughout the manual. The word shall is used to express a
mandatory requirement. The word should is used to express
FLIGHT MANUAL BINDERS. Loose leaf binders and nonmandatory provisions. The word may is used to express
sectionalized tabs are available for use with your manual. permissiveness. The word will is used only to indicate
They are obtained through local purchase procedures and are futurity.
listed in the Federal Supply Schedule (FSC Group 75, Office
Supplies, Part 1). Check with your supply personnel for ILLUSTRATIONS. The illustrations used throughout
assistance in procuring these items. section I of the manual are intended to be used as examples.
The specific situation may not be exactly as shown.
CHANGE SYMBOL. The change symbol as illustrated by
the black line in the margin of this paragraph, indicates text YOUR RESPONSIBILITY - TO LET US KNOW.
and illustration changes made to the current issue. Review conferences with operating personnel and a constant
review of accident and flight test reports assure inclusion of
the latest data in the manual. In this regard, it is essential that
NOTE
you do your part. Comments, corrections, and questions
Throughout the manual, retrofit regarding this manual or any phase of the Flight Manual
(CSTCTO/TCTO) effectivities are program are welcomed. Corrections shall be submitted on
presented in abbreviated form. Refer to RSAF Form 847 and forwarded through your Command
the Technical Order Summary at the front Headquarters to: AFLCMC/WWQL 2725 C Street, Wright-
of the manual for detailed production/ Patterson AFB, OH 45433-7424.

iv
 CSTO SR1F-15SA-1-2

INTERIM SAFETY/OPERATIONAL SUPPLEMENT SUMMARY

The following list contains the previously cancelled or incorporated Safety/Operational Supplements; the
outstanding Safety/Operational Supplements, if any; and the Safety/Operational Supplements incorporated in this
issue. In addition, space is provided to list those Operational Supplements received since the latest issue. Reference
to previously incorporated supplements will be removed at each revision.

NUMBER PURPOSE DISPOSITION/

INCORPORATION
DATE

CSTO SR1F-15SA-1-2S-1 Incorporation of KC-10 refueling data. Change 1, 1 Feb 2017

CSTO SR1F-15SA-1-2S-2 Incorporation of additional prohibited maneuvers. Change 2, 15 Sept 2017

CSTO SR1F-15SA-1-2S-3 Incorporation of cautions about nose drop at higher gross Change 3, 1 Apr, 2018
weights and idle power with speedbrake deceleration.

CSTO SR1F-15SA-1-2S-4 Incorporation of the potential for lower than expected roll Change 3, 1 Apr, 2018
rate capability.

CSTO SR1F-15SA-1-2S-5 Incorporation of approved updated crosswind landing lim- Change 3, 1 Apr, 2018
its.

CSTO SR1F-15SA-1-2S-6 Incorporation of approved updated roll rate limits with Change 3, 1 Apr, 2018
external fuel tanks and updated idle power pushover limits.

CSTO SR1F-15SA-1-2SS-7 To alert aircrew of possible JHMCS issue causing overheat- Change 4, 15 Nov, 2018
ing.

CSTO SR1F-15SA-1-2S-8 To add AGM-154C to External Stores Tables and to limit Change 4, 15 Nov, 2018
chaff and flares to aft dispensers only with DB-110 in-
flight.

COUNTRY STANDARD TIME COMPLIANCE TECHNICAL ORDER (CSTCTO)/TIME COMPLIANCE

TECHNICAL ORDER (TCTO) SUMMARY
This summary lists only those CSTCTO/TCTOs which affect this manual.

CSTCTO/TCTO ECP Title Production Effectivity Retrofit Effectivity

SR1F-15SA-6002 - Modification of F-15SA and F-15SA 12-1049 F-15SA 12-1001

F-15S Aircraft to Incorporate AND UP THRU 12-1048
Advanced Display Core Pro- AND F-15SA 93-0852
cessor (ADCP) II and Disori- THRU 93-0923
entation Recovery Function
(DRF)

Change 4 v
CSTO SR1F-15SA-1-2

BLOCK NUMBERS

vi Change 4
CSTO SR1F-15SA-1-2

vii/(viii blank)
 CSTO SR1F-15SA-1-2
TABLE OF CONTENTS
SECTION I

DESCRIPTION

TABLE OF CONTENTS External Tank Jettison.............................................. 1-32

Air Refueling System............................................... 1-33
AIRCRAFT Ground Refueling..................................................... 1-34
Dimensions ................................................................. 1-5
Weights ....................................................................... 1-5 ELECTRICAL POWER SUPPLY SYSTEM
AC Electrical Power ................................................ 1-35
ENGINE SYSTEM DC Electrical Power ................................................ 1-36
Engine Starting System .............................................. 1-6 Emergency Generator .............................................. 1-36
Engine Air Induction System ..................................... 1-6 JFS Generator........................................................... 1-37
Engine Oil System...................................................... 1-7 Battery/Battery Charger ........................................... 1-37
Engine Fuel System....................................................1-7 External Electrical Power ........................................ 1-38
Engine Ignition System .............................................. 1-7 Circuit Breakers ....................................................... 1-39
Engine Fuel/Control System ...................................... 1-8
Engine Operation........................................................ 1-9 HYDRAULIC POWER SUPPLY SYSTEM
Engine Monitoring System (EMS)...........................1-10 Power Control (PC) Systems ................................... 1-43
Afterburner System .................................................. 1-11 Utility System .......................................................... 1-43
Variable Area Exhaust Nozzle.................................. 1-11 Reservoir Level Sensing .......................................... 1-43
Engine Controls and Indicators ................................ 1-11 Priority Valve ........................................................... 1-43
Asymmetric Thrust Departure Switchover Valves.................................................... 1-43
Prevention System (ATDPS).................................1-14 Hydraulic Pressure Indicators .................................. 1-43
Hydraulic Systems Cautions .................................... 1-44
ANTI-ICE SYSTEM
Windshield Heat .......................................................1-19 LANDING GEAR SYSTEM
Pitot Heat..................................................................1-19 Landing Gear Control Handle.................................. 1-45
Eng Heat ...................................................................1-20 Emergency Landing Gear Handle............................ 1-46

FIRE WARNING/EXTINGUISHING NOSE GEAR STEERING SYSTEM

SYSTEM Rudder Pedal Adjust Knob....................................... 1-47
Fire Lights/System Operation ..................................1-21 Emergency Steering ................................................. 1-48
Fire/Overtemp/AB Burn Thru Voice Emergency Brake/Steering Handle.......................... 1-48
Warnings ...............................................................1-21
Fire Discharge/Test Switch.......................................1-22 BRAKE SYSTEM
Fire Sensor Caution ..................................................1-22 Anti Skid System ..................................................... 1-49

SECONDARY POWER SYSTEM ARRESTING HOOK SYSTEM

Central Gearbox (CGB)............................................1-23 Arresting Hook Switch ............................................ 1-51
Airframe Mounted Accessory Drive (AMAD) ........1-23 Arresting Hook Caution........................................... 1-51
Jet Fuel Starter (JFS) ................................................1-23
FLAP SYSTEM
AIRCRAFT FUEL SYSTEM Flaps Switch............................................................. 1-52
Survivability .............................................................1-25 Flap Position Lights ................................................. 1-52
Fuel Transfer System................................................1-25 FCS Format.............................................................. 1-52
Fuel Feed System .....................................................1-27
Fuel Tank Pressurization And Vent ..........................1-28 SPEED BRAKE SYSTEM
Fuel Quantity Indicating System..............................1-29 Speed Brake Switch ................................................. 1-53
Fuel Dump System ...................................................1-32

Change 1 1-1
CSTO SR1F-15SA-1-2
TABLE OF CONTENTS
FLIGHT CONTROLS Steer Points.......................................................... 1-118C
Flight Control Surfaces ............................................ 1-54 HOTAS ................................................................ 1-118C
FCS Description....................................................... 1-55 Cautions in BFD .................................................. 1-118C
Survivability/Vulnerability ...................................... 1-59
Flight Control Scheduling........................................ 1-59 AVIONICS INTERFACE UNIT (AIU)
FCS Format.............................................................. 1-62 AIU System Overview ...........................................1-120
FCS Cautions ........................................................... 1-68
Autopilot Cautions ................................................... 1-72 GROUND COLLISION WARNING
FCS Detail BIT Format............................................ 1-72 SYSTEM (GCWS)
AOA Tone ................................................................ 1-75 GCWS Warnings ....................................................1-124
High Angle Of Attack Warning Tone....................... 1-75
Departure Warning Tone .......................................... 1-75 FRONT COCKPIT CONTROLS
Spin Recovery Display (SRD) ................................. 1-77 Front Cockpit Stick And Throttle Controls ............1-128
Autopilot .................................................................. 1-79
Autopilot Modes ...................................................... 1-79 REAR COCKPIT CONTROLS
Rear Cockpit Stick And Throttle Controls .............1-139
OVERLOAD WARNING SYSTEM (OWS) Hand Controllers ....................................................1-139
OWS Component Malfunctions............................... 1-88
UPFRONT CONTROLLER (UFC)
WARNINGS/CAUTIONS/ADVISORIES UFC BIT.................................................................1-149
Warning Lights......................................................... 1-91 UFC System Control ..............................................1-149
Caution Indications .................................................. 1-91 UFC Displays .........................................................1-150
Master Caution Lights ............................................. 1-96
Advisory Lights ....................................................... 1-96 HEAD-UP DISPLAY (HUD)
AUDIO WARNING SYSTEM .............................. 1-101 HUD Controls.........................................................1-162
HUD Power Up ......................................................1-162
BUILT-IN TEST (BIT) SYSTEM HUD Symbols ........................................................1-162
BIT Format............................................................. 1-103 HUD Windows .......................................................1-166
Initiated BIT........................................................... 1-103 HUD Display Programming
Auto BIT ................................................................ 1-107 (REJECT 1 and 2) ...............................................1-180
Functional Failures ................................................ 1-107 HUD MRM Mode ..................................................1-180
FCS BIT ................................................................. 1-107 HUD SRM Mode....................................................1-180
ADCP BIT...............................................................1-110 HUD Gun Mode .....................................................1-180
Avionics Status Display ..........................................1-112 HUD Combined Mode ...........................................1-180

ADVANCED DISPLAY CORE PROCESSOR MULTIPURPOSE DISPLAYS (MPD)/MULTIPURPOSE

(ADCP) COLOR DISPLAYS (MPCD)
ADCP Capabilities..................................................1-114 MPD/MPCD Controls ............................................1-181
ADCP Interfaces .....................................................1-114 Master Mode Programming....................................1-185
ADCP Reset ............................................................1-116 Take Command Operation......................................1-191
ADCP Failure..........................................................1-116
ADCP II Reset .....................................................1-116A REFERENCE STANDBY DISPLAY (RSD)
ADCP II Failure ...................................................1-116A Performance............................................................1-195
Multiplex (MUX) Bus .........................................1-118A Startup.....................................................................1-198
Menu.......................................................................1-201
ADCP II BASIC FLIGHT DISPLAY (BFD)
BFD Operation.....................................................1-118B INSTRUMENTS
BFD Status ...........................................................1-118B Standby Magnetic Compass ...................................1-208
BFD Displays.......................................................1-118B Radar Altimeter ......................................................1-208
UFC Point Data Submenu....................................1-118C Attitude Director Indicator (ADI) ..........................1-209
UFC Radio Functionality.....................................1-118C Horizontal Situation Indicator (HSI) ......................1-210
Attitude, Heading, and PPKS ..............................1-118C Navigation/Steering Modes ....................................1-211

1-2 Change 4
 CSTO SR1F-15SA-1-2
TABLE OF CONTENTS
NAVIGATION DISPLAYS INSTRUMENT LANDING SYSTEM (ILS)
Cruise Mode ...........................................................1-224 ILS Controls and Displays ..................................... 1-298
HUD Navigation Displays...................................... 1-225
UFC Navigation Displays ...................................... 1-226 AUTONOMOUS LANDING GUIDANCE
(ALG) SYSTEM........................................................ 1-301
TACTICAL SITUATION DISPLAY (TSD)
TSD Navigation......................................................1-239 ENHANCED CRASH SURVIVABLE
MEMORY UNIT (ECSMU)
INTERCOM SYSTEM Operation................................................................ 1-302
Intercom Controls...................................................1-241 BIT ......................................................................... 1-302
Audio Tones/Warnings ........................................... 1-241 Data ........................................................................ 1-302

UHF/VHF COMMUNICATIONS SYSTEM LIGHTING EQUIPMENT

UHF/VHF Controls And Indicators .......................1-243 Exterior Lighting.................................................... 1-304
UHF/VHF Radio Operation ...................................1-244 Interior Lighting..................................................... 1-305
Secure Voice Submenu ........................................... 1-251
Have Quick (HQ) ...................................................1-253 MOLECULAR SIEVE OXYGEN
HQ Program Submenu ........................................... 1-255 GENERATING SYSTEM (MSOGS)
MSOGS Concentrator............................................ 1-307
HIGH FREQUENCY (HF) COMMUNICATIONS Backup Oxygen System (BOS) ............................. 1-307
SYSTEM MSOGS BIT .......................................................... 1-308
HF Radio Operation ...............................................1-263 MSOGS Regulator ................................................. 1-308
HF BIT Controls and Formats................................1-271 Oxygen Hose Stowage Fitting ............................... 1-309
Emergency Oxygen Supply ................................... 1-309
IDENTIFICATION FRIEND
OR FOE (IFF) FUNCTION ENVIRONMENTAL CONTROL
IFF Transponder Function ...................................... 1-273 SYSTEM (ECS)
Transponder Controls ............................................. 1-273 Air Source Knob .................................................... 1-310
Identification Of Position (IP)................................1-274 Cockpit Temperature Control................................. 1-310
IFF UFC Submenu .................................................1-276 Air Flow Selector Switch....................................... 1-311
Mode S Operation .................................................. 1-279 Bleed Air Cautions................................................. 1-311
IFF Mode 4 Caution ...............................................1-283 Cockpit Pressurization ........................................... 1-311
IFF Emergency Operation ...................................... 1-283 Cockpit Pressure Altimeter .................................... 1-311
IFF Interrogator Function.......................................1-283 Avionics Pressurization And Temperature ............. 1-312
EMIS LMT .............................................................1-283 ECS Caution........................................................... 1-312
Display Flow Low Caution.................................... 1-313
PITOT-STATIC SYSTEM Emergency Vent Control ........................................ 1-313
Angle Of Attack Probes..........................................1-284 Anti-G System ....................................................... 1-313
Total Temperature Probe ........................................1-284 Windshield Anti-Fog.............................................. 1-313
Liquid Cooling System (LCS) ............................... 1-315
EMBEDDED GLOBAL POSITIONING
SYSTEM/INERTIAL NAVIGATION BOARDING STEPS ................................................. 1-317
SYSTEM (EGI)
EGI Alignment ....................................................... 1-286 CANOPY SYSTEM
EGI Orderly Shutdown........................................... 1-287 Normal Canopy System ......................................... 1-318
EGI Performance Monitor...................................... 1-287 Emergency Canopy System ................................... 1-319
EGI Navigation....................................................... 1-287
EGI BIT..................................................................1-288 EJECTION SEAT SYSTEM
EGI Electronic Boresight (EB)...............................1-290 Electrical Interseat Sequencing System ................. 1-321
EGI Memory Audit Format ....................................1-290 Ejection Seat Controls............................................ 1-321
Survival Kit............................................................ 1-323
TACTICAL AIR NAVIGATION (TACAN) AN/URT-44 Personal Locator Beacon Selector
SYSTEM Switch ................................................................. 1-323
TACAN Controls....................................................1-296

Change 2 1-3
CSTO SR1F-15SA-1-2
TABLE OF CONTENTS
STORES JETTISON SYSTEMS JHMCS Control ......................................................1-385
Jettison And Release Safety Switches ................... 1-327 JHMCS Data Loading ............................................1-385
Emergency Jettison Button .................................... 1-327 JHMCS System Initialization .................................1-386
Select Jettison Knob/Button................................... 1-328 JHMCS Controls ....................................................1-401
JHMCS BIT............................................................1-410
VIDEO RECORDING AND MAP
SYSTEM (VRAMS) MISCELLANEOUS SYSTEMS
General Description ............................................... 1-329 Aircraft Servicing Diagram ....................................1-417
Powerup And Setup ............................................... 1-335 Programmable Armament Control Set
VRAMS BIT.......................................................... 1-335 (PACS)....................................................................1-417
Aircraft Data Recording......................................... 1-340 Digital Electronic Warfare System (DEWS) ..........1-417
Data Handling ........................................................ 1-340 Radar System..........................................................1-417
Video Recording .................................................... 1-345 Navigation Pod .......................................................1-418
DVR Operation ...................................................... 1-345 Reconnaissance Pod ...............................................1-418
DVR Recording ..................................................... 1-351 Sniper Targeting Pod ..............................................1-418
Map ........................................................................ 1-356 Infrared Search and Track (IRST) System .............1-418
Fighter Data Link ...................................................1-418
JOINT HELMET MOUNTED CUEING Weapon Systems.....................................................1-418
SYSTEM (JHMCS)
System Architecture............................................... 1-381

1-4 Change 2
 CSTO SR1F-15SA-1-2
AIRCRAFT

AIRCRAFT

The F-15SA is a high-performance, supersonic, all-weather, WEIGHTS.

dual role fighter built by The Boeing Company. In the air
superiority role, its primary weapons are radar guided and The following weights are approximate to the nearest 500
infrared homing Air-to-Air (A/A) missiles and a 20MM pounds and are not used for computing aircraft performance
gun. In the interdiction role, the aircraft carries the Sniper or for any type operation.
targeting pod and a navigation pod on dedicated sensor
stations under the left and right engine inlets and can carry a With
variety of guided and unguided Air-to-Ground (A/G) W/O CFTs Configuration CFTs
weapons. pounds pounds

The aircraft is powered by two General Electric 35,500 Operating weight 40,000
F110-GE-129 turbofan engines. Aircraft appearance is (basic weight plus
characterized by a high-mounted swept-back wing and twin crew)
vertical stabilizers. The cockpits are elevated to enhance
visibility. The basic aircraft configuration is with Conformal 56,500 Takeoff gross weight 70,500
Fuel Tanks (CFTs) and without pods or pylons. CFTs with (operating weight
tangential carriage of A/A and A/G weapons can be plus full internal
removed. A Jet Fuel Starter (JFS) provides self-starting of fuel, full centerline
the engines. Aircraft systems are designed and located for fuel tank, ammunition,
high maintainability and reliability. Refer to the Foldout navigation and
section for a general arrangement illustration. targeting pods, wing
pylons and four
LAU-128 missile
DIMENSIONS. racks)
The approximate overall dimensions of the aircraft are: 65,500 Takeoff gross weight 79,500
as above plus two
Span - 42 feet, 10 inches full external wing
Length - 63 feet, 9 inches fuel tanks
Height - top of vertical tail - 18 feet, 8 inches
top of closed canopy - 12 feet 81,000 Maximum gross 81,000
Distance between main landing gear - 9 feet weight

1-5
CSTO SR1F-15SA-1-2
ENGINES

ENGINES

The aircraft is powered by two General Electric FCC channels 4 and 2 monitor the inlet throat pressures and
F110-GE-129 turbofan engines with afterburners. The command the left and right bypass doors respectively. A
engine is controlled by a Digital Engine Control (DEC). The failure in the bypass system or inlet airflow anomalies
DEC automatically trims to maintain performance as the triggers a BYPASS caution.
engine deteriorates.
Inlet control is non-redundant, each controlled by dedicated
FCC channels, with automatic (AUTO) and emergency
ENGINE STARTING SYSTEM. (EMERG) modes of operation. The inlet control architecture
prevents failures from one inlet or inlet control from
A self contained JFS is used to crank the engines for affecting the other inlet. Because of this, left side air data is
starting. The JFS is a small jet engine mounted on the used for the left inlet control and right air data is used for
central gearbox and along with the Airframe Mounted the right inlet control. The left inlet ramps are controlled by
Accessory Drive (AMAD), provides rotation and initial FCC channel 1, the right inlet ramps are controlled by FCC
electrical power for start. The JFS itself is started by channel 3. Total temperature is the only air data input that
accumulated hydraulic pressure. External power is not uses the opposite side for redundancy if the primary sensor
required during engine start. The JFS provides the only has failed.
means of engine rotation for ground start.
During engine start on the ground, the first stage ramp is
locked in the up position. If the INLET RAMP switch is in
ENGINE AIR INDUCTION SYSTEM. AUTO, the first stage ramp moves to the down position
when the main generator comes on line. In the air, the inlet
The engine air induction system uses independent engine ramp system still operates when the engine (or associated
inlets each consisting of three variable ramps, a variable main generator) is shut down as long as the appropriate
diffuser ramp and a variable bypass door (figure 1-1). The utility hydraulic circuit is available and a main generator is
Flight Control Computer (FCC) uses pitot-static pressure, on line. The left inlet and right inlet systems utilize Utility A
angle-of-attack, and total temperature data to automatically and Utility B hydraulic circuits, respectively.
schedule the variable ramps and bypass door throughout the
aircraft envelope. In a malfunctioning state, the FCCs continue to control the
inlets using the best information available; however, proper
The variable ramps provide air, at optimum subsonic flow, inlet control is not assured and engine operability
to the face of the engine fan inlet throughout a wide range of malfunctions may occur. The FCCs use default values for
aircraft speeds. The left and right inlet ramps are controlled pitot-static pressures and angle of attack if the input sensors
by FCC channels 1 and 3 respectively. A failure in the have failed.
control of the inlet ramps triggers an INLET caution.
The L/R INLET, L/R BYPASS, and UNK ENG TYPE
The bypass doors automatically relieve excess pressure in cautions are associated with the inlet control. These cautions
the inlet duct above Mach 1.5. Below Mach 1.5 the bypass alert the aircrew to malfunctions in the inlet control or
doors are always in the full up position. control inputs.

1-6
 CSTO SR1F-15SA-1-2
ENGINES

ENGINE AIR INDUCTION SYSTEM

Figure 1-1

INLET RAMP SWITCH. ENGINE OIL SYSTEM.

An INLET RAMP switch for each inlet (figure 1-2) is in the The engine is equipped with a self-contained, dry sump, full
Front Cockpit (FCP) on the miscellaneous control panel. pressure lubrication system which provides filtered oil for
The switch is lever locked, and has positions of AUTO and lubricating and cooling the engine main shaft bearings, oils
EMERG. seals, gearboxes, and accessories. It also provides oil to the
engine hydraulic pump for nozzle actuation.
AUTO The FCC automatically controls the air
inlet system. This is the normal position. Oil quantity is monitored by the ADCP with a signal sent
from the Engine Monitoring System Computer (EMSC).
EMERG Removes power from the ramp and bypass Refer to Engine Monitoring System (EMS) later in this
door actuators, causing them to move section.
hydraulically to the emergency (ramps
locked up and bypass door closed) posi-
tions. If hydraulic pressure fails, airloads ENGINE FUEL SYSTEM.
force the ramps and bypass door to the
emergency position. Refer to Foldout section for airplane and engine fuel system
illustration.
NOTE
The internal inlet ramps can take up to 45 seconds ENGINE IGNITION SYSTEM.
to reposition after placing the ramp switch to
EMERG. To reduce the inlet airflow anomalies, The ignition system contains three ignitor plugs, two for the
when EMERG is selected (or power lost) above engine and one for the afterburner. The engine ignitors are
Mach 1.4, the diffuser ramp is held in the last controlled by engine RPM and operate completely
position until the aircraft slows to below Mach 1.4. independent of throttle position or throttle movement.
INLET and BYPASS cautions extinguish after
selecting EMERG if below Mach 1.4.

1-7
CSTO SR1F-15SA-1-2
ENGINES

MISCELLANEOUS CONTROL PANEL

Figure 1-2

During engine start, high energy ignition, which is powered ENGINE FUEL/CONTROL SYSTEM.
by the engine alternator, is automatically turned on at
approximately 11% RPM and is automatically turned off at The control system is primarily composed of three major
59% RPM. The ignition system also provides an automatic components: the Digital Engine Control (DEC), the
relight feature which selects high energy ignition when the Afterburner Fuel Control (AFC), and the Main Engine
engine RPM deceleration rate exceeds 5% per second, or Control (MEC). The engine has two pilot selectable modes
when the engine RPM goes below 59%. of operation: Primary (PRIM) and Secondary (SEC). In
addition, there are two modes of operation between PRIM
The engine contains a low-energy ignition system powered and SEC which are not selectable by the pilot: Hybrid
by the aircraft main generators. This system is independent Variable Stator Vane (HVSV) and Hybrid (HYBD). The
of the engine high-energy ignition system. The low-energy engine operating mode is displayed on MPD/MPCD ENG
system is energized anytime the ENG CONTR switch is format.
OFF and the ENG MASTER switch is ON.
DIGITAL ELECTRONIC CONTROL (DEC).
Afterburner ignition is powered by the engine alternator and
provides energy to the afterburner spark ignitor. Afterburner The DEC is the critical component of the primary engine
ignition is automatically controlled by the DEC. control. The DEC is an engine-mounted, fuelcooled,
solid-state digital computer which controls both the main
An engine maintenance fault is recorded by the engine engine and the afterburner.
monitoring system if the DEC does not detect a flame in the
afterburner within five seconds of afterburner initiation for AFTERBURNER FUEL CONTROL (AFC).
outside air temperatures above 40°F, or within ten seconds
for outside air temperatures below 40°F. Afterburner The AFC is a fuel-operated, electrical and hydromechanical
initiation requires the throttle to be in the afterburner range control which regulates fuel flow to the afterburner in
and engine core speed above 85% RPM. conjunction with the DEC.
The engine alternator is driven by the engine gearbox and MAIN ENGINE CONTROL (MEC).
provides the RPM signal to the RPM indicator and power
for high energy and afterburner ignition and the DEC. The MEC is a fuel-operated control which provides various
control functions in all control modes.

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 CSTO SR1F-15SA-1-2
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ENGINE OPERATION. operation is retained.

• No manual selection of HVSV is available. Primary

PRIMARY (PRIM) CONTROL MODE.
mode can be re-attempted by cycling the ENG
CONTR switch.
The PRIM mode provides unrestricted engine operation
throughout the entire flight envelope.
HYBRID (HYBD) CONTROL MODE.
Key control functions provided by the DEC during PRIM
The DEC switches to HYBD if a fault is detected in the
operation are:
main fuel flow control circuit. In HYBD, the DEC transfers
control of both main fuel flow control and core VSV control
a. Scheduling of Inlet Guide Vane (IGV) position
to the MEC while retaining control of all other functions.
b. Compressor variable stator vane scheduling
Automatic turbine blade temperature limiting, idle lockup,
c. Fan speed control
and ground idle selection are not functional.
d. Afterburner fuel flow scheduling
e. Nozzle control
f. Ignition logic for starting and automatic relight NOTE
sequencing in both the engine and afterburner
• Some thrust degradation can occur, depending upon
g. Logic to automatically select HVSV or HYBD or
the specific flight condition. Afterburner operation is
transfer to SEC for certain PRIM failures.
retained.
When operating in PRIM, main engine fuel flow is
• No manual selection of HYBD is available in opera-
controlled by the DEC. The MEC fuel flow control feature
tional applications. Primary mode can be
is in standby mode.
re-attempted by cycling the L/R ENG CONTR
switch.
IDLE LOCKUP.
SECONDARY (SEC) CONTROL MODE.
During supersonic flight, with the throttle retarded below
MIL, the DEC maintains engine airflow as a function of
In the SEC mode the DEC removes power from the five
Mach number from the FCC to prevent inlet buzz and
primary control loops and transfers control to the MEC. The
possible engine stall. There is no change in RPM when the
exhaust nozzle goes to full closed, the afterburner is shut
throttle is retarded from MIL to IDLE above Mach 1.4. As
off, the fan inlet guide vanes are set to full closed position
the aircraft decelerates below Mach 1.4, the DEC permits
and the main fuel flow and VSVs are scheduled
progressively lower engine RPM while maintaining other
hydromechanically. There is no high pressure turbine blade
control limits.
temperature limiting, idle lockup, or flight/ground idle
speed transition. The SEC mode can be achieved either by
HYBRID VARIABLE STATOR VANE (HVSV) MODE.
DEC fault action or by the pilot manually selecting OFF on
the cockpit ENG CONTR switch. If the control senses a
The DEC switches to HVSV mode if a fault is detected in
fault, it automatically switches to SEC. Once the automatic
the Variable Stator Vane (VSV) control circuit. In HVSV
transfer has occurred it does not automatically transfer back
mode, the DEC transfers control of VSV to the MEC, while
into primary mode. The pilot has the ability to transfer back
retaining control of all other functions.
into the primary mode by cycling the ENG CONTR switch.
However, the primary mode can only be selected if the DEC
NOTE has cleared the fault. If the fault still exists, the control
• No thrust degradation occurs in HVSV. Afterburner remains in the secondary mode.

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CSTO SR1F-15SA-1-2
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ENGINE CONTROL SWITCH. which air enters the fan. This both improves fan efficiency
and increases the stall margin.
ON DEC provides normal control.
VARIABLE STATOR VANES (VSV).
OFF Engine control is transferred to secondary
mode (hydromechanical MEC). After- The compressor VSV system controls the angle of the core
burner is inhibited, engine thrust can be inlet guide vanes and the first three stages of core variable
reduced to 70-95% MIL, and exhaust noz- stator vanes. Positioning is a function of engine RPM. By
zle remains closed. varying the vane position, the system automatically changes
the effective angle at which the airflow enters the
MAIN ENGINE CONTROL. compressor rotor blades, thereby maintaining satisfactory
airflow and optimum compressor performance throughout
The MEC houses the hydromechanical components for the entire flight envelope. For increased stall protection after
controlling the engine. In the primary mode with the ENG a throttle snap to IDLE, the VSVs are closed slightly from
CONTR switch ON, the DEC controls the MEC scheduling. their normal position for approximately 2 minutes. The
If the DEC transfers to secondary mode or the ENG engine RPM increases slightly (approximately 2%). After 2
CONTR switch is OFF, the MEC schedules engine main minutes, the VSVs and engine RPM return to their normal
fuel flow and core VSVs in response to throttle position and schedule.
several engine pressures and temperatures.

In SEC or HYBD mode operation there is no RPM ENGINE MONITORING SYSTEM

overspeed or overtemperature protection provided by the (EMS).
engine control system. The only means of controlling the
engine within limits is with the throttle. The pilot must The EMS is operative in all engine control modes (PRIM,
monitor RPM and EGT to keep the engine within limits. HVSV, HYBD, and SEC).

ENGINE FUEL BOOST PUMP. The EMS is designed to perform engine diagnostics and
store engine fault data for postflight analysis. The EMS
The gearbox-mounted engine fuel boost pump provides consists of two primary components: the DEC which is
pressurized fuel to the main fuel pump and afterburner fuel mounted on the engine and the EMSC which is mounted on
pump. the airframe in a bay above the left engine inlet.

MAIN FUEL PUMP. The EMSC receives data from both the aircraft and the DEC
to perform engine diagnostics and fault detection. Upon
The gear-type main fuel pump receives pressurized fuel detection of a fault, the EMSC automatically stores
from the engine fuel boost pump. It provides additional approximately 8 seconds of engine data (6 seconds before
pressure and supplies the fuel to the MEC. and 2 seconds after the fault).

AFTERBURNER FUEL PUMP. Data recorded by the EMS are parts life tracking data,
engine performance trending data, and event data. This data
The gearbox-mounted afterburner fuel pump receives fuel can be extracted from the EMS by maintenance personnel
from the engine fuel boost pump. It provides additional after flight via a download receptacle behind door 154L
pressure and supplies fuel to the afterburner fuel control. under the left inlet.

INLET GUIDE VANES (IGVs). The EMSC has a data recording feature. At anytime in the
flight the aircrew can select ENG DATA SAVE pushbutton
Each IGV is an airfoil which is divided into two sections. (PB 1), see figure 1-6, on the MPD/MPCD ENG format and
The forward portion of the inlet guide vane is fixed which the EMSC records data. Selecting the ENG DATA SAVE
provides structural support. The aft portion of the inlet guide pushbutton saves a total of 15 seconds of data per engine (8
vane is a variable angle flap which controls the angle at seconds pre-event and 7 seconds post-event).

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 CSTO SR1F-15SA-1-2
ENGINES

Figure 1-3

AFTERBURNER SYSTEM. VARIABLE AREA EXHAUST

NOZZLE.
The afterburner system supplies afterburner fuel through
two sets of spraybars in three zones called local, core, and EXHAUST NOZZLE.
fan. Local is a limited amount of fuel supplied when
afterburner is selected to initiate afterburner light. Once lit, The exhaust nozzle is a variable area convergent/divergent,
with the throttle above minimum afterburner, core fuel flow semi-floating type with mechanically linked primary and
is increased. Once core flow has reached its maximum secondary flaps and seals. Nozzle area modulation is
(approximately ½ total afterburner flow), fan fuel flow is accomplished by four hydraulic actuators which provide
increased to maximum afterburner. Thrust change during an synchronous actuation. The nozzle actuators are operated by
afterburner transient is smooth without any perception of the engine hydraulic pump using engine oil as hydraulic
individual zones. fluid, and respond to electrical inputs from the DEC.
The engine uses a Light Off Detector (LOD) to determine if Exhaust Nozzle Control.
a light has occurred. When afterburner is selected and RPM
is above approximately 85%, afterburner local fuel flow and The primary functions of the nozzle system are to maintain
afterburner ignition is initiated. The fuel flow and ignition fan stall margin by varying the nozzle area and to control
remains on until a light has occurred as detected by the the engine thrust for optimum performance through the
LOD, and afterburner core and fan fuel flow is allowed to entire flight envelope.
increase to the throttle selected level. If the LOD fails only
minimum afterburner is available. If an afterburner blowout
occurs, the DEC automatically re-initiates afterburner ENGINE CONTROLS AND
assuming the throttle remains in afterburner.
INDICATORS.
The cockpit indication of exhaust nozzle position is actual
nozzle position. Nozzle position is only a function of ENGINE MASTER SWITCHES.
throttle position and engine pressures, and varies from full
open to full closed as inlet pressures change across the flight Two guarded ENG MASTER switches (figure 1-3) are in
envelope. The exhaust nozzle modulates during operation in the FCP on the ENGINE control panel. Placing either
primary, hybrid VSV and hybrid modes. The nozzle is full switch to ON (with electrical power available
closed at all throttle settings and flight conditions in
secondary mode.

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CSTO SR1F-15SA-1-2
ENGINES
and the associated FIRE button is not depressed) opens the microphone and speed brake. A detailed description of
corresponding airframe mounted engine fuel shutoff valve switch functions is in the Front Cockpit Controls or Rear
and directs power to the fuel transfer pumps. The ENG Cockpit Controls, this section or in the individual systems in
MASTER switch must be ON before the corresponding this manual and CSTO SR1F-15SA-34-1-1.
engine can be coupled to the JFS. Placing the switch OFF
decouples the engine from the JFS. If the ENG CONT/ESS THROTTLES.
28 Volt DC Bus is not available, placing an ENG MASTER
switch OFF does not shut off its airframe mounted engine Movement of the throttle is transmitted by mechanical
fuel shutoff valve. linkage to the main fuel control. A friction adjusting lever is
mounted adjacent to the FCP throttle quadrant. Finger lifts
THROTTLE QUADRANT. on the FCP throttles couple the JFS to the engine during
starting; they must also be lifted to move the throttles below
The front throttle quadrant (figure 1-4) contains the front IDLE and must then be released to move the throttles to
throttles, finger lifts, friction adjusting lever, rudder trim OFF. Advancing the throttle from OFF to IDLE (during
switch and flap switch. Additionally, the throttle grips engine start) opens the main fuel shutoff valve in the MEC.
contain switches to provide various system controls without Movement of the throttles from IDLE to OFF closes the
moving the left hand from the grips. The rear throttle main fuel shutoff valve in the fuel control, stopping fuel
quadrant contains the rear throttles and rudder trim switch. flow to the engine. Afterburner light-off is initiated by
The rear right throttle grip provides control switches for the advancing the throttle forward of the afterburner detent.

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 CSTO SR1F-15SA-1-2
ENGINES

THROTTLE QUADRANT
(FRONT COCKPIT)

Figure 1-4

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CSTO SR1F-15SA-1-2
ENGINES
ASYMMETRIC THRUST parameter, that parameter goes blank until it is within the
display range.
DEPARTURE PREVENTION SYSTEM
(ATDPS).
ENGINE MONITOR
The ATDPS is designed to reduce the possibility of a DISPLAY
directional departure caused by asymmetric thrust at high
calibrated airspeeds.

The Avionics Interface Unit (AIU) automatically enables the

ATDPS when the Advanced Display Core Processor
(ADCP) indicates flight is inside the critical flight regions,
above 425 KCAS while greater than Mach 1.0. The pilot
can manually enable the ATDPS while on the ground from
the ENG format using the ATDP TEST button (PB 20), see
figure 1-6, to test the functionality prior to launch. ATDP
TEST is not available with weight off wheels.

NOTE Figure 1-5

If the aircraft is in the ATDPS enabled region, the
ATDPS is activated by an ENG CONTR caution RPM% Displays compressor RPM from 0 to 110%
even if the throttles are not in afterburner. in 1% increments.
EGT °C Displays EGT from 0 to 1400°C in 10°C
In the critical flight region, ATDPS sets both engines to increments.
SEC for an AB blowout or an ENG CONTR caution. Thrust FF PPH Displays main engine fuel flow from 0 to
from both engines are equalized in SEC. After exiting the 99,900 Pounds Per Hour (PPH) in
critical flight region, ATDPS automatically enables PRIM 100-PPH increments.
operation for both engines. Asymmetric thrust resulting NOZ POS% Displays exhaust nozzle position from 0 to
from pilot action or failures not causing an ENG CONTR 100% open in 10% increments.
caution are not protected by ATDPS. OIL PSI Displays oil pressure from 0 to 100
Pounds per Square Inch (psi) in 5 psi
ENGINE MONITOR DISPLAY (EMD). increments.

The EMD (figure 1-5) located on the FCP lower main NOTE
instrument panel, is the primary source of engine data. The
EMD displays RPM, temperature, fuel flow, nozzle position Following engine startup, a display anomaly
and oil pressure for each engine. During engine starts characterized by EMD brightness flashing may be
without external electrical power or when airborne and both observed. The flashing may be stopped by cycling
main generators are off line and the emergency generator is the UFC dimmer clockwise from OFF to BRT and
on line, only RPM and temperature are displayed until one back to OFF. It can also be stopped by momentarily
main generator comes on line. With one main generator on covering the EMD photo sensor on the upper right
line or external electrical power on, all engine data is of the display bezel with a finger.
displayed. If the engine data exceeds the range of a

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 CSTO SR1F-15SA-1-2
ENGINES

ENGINE MONITOR FORMAT

Figure 1-6

MPD/MPCD ENGINE MONITOR (ENG) FORMAT.

FF/PPH Displays fuel flow from 0 to 99,000
PPH in 10-PPH increments.
The MPD/MPCD provides an alternate source for RPM,
EGT, fuel flow, and nozzle data displayed on the EMD and NOZ POS% Displays exhaust nozzle position from
is the only source for blade temperature, oil quantity, and 0 to 100% open in 1% increments.
engine control mode. It also displays Avionics Cooling
Monitor Unit (ACMU) temperature and cruise data as OIL QTY Displays oil quantity from 0.6 to 2.9
shown (figure 1-6). Refer to the Navigation Displays section GAL gallons to the nearest tenth gallon.
for information on the cruise data and ECS section for the
BLADE Displays turbine blade temperature
ACMU portion of the format. The display is selected by
TEMP°F from 500 to greater than 2,500°F in
pressing the ENG (PB 18) on the MPD/MPCD menu
1°F increments.
format. If engine data exceeds the range of a parameter, the
maximum or minimum limit is displayed. The oil quantity MODE Displays engine control mode status.
and blade temperature parameters are displayed in yellow Displayed modes include: PRIM,
and boxed if they exceed operating limit values. Control HVSV, HYBD, and SEC.
mode is displayed in bold, yellow and boxed for HYBD and
SEC modes. If any engine data is invalid or no signal is BIT indications of LDEC, RDEC, or EMSC may indicate
received, OFF is displayed for that engine parameter. that the respective DEC or EMSC has lost communication
MPD/MPCD engine data displayed with RPM less than or with the ADCP. If ENG format operation is normal,
equal to approximately 10% is invalid. EMD data is valid to communication is unaffected. Individual 5A or 5B
0%. indications for LDEC, RDEC, or EMSC indicate a loss in
redundancy only with no impact to displays or cautions. If
RPM% Displays compressor RPM from 0 to both 5A and 5B are displayed, this indicates the respective
greater than 110% in 1% increments. DEC or

EGT °C Displays EGT from 0 to greater than

1,400°C in 1°C increments.

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CSTO SR1F-15SA-1-2
ENGINES
EMSC is not communicating with the ADCP, resulting in The OIL QTY parameter is boxed and displayed in yellow
loss of engine parameters on the ENG format and associated when the EMSC sets the low oil quantity signal via the mux
engine cautions. bus, indicating oil quantity is below 1.1 gallons.

If DEC communication on the avionics bus is lost, the ENGINE CAUTION LIGHT.
engine operating mode and other parameters on the ENG
format indicate OFF except for fuel flow and oil quantity. The ENGINE caution light is in the FCP on the caution
The OIL TEMP caution, and the OVERTEMP voice lights panel and in the Rear Cockpit (RCP) on the
warning are inoperative since they rely on DEC warning/caution/advisory light panel. The ENGINE caution
communication. Refer to Built-In Test (BIT) System - light and MASTER CAUTION light come on when any of
Engine BIT Status section for more information. the following MPD/MPCD cautions are activated: L
BYPASS, R BYPASS, L INLET, R INLET, L ENG
If EMSC communication on the avionics bus is lost, both CONTR, R ENG CONTR, L OIL PRESS, R OIL PRESS, L
engine oil quantity parameters on the ENG format indicate OIL TEMP, R OIL TEMP, L OIL QTY, R OIL QTY, FUEL
OFF, and the OIL QTY cautions are inoperative since they HOT, L BST PMP, R BST PMP, L BLEED AIR, R BLEED
rely on EMSC communication. This may activate the UNK AIR, UNK ENG TYPE, or ATDP.
ENG TYPE caution if on the ground and the FCCs are not
transmitting a valid engine type. The ENGINE caution light and MPD/MPCD cautions
remain on until the problem is corrected.
The OIL PRESS and ENG CONTR cautions continue to
operate with mux communication failures since they are L OR R BYPASS CAUTION.
discrete signals from the engine to the AIU. If an ENG
CONTR caution comes on, the actual engine operating The L or R BYPASS cautions notify the aircrew that the air
mode must be inferred from engine response on the EMD. flow to the respective engine may not be controlled
correctly by the bypass door, or that inlet airflow anomalies
NOTE are detected.

The engine automatically switches to SEC below NOTE

20%RPM. Because of DEC internal logic, below
20%the ENG format displays PRIM unless the If both BYPASS and INLET cautions occur at the
DEC detects an internal failure or the ENG same time on the same engine, the INLET caution
CONTR switch is physically placed OFF. Above is the more severe and is the overriding caution.
20%RPM, the DEC reports actual engine operating
mode. L OR R INLET CAUTION.

The BLADE TMP°F parameter is boxed and displayed in The L (or R) INLET caution notifies the aircrew that the
yellow when turbine blade temperature exceeds 1845°F, and inlet ramps on the indicated side of the aircraft may not be
OVERTEMP voice warning activates. The BLADE TEMP functioning correctly to control the flow of engine air.
°F parameter display returns to normal when the value
decreases below 1825°F.

1-16 Change 2
 CSTO SR1F-15SA-1-2
ENGINES
L OR R ENG CONTR CAUTION. The L or R OIL QTY caution indicates the level in the oil
tank is less than 1.1 gallon for 30 seconds while greater than
The L (or R) ENG CONTR caution comes on with left or or equal to 0.8g. Hydraulic oil for the exhaust nozzle control
right DEC transfer from primary to hybrid or secondary is supplied by the oil tank. The oil tank has a priority system
mode, failure of Mach number signal from the FCCs that prevents exhaust nozzle control hydraulic oil leaks from
(landing gear handle up only), afterburner inhibited, or depleting the main engine oil system. If oil level persists
supersonic afterburner (AB) blowout. below 1.1 gallons, the exhaust nozzle can become erratic or
open until it balances with aerodynamic forces. If an oil leak
NOTE is in the main engine oil system, the L/R OIL PRESS
caution and EMD oil pressure indications provide warning
• The caution does not come on for DEC transfer to of impending engine damage.
HVSV mode. The ENG CONTR caution is not acti-
vated for afterburner failures above Mach 1 when FUEL HOT CAUTION.
afterburner is not selected.
The FUEL HOT caution is displayed on the MPD/MPCD
• ENG CONTR cautions resulting from detected when the engine fuel inlet temperature exceeds
Mach signal faults may appear during, or immedi- approximately 210°F.
ately following, full aft stick high AOA maneuvers
initiated above approximately Mach 0.8. The aircrew L OR R BST PMP CAUTION.
can confirm the caution is a Mach fault if the control
MODE has not transferred to SEC or HYBD, if the The L or R BST PMP caution comes on if the associated
afterburner lights, and if there is no supersonic AB main boost pump output pressure is low.
blowout. Checklist procedures for an ENG CONTR
caution must be followed. The mission may be con- L OR R BLEED AIR CAUTION.
tinued provided the caution clears after cycling the
ENG CONTR switch. These cautions come on when there is a left/right bleed air
leak detected.
L OR R OIL PRESS CAUTION.
UNK ENG TYPE CAUTION.
The L or R OIL PRESS caution comes on with a low oil
pressure switch signal from the DEC to the AIU. The low The UNK ENG TYPE caution indicates that the engine
oil pressure switch is independent of the EMD oil pressure avionics and engine inlet schedules do not match. The
transmitters, which may result in OIL PRESS cautions with engine mux bus displays and cautions does not function
normal operating pressures or failed pressure indications properly.
with no caution depending on the failed sensor. The OIL
PRESS caution does not provide an indication for high oil The ADCP uses mux bus communication to verify that the
pressure. engine avionics and the engine inlet schedules identified by
the FCCs match. This check is only performed following a
Normal oil pressure is 15-65 psi. Normal oil pressure at weight-on-wheels power cycle to ensure that the engine type
MIL or afterburner is 35-65 psi. The low oil pressure switch cannot change in flight.
activates below 11 psi and clears above 14 psi. This caution
is delayed up to 30 seconds by the ADCP when flying at g If the EMSC is not communicating but the FCC identifies
levels below 0.5g. the engine type, the ADCP begins communication with the
engines; however the oil quantity parameters and cautions
L OR R OIL TEMP CAUTION. does not function due to the failed EMSC communication.

The L or R OIL TEMP caution comes on with high left or If the EMSC is communicating but the FCCs are providing
right oil temperature (greater than 300°F). The high oil a different engine inlet schedule, the ADCP sets the UNK
temperature condition may indicate a bearing failure or ENG TYPE because the inlet schedules do not match engine
failure of the engine lubrication system. type.

L OR R OIL QTY CAUTION.

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CSTO SR1F-15SA-1-2
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If the EMSC is not communicating on the mux bus, the may not be available. If subsonic, the ATDP caution means
ADCP uses communication with the FCC to verify the that the engine control mode switches are tied together and
installed engine configuration. If neither the EMSC nor any ENG CONTR caution or manual transfer to SEC may
FCCs provide a valid engine type, the ADCP sets the UNK result in both engines transferring to SEC without being
ENG TYPE caution after 8 seconds and the ENG format able to be reset.
parameters displays OFF (except for fuel flow).
NOTE
ATDP CAUTION.
The MASTER CAUTION light, ENGINE category
The ATDP caution comes on when system operating mode light and ATDP caution come on momentarily
is other than commanded or when FCC air data is invalid. If during the FCC Initiated Built-In Test (IBIT), AIU
supersonic, the ATDP caution means that ATPD protection IBIT or AUTO Built-In Test (BIT).

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 CSTO SR1F-15SA-1-2
ANTI-ICING SYS

ANTI-ICE SYSTEM

The engine anti-ice system prevents the formation and

accumulation of ice on the frame struts, the forward center ECS CONTROL PANEL
body, and the IGV flaps. Low pressure bleed air is directed
to a pressure regulating anti-icing valve.

When the anti-icing valve is open, low pressure bleed air

enters the front frame at two separate locations. Bleed air is
then distributed radially to each of the front frame struts, the
IGV flaps, and the forward center body.

WINDSHIELD HEAT.
The WINDSHIELD heat switch on the ECS panel controls
hot airflow from the primary heat exchanger to the
windshield exterior anti-ice nozzle (figure 1-7).
Figure 1-7
ON Activates the windshield anti-ice system.
(AOA) probes, and 2 total temperature probes. Their heating
OFF De-activates the windshield anti-ice sys-
elements are controlled by the PITOT HEAT switch located
tem.
on the ECS panel. The switch is lever-locked from AUTO to
OFF and is electrically held to ON. Two circuit breakers are
available to the pilot on the center pedestal.

ON Applies power to the heating elements.

Use of the windshield anti-ice system under Automatically releases to AUTO with
non-icing conditions can damage the windshield. removal of electrical power.

WINDSHLD HOT CAUTION. AUTO Power is applied to the heating elements

when airborne, and removes power on the
The WINDSHLD HOT caution on the MPD/MPCD comes ground.
on when windshield anti-ice air temperature is excessive. It
does not detect the temperature of the windshield or warn of OFF All power is removed from heating ele-
impending windshield damage. ments.

PITOT HEAT. NOTE

Power is removed from all heating elements during
The aircraft has 8 heated air data sensors. These consist of 4
an emergency CFT fuel transfer.
pitot-static probes, 2 Angle-Of-Attack

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CSTO SR1F-15SA-1-2

ENG HEAT. TEST Checks detector operation, and turns on

the INLET ICE caution. Spring loaded to
The ENG HEAT switch, on the ECS control panel (figure OFF.
1-7) is a three-position switch. The functions are described
below. INLET ICE CAUTION.

ON Activates the engine anti-ice system. At The INLET ICE caution indicates an ice build up on the
80% RPM and above, a slight increase in engine inlet ice probe located in the left engine inlet duct.
EGT (approximately 10°C) and decrease The INLET ICE caution remains on as long as the icing
in RPM is noticeable. condition exists and is not extinguished by activating the
engine anti-ice system.
OFF De-activates the engine anti-ice system.

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 CSTO SR1F-15SA-1-2
FIRE WARN/EXT SYS

FIRE WARNING/EXTINGUISHING SYSTEM

The fire warning and extinguishing system consists of three After first lifting a spring loaded metal guard, pressing the
illuminating pushbutton switches, one fire extinguisher AMAD FIRE PUSH light arms the extinguisher bottle for
bottle, a discharge/test switch, fire sensors located in the release into the AMAD/JFS compartment but does not
engine and AMAD compartments, and various prevent normal JFS operation.
warning/caution lights. The system provides engine and
AMAD fire warning, emergency engine and JFS shut down, When arm is selected, approximately 1.8 inch of yellow and
and selective fire extinguishing. The extinguisher is a black stripes are visible around the outer edges of the
gaseous system which provides one-shot extinguishing light(s). The fire lights must be pressed again to de-arm the
capability. The gas is nontoxic, noncorrosive and does not extinguisher and restore the selected system to normal
damage aircraft components. Electrical power is required to operation. The FCP fire warning/extinguisher panel contains
operate the fire warning and extinguishing system. During afterburner L/R BURN THRU warning lights. The
JFS operation, before the emergency generator comes on the respective light comes on to indicate a fire or burn thru.
line, only the AMAD system is operative. After the
emergency generator is on line, the engine fire warning and
extinguishing is also operative. When a main generator is on
line, the afterburner burn thru detection system is operative.
If more than one FIRE PUSH button is pressed
FIRE LIGHTS/SYSTEM OPERATION. when the discharge switch is activated, the
extinguishing agent is released to each of the areas
selected, reducing the effectiveness of the
Three fire lights on the fire warning/extinguishing control
extinguishing system.
panel (figure 1-8) in the FCP are combination warning
lights and fire extinguisher arming buttons. Two fire
warning lights in RCP provide warning of ENG FIRE LEFT FIRE/WARNING/EXTINGUISH
and ENG FIRE RIGHT but have no extinguisher function. CONTROL PANEL
The three lights in the FCP are labeled AMAD FIRE PUSH,
L ENGINE FIRE PUSH and R ENGINE FIRE PUSH. The
appropriate fire light(s) comes on when a fire condition
exists.

Each FCP fire light has four sections with an individual

light bulb in each section. The top two bulbs of the AMAD
light are associated with the AMAD fire sensor loop and the
bottom two bulbs with the JFS fire sensor loop. The top
bulbs of the engine fire lights are associated with the
forward transponder loop of the corresponding engine, and
the bottom two bulbs with the aft transponder loop. Failure
of any of the above pairs of lights to come on during test
indicates failure of the corresponding sensor loop.

After first lifting a spring loaded metal guard, pressing the L

ENGINE FIRE PUSH or R ENGINE FIRE PUSH light
shuts off bleed air from, and fuel flow to, the corresponding Figure 1-8
engine, and arms the extinguisher bottle for release into the
selected engine compartment. After the L or R ENGINE
FIRE/OVERTEMP/AB BURN THRU
FIRE PUSH light is pressed, the engine decelerates but can VOICE WARNINGS.
continue running at sub-idle RPM for up to 120 seconds
until the fuel is consumed downstream of the airframe When an engine fire is detected, the voice warning states:
mounted fuel shutoff valve. WARNING, ENGINE FIRE LEFT (or WARNING,
ENGINE FIRE RIGHT), pauses, then

1-21
CSTO SR1F-15SA-1-2

repeats the warning. The AMAD fire voice warning states: DISCHARGE Momentary contact immediately dis-
WARNING, AMAD FIRE, pauses, then repeats the warning. charges the extinguisher into the selected
compartment. If the AMAD circuit is
The left or right engine overtemperature voice warning is selected, the discharge switch also shuts
annunciated when the BLADE TEMP°F exceeds 1845°F. off fuel flow to the JFS. The switch is
The voice warning states, WARNING, OVERTEMP LEFT lever-locked from OFF to DISCHARGE
(or RIGHT), pauses then repeats the warning. and is spring loaded to OFF.

NOTE TEST Switch is spring loaded to OFF. When held

to TEST, depending on power source, tests
The high pressure turbine overtemperature signal is the available fire loops, illuminates the
activated via an optical sensor which monitors the associated warning lights and sounds the
BLADE TEMP°F. The EMD displays Exhaust Gas voice alert. The RCP fire lights illuminate
Temperature (EGT). EGT may not read high with the FCP fire lights.
during an engine overtemperature. Check
MPD/MPCD for BLADE TEMP°F out of limits if
the overtemperature voice warning is activated.

If a burn thru condition is detected in the Afterburner

section, the voice warning states: AB BURN THRU LEFT If the JFS is running, the switch must be held in the
(or RIGHT), pauses, then repeats the warning. DISCHARGE position until the JFS READY light
goes out to ensure the JFS fuel shutoff valve
remains shut down. This can take up to 3 seconds.
FIRE DISCHARGE/TEST SWITCH.
A discharge/test switch is located on the fire
FIRE SENSOR CAUTION.
warning/extinguishing panel in the FCP
Appearance of the FIRE SENSOR caution on the
OFF System provides normal fire warning. MPD/MPCD indicates one or more fire sensors have failed.
The MASTER CAUTION and ENGINE caution also come
on. The failed fire sensor(s) can be identified by doing a fire
circuit test.

1-22
 CSTO SR1F-15SA-1-2
SECONDARY PWR SYS

SECONDARY POWER SYSTEM

The secondary power system provides power for starting the

aircraft engines and transmits power from the engine to the
aircraft accessories. It consists of an accumulator powered
hydraulic motor, central gearbox, JFS, and left and right
AMAD gearboxes. Avoid running the JFS (engaged or disengaged) for
extended periods on the ground due to limited
cooling. Consider shutting down the JFS to work
CENTRAL GEARBOX (CGB). maintenance problems between engine starts.

During JFS start, the CGB provides the mechanical

connection between the hydraulic motor and the JFS. After SECONDARY POWER
the JFS is started, the CGB then provides the gearing and SYSTEM
clutching functions necessary to transmit power from the
JFS to the left or right AMAD gearboxes.

AIRFRAME MOUNTED ACCESSORY

DRIVE (AMAD).
The left and right AMAD gearboxes are directly connected
to their respective engine, utility hydraulic pump, Power
Control (PC) hydraulic pump, and Integrated Drive
Generator (IDG). During engine start, power is transmitted
from the JFS through the CGB and through the applicable
AMAD gearbox to the engine. Once the engine is started,
the CGB decouples from the AMAD gearbox and the
engine then drives the AMAD gearbox and its associated
accessories. The accessories on either AMAD gearbox are
sufficient to support the aircraft systems if one engine or its
associated AMAD gearbox fails as shown (figure 1-9).

JET FUEL STARTER (JFS).

A JFS, mounted on the central gearbox, is used for engine
starting. It can start either engine, but not both
simultaneously. JFS operation is controlled by the Figure 1-9
STARTER switch and the JFS control handle; fuel is
provided by the main aircraft fuel system. JFS ignition and JFS STARTER SWITCH.
electrical power are provided by a self contained permanent
magnet generator. Starting power to the JFS is provided by a The STARTER switch (figure 1-3) is in the FCP on the right
hydraulic motor that is driven by hydraulic pressure console engine control panel. It has positions of ON and
accumulators. The accumulators are charged automatically OFF. During engine start, the JFS is automatically shut
by circuit B of the utility hydraulic system, or manually by down after both engines are started; however, it can be shut
hand pump. The JFS automatically shuts down when the down at any time by placing the switch OFF.
second engine reaches approximately 58% RPM. The JFS
may be used inflight to perform a JFS Assisted Restart, refer
to section III.

1-23
CSTO SR1F-15SA-1-2

JFS READY LIGHT. The JFS LOW caution is displayed if either JFS
accumulator pressure is low.
The JFS READY light (figure 1-3) is located on the
ENGINE panel. The light is illuminated by the JFS JFS CONTROL HANDLE
Generator Control Unit (GCU) and indicates the JFS is
running. The light remains on for approximately 2 seconds
after the JFS has shut down until the GCU loses power.

JET FUEL STARTER (JFS) CONTROL HANDLE.

The JFS control handle (figure 1-10) is in the FCP on the

lower right corner of the main instrument panel. Pulling the
handle straight out discharges one JFS accumulator.
Rotating the handle 45° counterclockwise (CCW) and
pulling discharges both accumulators, or the remaining
accumulator if one is already discharged. The handle is
spring loaded to return to its normal position.

JFS LOW CAUTION.

Figure 1-10

1-24
 CSTO SR1F-15SA-1-2
FUEL SYS

AIRCRAFT FUEL SYSTEM

Refer to Foldout section for airplane and engine fuel system survivability. Dry bay areas (voids) around fuel cells on the
illustration. Fuel is carried internally in four interconnected sides and bottom of fuselage fuel tanks are filled with
fuselage tanks, and two internal (wet) wing tanks. External explosion suppression foam.
fuel can be carried in three external tanks and two
conformal fuel tanks. The external tanks are mounted on the
centerline and inboard wing station pylons and are FUEL TRANSFER SYSTEM.
completely interchangeable. CFTs are mounted on the
outboard side of each engine nacelle. All tanks may be The fuel transfer system provides for internal and external
refueled on the ground through a single pressure refueling fuel transfer. Internal fuel consists of left and right internal
point; airborne they can be refueled through the aerial wing tanks, left and right engine feed tanks, right aux tank,
refueling receptacle. External tanks may be individually and tank 1. External fuel consists of left and right CFT, left
fueled through external filler points. The internal wing tanks and right external wing tanks, and the external centerline
and tank 1 are transfer tanks. Tank 1 consists of one main tank. Any sustained fuel imbalance greater than 200 pounds
tank and a right auxiliary (aux) tank. The tanks are so between internal wing tanks or 1,000 pounds between CFTs
arranged that all internal fuel transfers even if the transfer lasting over 5 minutes are recorded in maintenance
pumps fail. CFT fuel is transferred by transfer pumps to any documentation. Fuel transfer imbalances up to 1,500 pounds
internal tank that accepts it. Regulated engine bleed air in the external wing tanks are normal.
pressure transfers fuel from the external tanks to any
internal tank that accepts it and also provides a positive Refer to the Prohibited Maneuvers in section V regarding
pressure on all internal fuel tanks. Each CFT is pressurized angle-of-attack limits with fuel and store asymmetry.
by a self-contained ram air pressurization and vent system.
Float type fuel level control valves control fuel level during INTERNAL FUEL TRANSFER.
refueling or fuel transfer operations. All internal, CFT, and
external fuel (except engine feed tanks) may be dumped Internal fuel transfer is accomplished by three electric
overboard from an outlet at the trailing edge of the right transfer pumps (left and right internal wing tanks and tank
wing tip. All internal fuel tanks are vented through the vent 1) and one fuel ejector pump (right aux tank). The electric
outlets at each wing trailing edge. The external tanks are pumps automatically transfer internal wing and tank 1 fuel
vented through the vent outlets in their individual pylons. to the engine feed tanks when the level control valve(s) in
Each CFT is vented through an outlet near the back of the either of the two feed tanks is open. The transfer pumps run
CFT. The fuel quantity indicating system provides fuel continuously when electrical power is applied to the aircraft
quantity, in pounds, of all internal, CFT, and external fuel. and an ENG MASTER switch is on. However, tank 1
Refer to Servicing Diagram, this section, for fuel grade and transfer pump does not run unless the slipway switch is in
specifications. CLOSE even if the FUEL LOW light is on.

During normal operation, approximately 200 pounds of tank

SURVIVABILITY. 1 fuel transfers before the internal wing tanks start to feed.
This sequence causes the Center of Gravity (CG) to move
The internal fuel tanks, all of which are located forward of aft. Once the internal wings start transferring, they
the engines, contain foam for fire/explosion protection. The simultaneously transfer along with tank 1 to the engine feed
feed tanks are self-sealing. Fuel lines are routed inside tanks tanks. This occurs both on the ground and in flight.
where possible, and most have self-sealing protection when Although tank 1 contains more fuel than either internal wing
outside the tanks. All CFT compartments incorporate tank (550 ±200pounds), the transfer rate of tank 1 and the
explosion suppression foam slabs for enhanced

1-25
CSTO SR1F-15SA-1-2
FUEL SYS
internal wing tanks is designed so that tank 1 and the wing When the aft compartment fuel level drops below an
tanks empty within 200 pounds of each other. interconnect float valve level, the interconnect valve opens
connecting the two sumps. The CFT transfer pumps run
NOTE continuously when electrical power is applied to the aircraft,
an ENG MASTER switch is on, the slipway switch is in
During extended ground operations, the fuel CLOSE, CFT is selected on the external transfer switch, and
imbalance may be greater than 200 pounds due to NORMAL is selected on CFT STOP TRANSFER/REFUEL
fuel recirculation back into the internal wing tanks. switch. FUEL LOW light activation turns on CFT transfer
This is a normal condition and does not adversely even if the slipway switch is in OPEN or ORIDE. Fuel
affect CG, even if tank 1 is completely empty. transfer sequence within the CFT is designed so the CG
moves forward as the CFT transfers fuel. Improper fuel
If the electric transfer pumps fail, fuel from all internal sequencing from the CFT may cause the CG to remain or
tanks gravity transfers at a reduced rate to the engine feed move aft while the CFT transfers fuel. Refer to the CG
tanks. Check valves prevent fuel flow from the feed tanks to limitations in section VI for more details on CG travel with
the transfer tanks. The fuel ejector pump in the right fuel transfer.
auxiliary tank automatically transfers fuel to main tank 1
when its transfer pump is operating. If the ejector pump or EXTERNAL TRANSFER SWITCH.
tank 1 transfer pump fails, fuel gravity transfers (through the
open ejector pump) at a reduced rate as the level of main The EXT TRANS switch on the fuel control panel (figure
tank 1 decreases. 1-11) has switch positions of WING/CTR (external
wing/centerline) and CONF TANK (CFT). The switch is
EXTERNAL WING AND CENTERLINE TANK used to select the transfer sequence of the external fuel. In
TRANSFER. flight, all external tanks are pressurized and can transfer
fuel. On the ground, since external wing and centerline
External wing and centerline fuel is transferred by engine tanks are depressurized, no fuel transfers from those tanks.
bleed air pressure if the landing gear handle is UP. External However, the CFTs can transfer fuel on the ground since the
fuel does not transfer with the landing gear handle down or CFT transfer pumps operate continuously.
with the slipway switch in OPEN unless the FUEL LOW
light comes on. If a complete electrical failure occurs, the Whichever switch position is selected, the opposite tank
external fuel still transfers. There is no backup provision for does not transfer unless the selected tank transfer rate is
the external fuel transfer system. External fuel normally insufficient to maintain full internal fuel. If the selected
transfers before the internal tanks start to deplete. External transfer sequence does not maintain full internal tanks, all
wing tank fuel may not transfer at the same rate or even the external tanks (wing, centerline, and CFT) transfer
together, but normally transfers before centerline fuel. simultaneously until the internal fuel tanks are full. (Internal
Internal and all external tanks can deplete simultaneously fuel depletes by approximately 1,100 pounds before the
whenever engine fuel consumption exceeds transfer simultaneous transfer occurs.) Once full, the simultaneous
capability. transfer ceases until the transfer rate of the selected tank
again fails to keep the internal tanks full. For example, with
CFT TRANSFER. CFTs and without external wing/centerline tanks, but the
external transfer switch in WING/CTR, cyclic CFT transfer
Each CFT contains two transfer pumps, one in the center occurs and the cycling continues until CFTs are empty. This
compartment sump and one in the aft compartment sump same type of cyclic transfer occurs if the opposite is true;
(figure FO-5). The center pump transfers center external wing tanks installed, no CFT installed, and external
compartment fuel and the aft pump transfers aft transfer switch in CONF TANK position. On the ground,
compartment fuel. Forward compartment fuel gravity since external wing and centerline tanks are depressurized,
transfers to the center compartment. The sumps are and with CFTs installed, cyclic transfer maintains the
connected by a float controlled interconnect valve which internal tanks full with the external transfer switch in
isolates the sumps until the aft compartment is almost empty WING/CTR position.
or the aft transfer pump fails. Each CFT also contains an
ejector pump that aids fuel transfer from the aft
compartment when aircraft attitude causes fuel to shift aft.

1-26
 CSTO SR1F-15SA-1-2
FUEL SYS
STOP REFUEL Prevents filling of the tank(s) selected.
FUEL CONTROL PANEL
CFT EMERGENCY TRANSFER SWITCH.

The CONF TANK EMERG TRANS switch (figure 1-11),

located on the fuel control panel, has positions of normal
(NORM), L, and R. This switch is in NORM with or
without conformal tanks installed. When operating on the
emergency generator only, selecting either L or R
deactivates all aircraft pitot heaters, and activates the
selected (L or R) CFT center sump transfer pump. Selecting
L or R deactivates the aircraft pitot heaters even if the CFTs
are not installed.

FUEL FEED SYSTEM.

There are two separate fuel feed systems, one for each
engine. During normal operation, fuel temperature is
controlled by fuel recirculation to the internal wing tanks.
The internal wing tanks act as a heat exchanger to lower the
fuel temperature before it again transfers to the feed tanks.
Baffles in the feed tanks provide limited fuel supply for the
Figure 1-11 left and right main boost pumps during negative g or
inverted flight. During normal operation, the right main
FUEL CONTROL SWITCHES. boost pump supplies fuel to the right engine only, and the
left main boost pump supplies fuel to the left engine only.
Three fuel control switches, (figure 1-11) labeled WING Below 1,000 pounds total feed tank fuel, feed tanks may not
(external wing tanks), CTR (centerline tank), and CONF feed simultaneously. The main boost pumps are capable of
TANK are on the fuel control panel. All three switches have providing pressurized fuel flow to the engines at all power
the same three positions identified below. settings throughout the flight envelope. If either or both
main boost pumps fail, or either or both main generators are
NORM Provides normal transfer and refuel of inoperative, or both main transformer-rectifiers fail, the
corresponding tanks. emergency boost pump is activated and a system of tank
interconnect and crossfeed valves allows the remaining
STOP TRANS Stops transfer from corresponding tanks, operating pump(s) to supply all usable fuel in the feed tanks
including automatic external transfer, unless FUEL LOW to both engines. With one main boost pump and the
light is on, in which case fuel transfers regardless of emergency boost pump operating, pressurized fuel is
position of this switch. supplied to both engines at all non-afterburner power
settings throughout the envelope. With double boost pump
failure (any two), the remaining pump is capable of
supplying fuel to both engines at all non-afterburner power
settings from sea level to 30,000 feet.
Selecting STOP TRANS inhibits auto transfer and
causes the aircraft to exceed aft CG limits.

1-27
CSTO SR1F-15SA-1-2
FUEL SYS
If both main boost pumps and the emergency boost pump TRANSFER PUMP VOICE WARNING.
are inoperative, fuel is available to the engines by suction
feed only. Under most flight conditions the engine requires Failure of the CFT or wing fuel transfer pump activates the
pressurized (boosted) fuel to preclude fuel vaporization. transfer voice warning. When a failure is detected the voice
Therefore, loss of both main pumps and the emergency warning states: WARNING TRANSFER PUMP, pauses,
boost pump may cause dual engine flameout. During then repeats the warning.
single-engine operation, the feed tank of the inoperative
engine does not feed to the operative engine until the fuel ENGINE FUEL FLOW TRANSMITTERS.
level of the good engine feed tank is well below FUEL
LOW light activation. The engine fuel flow rates are provided by independent left
and right engine fuel flow transmitters mounted in the main
L OR R BOOST PUMP CAUTION. engine feed lines. The mass flow type transmitters provide
flow rates from 0 to 100,000 pounds per hour (PPH).
The L and R BOOST PUMP cautions are displayed on the Transmitter accuracy degrades at low fuel flow rates and
MPD/MPCD if the associated boost pump output pressure is during rapid throttle changes. This can result in momentary
low. flow indications of 0 PPH. This is most likely to occur
during idle power operations either on the ground or at high
EMER BST ON CAUTION. altitude and low airspeed. At idle RPM the engine fuel
flows may oscillate between 200 and 1,600 PPH,
The EMER BST ON caution, on both the caution light panel occasionally drop to zero, and may differ between EMD and
and the MPCD, comes on any time the emergency generator ENG formats. The fuel flow indications stabilize when the
is operating and sufficient emergency boost pump output engine RPM is increased above idle. Displayed fuel flow
pressure is available. rates are only considered accurate while operating at steady
state throttle settings.
BST SYS MAL CAUTION.

The BST SYS MAL caution on both the caution light panel FUEL TANK PRESSURIZATION AND
and the MPD/MPCD comes on any time the emergency fuel VENT.
boost pump output pressure is insufficient or the emergency
fuel boost pump is being powered by an abnormal source The pressurization and vent system provides regulated
(main generator). engine bleed air pressure to all internal tanks to prevent fuel
boil-off at altitude and to the external tanks for fuel transfer.
FUEL HOT CAUTION. The system also provides pressure relief of the fuel tanks
during climbs, and vacuum relief of the fuel tanks, as
The FUEL HOT caution on the MPD/MPCD comes on required, during descents. The internal and external tanks
when the engine fuel inlet temperature exceeds are pressurized when the landing gear handle is UP. Internal
approximately 210°F. and external tanks are depressurized when the landing gear
handle is DN.
XFER CAUTION.
The pressurization and vent system is self-contained for
The XFER caution is displayed on the MPD/MPCD and each CFT. Each CFT provides regulated ram air pressure
comes on when a failure of a CFT or a wing fuel transfer (from a flush inlet on the side of the CFT) to all three
pump occurs. There is no differentiation between left or compartments to maintain positive tank pressures. The
right transfer pump or between internal wing tanks and CFT. system also provides pressure relief of the CFT through the
overboard vents during climb and air refueling, and vacuum
relief during ground operation.

1-28
 CSTO SR1F-15SA-1-2
FUEL SYS
FUEL QUANTITY INDICATING nal wing tanks is displayed.
SYSTEM. EXT CTR The fuel remaining in the external center-
line tank is displayed in the LEFT counter
The fuel quantity indication system provides readings, in (RIGHT indicates zero).
pounds, of usable internal, CFT and external fuel as shown
(figure 1-12). The system components include the FUEL CONF TANK The fuel remaining in the respective con-
QTY indicator, a BIT, a BINGO caution display, and an formal tank is displayed.
independent FUEL LOW light.
BIT A spring-loaded position that drives the
FUEL QUANTITY INDICATOR. internal (pointer) and total (counter) indi-
cators to 6,000 pounds, and the LEFT and
A combination pointer-counter FUEL QTY indicator is on RIGHT (counters) to 600 pounds, indicat-
the lower right side of the main instrument panel. The ing the fuel quantity indicator is operating
pointer indicates total internal fuel with readings multiplied normally.
by 1,000. The upper counter marked TOTAL LBS indicates
total internal fuel plus CFT and external fuel. The two lower
NOTE
counters, marked LEFT and RIGHT, and a selector switch
provide individual tank monitoring and a check of the OWOFF and G LMTR OFF indications occur
indicator. An OFF flag is displayed if no electrical power is during the BIT. All functions returns to normal
available. when the knob is released out of BIT.

Erroneous fuel indications resulting from fuel slosh occur FUEL LOW CAUTION.
during and immediately following maneuvering flight.
A FUEL LOW caution on the caution light panel warns the
NOTE aircrew of a low fuel level in one or both engine feed tanks.
The FUEL LOW caution is completely independent of the
The fuel gauge totalizer may oscillate during HF fuel quantity indicating system and is controlled by a sensor
transmissions on certain frequencies. The size of in each feed tank. The sensor in the right feed tank is
oscillation varies with fuel state with ±1,000 lbs located at the 960 pound level and the sensor in the left feed
observed at high fuel weights decreasing to ±100 tank is located at the 540 pound level. If either sensor is
lbs at low fuel weights. The oscillations stop when exposed (regardless of the combined indicated fuel quantity)
the transmission ceases. the FUEL LOW caution comes on. The caution normally
comes on at 1,500 ±200 pounds total internal fuel
FUEL QUANTITY SELECTOR KNOB. (JP-8/JP-8+100) remaining. The FUEL LOW caution may
come on with more than 1,500 pounds of fuel remaining if
FEED The fuel remaining in the respective fuel transfer falls behind engine fuel consumption because
engine feed tanks is displayed. of transfer system failure or sustained high speed
afterburner usage. The FUEL LOW caution activates
INTL WING The fuel remaining in the respective inter- automatic transfer of fuel from the CFTs and external tanks
nal wing tanks is displayed. regardless of cockpit fuel switch or landing gear handle
positions. Transfer stops as soon as feed tanks refill to the
TANK 1 The fuel remaining in tank 1 is displayed sensor levels and re-activates when the fuel level again
in the LEFT counter (RIGHT indicates drops below the sensors. FUEL LOW activation does not
zero). turn on the tank 1 transfer pump if the slipway switch is in
OPEN or ORIDE.
EXT WING The fuel remaining in the respective exter-

1-29
CSTO SR1F-15SA-1-2
FUEL SYS
FUEL LOW VOICE WARNING. A BINGO caution on the MPD/MPCD comes on at a preset
value, controlled by the aircrew. An adjustable index (bug)
The FUEL LOW voice warning is activated in conjunction on the face of the indicator may be set to any internal fuel
with the FUEL LOW caution. When a low fuel condition quantity by turning the BINGO knob. If the bingo index is
exists, the voice warning states WARNING, FUEL LOW, set above 6,000 pounds, the BINGO caution comes on when
pauses, then repeats the warning. the BIT check is made. The bingo caution circuit can be
used to automatically terminate fuel dumping.
BINGO FUEL CAUTION.

1-30
 CSTO SR1F-15SA-1-2
FUEL SYS

FUEL QUANTITIES

Figure 1-12

1-31
CSTO SR1F-15SA-1-2
FUEL SYS
BINGO FUEL VOICE ALERT. landing gear handle is moved to DN. If the tank 1 and
internal transfer pumps fail, external fuel passes through a
The bingo fuel voice ALERT is activated in conjunction check valve and is dumped. Dumping continues until:
with the bingo fuel caution. When a bingo fuel condition
exists, the voice warning states BINGO FUEL, pauses, then a. NORM is selected on the DUMP switch
repeats the alert. b. The BINGO caution comes on, at which time the
DUMP switch automatically returns to NORM
terminating fuel dumping
FUEL DUMP SYSTEM. c. Only feed tank fuel remains. This can occur if the
BINGO bug is set below approximately 2,700
All fuel except engine feed tank fuel may be dumped by pounds.
placing the DUMP switch, (figure 1-11) on the fuel control
panel, to DUMP. The approximate fuel dumping rates totals 910 Pounds Per
Minute (PPM), and breakdown as follows:

a. Right internal wing tank - 390 PPM

b. Left internal wing tank -260 PPM
c. Tank 1 - 260 PPM.
Although the feed tank fuel cannot be dumped
directly, if the fuel recirculation valves are open
The uneven dump rates of the internal wing tanks produce a
due to high fuel temperatures, feed tank fuel is
fuel imbalance (left wing heavy) of approximately 130
circulated to the wing tanks where it is dumped.
pounds per minute up to a maximum of approximately
This results in a fuel loss of 50-100 pounds per
1,100 pounds of wing fuel asymmetry. Wing fuel
minute, even when only feed tank fuel remains.
asymmetry remains until all the fuel in the internal wing
There is no cockpit indication of fuel recirculation
tanks is depleted.
valve position as the valves may be open even
though the FUEL HOT caution is not activated.

With the landing gear handle DOWN, external fuel cannot

be dumped since it cannot be transferred to the internal
tanks. The fuel DUMP switch is springloaded to the If the fuel dump valve is open when electrical
lever-locked NORM position and is electrically held in the power is removed from the aircraft, it remains open
DUMP position (with BINGO caution off). When DUMP is until power is re-applied. Fuel is dumped during
selected, a motoroperated dump valve in the right internal refueling if the dump valve is open.
wing tank opens. With the dump valve open, the transfer
pumps in tank 1 and each internal wing tank force fuel out
the right wing dump mast. Conformal fuel tanks and/or EXTERNAL TANK JETTISON.
external fuel tanks transfer into tank 1 and the wing tanks
and is then dumped. Dumping continues until STOP The external fuel tanks may be jettisoned individually or
TRANS is selected or in the case of the external tanks, the simultaneously. See Stores Jettison Systems, this section.

1-32
 CSTO SR1F-15SA-1-2
FUEL SYS
AIR REFUELING SYSTEM. external fuel tank pressurization, and fuel
sequencing.
The air refueling system has a fixed receptacle, a SLIPWAY
OPEN Shuts off tank 1 transfer pump and CFT
control switch (figure 1-11), a hydraulically operated
transfer pumps (if operating), opens the
slipway door, two slipway lights, a receptacle floodlight, a
slipway door and, providing the slipway
signal amplifier, a READY light (figure 1-13), two air
door has opened:
refueling release buttons, an air refuel pressure switch, and
a. Depressurizes the external fuel tanks if
an emergency slipway door actuating system. For CG
FUEL LOW light not on
control, a float switch in tank 1 prevents external tank
b. Turns on the receptacle lights
refueling until tank 1 fuel quantity is above approximately
c. Turns on the READY light indicating
1,560 pounds. The CFTs start filling immediately
the system is ready for boom engagement.
(regardless of tank 1 fuel quantity) with CG being
maintained by the sequence in which the CFT compartments
ORIDE Accomplishes the same function as in
are filled. For normal and emergency air refueling
OPEN above plus the following:
procedures refer to Air Refueling Procedures, section VIII.
a. Allows boom locking, but the tanker
disengage feature (both automatic and
REFUELING READY LIGHT manual) is lost
b. The receiver must initiate all discon-
nects
c. Bypasses tank 1 float switch and exter-
nal tanks can be refueled regardless of fuel
quantity in tank 1.

NOTE
• With the SLIPWAY switch in OPEN or ORIDE and
the slipway door open, the external tanks are depres-
surized and descent rate do not exceed 10,000 feet per
minute.
Figure 1-13
• To prevent an undesirable CG condition when using
SLIPWAY SWITCH. ORIDE position, STOP REFUEL is selected for the
external tanks and CFT until tank 1 fuel quantity is
The three-position SLIPWAY switch is located on the fuel above 1,560 pounds.
control panel (figure 1-11).
• FUEL LOW caution activation does not turn on the
CLOSE Closes the slipway door, turns on tank 1 tank 1 transfer pump if the slipway switch is in OPEN
and CFT transfer pump(s), reestablishes or ORIDE, but does turn on the CFT transfer pump

1-33
CSTO SR1F-15SA-1-2
FUEL SYS

EMERG A/R/CONTROL PANEL

Figure 1-14

FUEL CONTROL SWITCHES. The slipway door can be opened by placing the EMERG
A/R switch (figure 1-14) to OPEN. Pyrotechnic devices
The three fuel control switches, on the fuel control panel, powered by the Emergency Essential 28 Volts Direct
(figure 1-11) provide an option of refueling the Current (VDC) Bus open the door which cannot then be
external/conformal tanks. If the switches are in NORM, the closed in flight. Normal slipway lighting is available but the
external/conformal tanks fill during refueling. If any or all READY light does not go out during refueling nor does the
switches are in STOP REFUEL, the corresponding boom lock in the receptacle. External fuel tank
external/conformal tank(s) do not fill during refueling. pressurization can be restored by placing the slipway door
switch to CLOSE.
AIR REFUEL PRESSURE SWITCH.

The air refuel pressure switch prevents the aircraft fuel GROUND REFUELING.
system from becoming overpressurized during refueling by
unlatching the receptacle from the air refueling boom if fuel All internal, CFT and external fuel tanks are pressure fueled
pressure exceeds approximately 80 psi. through a single point receptacle. The external tanks can be
fueled through individual filler points. No external power is
AIR REFUELING RELEASE BUTTONS. required for single point refueling.

The auto acquisition button on the FCP control stick is used CFT MANUAL PRECHECK VALVE.
as an air refueling release button. The RCP control stick
contains a dedicated air refueling release button. When The manual precheck valve, located on the forward end of
either button is pressed, the receptacle unlatches from the the CFT, has two positions.
boom.
NORM Allows ground refueling of the CFT.
EMERGENCY AIR REFUELING SWITCH.
LOCKOUT Prevents ground refueling.

1-34
 CSTO SR1F-15SA-1-2
ELEC SYS

ELECTRICAL POWER SUPPLY SYSTEM

The electrical power supply system consists of two main generator drops off line due to under frequency condition,
AC generators, five transformer-rectifiers, an emergency the generator comes back on line automatically, if the
AC/DC generator, a battery, a battery charger and a power condition clears. A generator can be removed from its buses
distribution (bus) system. External electrical power can be at any time by placing the generator control switch to OFF.
applied to the bus system on the ground. The JFS generator Indicator lights, labeled L GEN and R GEN, are on both
provides electrical power to the JFS Essential Bus during caution light panels. These lights come on whenever their
engine start. Refer to foldout section for electrical system respective generator drops off line when power is available
simplified schematic. on the Essential 115 VAC Bus.

GENERATOR CONTROL SWITCHES.

AC ELECTRICAL POWER.
Two GEN control switches, one for each generator, are
Two AC generators are the primary source of electrical located on the engine control panel (figure 1-3). They are
power. The two generators are connected for split bus two-position toggle switches with positions of OFF and ON.
nonsynchronized operation. If one generator fails, or goes The switches are of a lever-lock type and must be raised up
off line, power from the remaining generator is provided to before they are moved to a new position.
the non-essential and essential buses of the respective failed
or offline generator. Current limiters are installed to prevent ELEC LOAD SHED SWITCH.
a fault on one generator bus from shutting down both
generators. Either generator is capable of supplying Although the current electrical system design is able to
electrical power to the entire aircraft system. Each generator handle the entire electrical load on a single main generator,
is activated automatically when its control switch is in the the ELEC LOAD SHED switch (figure 1-15) is a lever
ON position, and the engines are running. The generator is locked switch which allows automatic electrical load
connected to its respective buses when voltage and shedding under specific circumstances. When enabled, if the
frequency are within prescribed limits (approximately 66% navigation pod is present, it is automatically shut down 30
engine RPM). seconds after the loss of either main generator to reduce the
electrical load.
A protection system within the generator control unit
protects against damage due to under/over voltage, NORM Navigation pod power automatically
over/under frequency, and feeder faults. If a fault or removed with loss of one main generator.
malfunction occurs, the generator control unit removes the
affected generator from its respective buses. Except for an ORIDE Navigation pod remains powered with loss
under frequency condition, the control switch of the affected of one main generator.
generator must be cycled from OFF to ON in the attempt to
bring the generator back on line after the fault clears. If the

1-35
CSTO SR1F-15SA-1-2
ELEC SYS
pumps fail, the emergency generator powers only the
ELECTRICAL LOAD Emergency/Essential AC/DC Buses If both generators are
SHEDDING SWITCH inoperative or both main TRs fail, the emergency generator
supplies the Essential and Emergency Essential AC/DC
Buses.

With the aircraft on the ground and the emergency generator

switch in AUTO during engine start without utilizing
external electrical power, the emergency generator
automatically shuts off 30 seconds after the first main
generator comes on line. The 30 second delay is to confirm
the emergency generator and emergency boost pump system
are operating properly.

For engine start using external power, the emergency

generator or emergency boost pump do not operate as long
as external power is connected.

EMERGENCY GENERATOR CONTROL SWITCH.

The EMERG GEN control switch, located on the engine

Figure 1-15 control panel (figure 1-3), is a three-position toggle switch
with positions of AUTO, MAN, and ISOLATE. The switch
is electrically held in the ISOLATE position.
DC ELECTRICAL POWER.
AUTO Provides automatic activation of the emer-
Five Transformer-Rectifiers (TRs) are provided. The gency generator if one or both main gener-
outputs of the main left and right TRs are connected in ators are inoperative, both main TRs fail,
parallel; however, current limiters provide protection so that or one or both main fuel boost pumps fail.
a short on a bus of one TR does not affect the other TR. Also provides automatic shutdown of the
Also, if either the right or the left TR fails, the operational emergency generator 30 seconds after the
TR is capable of powering the entire electrical DC system. first main generator comes on line after a
Two smaller Essential TR’s are provided. The Essential TR ground start without external power. For
powers the Essential TR DC bus while the FCC essential starts with external power, the emergency
TR is dedicated to channels 3 and 4 of FCC B. The battery generator does not operate while external
has a dedicated TR for maintaining charge. power is connected.

MAN Provides manual activation of the emer-

EMERGENCY GENERATOR. gency generator.

A motor driven emergency AC/DC generator is provided, ISOLATE Restricts the emergency generator to pow-
powered by the non-RLS utility hydraulic circuit. The ering only the Emergency Essential AC
emergency electrical system is separate from the primary and DC Busses. In the event of a complete
electrical system. The emergency generator is activated if electrical failure, an attempt to restore the
one or both main generators are inoperative or both main emergency generator can be made by
transformer-rectifiers fail, one or both main fuel boost cycling the switch to ISOLATE and back
pumps fail, or some combination of faults occur. If only one to MAN/AUTO.
generator is inoperative or one or both main fuel boost

1-36
 CSTO SR1F-15SA-1-2
ELEC SYS
EMER BST ON/BST SYS MAL CAUTIONS. and two keep alive inputs, all 28 VDC. The keep alive
circuits allow the FCCs to operate when primary channels
The EMER BST ON and BST SYS MAL cautions provide see a transient condition, such as switching of a power
indication of the status of both the emergency fuel boost source.
pump system and the emergency generator system. The
EMER BST ON caution illuminates when the emergency Redundancy is incorporated into the FCCs electrical system
generator is operating and sufficient emergency boost pump by keeping the input power sources and their holdup circuits
output pressure is available. The BST SYS MAL caution as separated as possible:
illuminates when emergency fuel boost pump output is
insufficient or the emergency fuel boost pump is being a. Physically – FCC A and FCC B power wiring is kept
powered by an abnormal source (main generator). A single separate and routed away from one another.
caution or combination of cautions indicates the following:
b. Electrically - FCC A and FCC B are isolated on separate
EMER BST buses preventing a power loss or switching transient from
BST SYS STATUS affecting both FCCs at the same time. FCC A is powered
ON MAL from the Essential DC Bus and FCC B is powered from the
Emergency/Essential AC Bus via the FCC Essential TR.
ON OFF Emergency fuel boost pump
pressure normal and pump If a dual main generator failure occurs, the emergency
powered by emergency generator. generator supplies power to all four FCC channels via the
Essential and Emergency Essential Buses and the battery is
OFF ON Emergency fuel boost pump automatically connected to the FCC Battery Bus. If the
failed. emergency generator fails or a circuit failure occurs, the
battery provides power to any FCC channels that are not
ON ON Emergency fuel boost pump receiving emergency generator power.
pressure normal but powered
by abnormal electrical source. The battery acts as the last source of power to the FCCs if
no other electrical power source is available. The battery is
capable of maintaining operation for a minimum of 10
JFS GENERATOR. minutes in the event that all three generators fail.

The JFS generator provides JFS ignition/control and ELECTRICAL (ELEC) PANEL.
electrical power to the JFS Essential Bus during engine
start. The panel contains a BATTERY switch and voltmeter
(figure 1-16).
BATTERY/BATTERY CHARGER.
ELEC PANEL
The primary purpose of the battery is to provide keep alive
power to the FCCs when power sources are switched. In the +
event that all three generators fail in flight, the battery BATTERY
ON E
provides power to FCCs and forward Reference Standby 20 L
Display (RSD) for a limited time period. The battery is 16 30
E
BATTERY C
charged by a battery charger as long as one main generator VOLTS
OFF
is functional and the current limiters did not isolate any
buses.
SAN003-530-1-001
FCC ELECTRICAL REDUNDANCY.
Figure 1-16
FCC electrical redundancy is provided by several sources.
Each FCC has two primary electrical power channel inputs

1-37
CSTO SR1F-15SA-1-2
ELEC SYS
BATTERY Switch. b. On Ground: If engines are running, caution occurs
as in flight. Without hydraulic power available the
The BATTERY switch is a two-position toggle switch, BATTERY switch automatically turns OFF after
magnetically held to the ON position that functions as two minutes and the BATT SW caution appears if
follows: displays are available.

ON Enables the FCCs and FCP RSD to switch BATT DISCH Caution.
to battery power if no other aircraft power
is available. The voltmeter is powered on The battery is discharging and powering at least one channel
displaying the voltage of the battery or the of the FCC.
battery charger if AC power is available.

OFF Prevents the battery from powering the EXTERNAL ELECTRICAL POWER.
FCCs or FCP RSD. This position con-
serves battery power and prevents the bat- External electrical power may be connected to the aircraft
tery from draining on the ground. The through an external electrical power receptacle near the nose
voltmeter is not operable. gear wheelwell. The aircraft buses are energized by external
power in the same manner as if a main generator were
Battery Voltmeter. operating. The exceptions to this is equipment which are
protected by ground power switches or avionics cooling
Without external/generator power and the BATTERY switch relays. Power can be applied to these buses by the use of
ON, the voltmeter displays the voltage of the battery. ground power switches. With external power on the
Nominal voltage for a fully charged battery is 23 to 24 airplane, when the right engine is started, the right
VDC. The battery charge is considered too low to power the generator, when it comes on line, energizes only the buses it
FCCs when it decreases to 20 VDC. With at least one normally feeds. The buses normally energized by the left
generator on line or external power applied, the voltmeter generator remain on external power (except those buses
indicates the voltage from the battery charger. If the energized by the JFS generator) until the external power is
voltmeter fails to increase to approximately 28 VDC with ac removed or the left engine is started and the left generator
power available, a battery charger malfunction may have comes on line.
occurred.
EXTERNAL POWER CONTROL SWITCH.
Automatic Battery Cutoff.
The EXT PWR switch, on the engine control panel (figure
A battery cutoff circuit is provided to conserve battery 1-3), controls application of external power to the aircraft
power. On the ground with the BATTERY switch ON and electrical buses. An external power monitor prevents faulty
no hydraulic power available, the BATTERY switch external power from being connected to the aircraft system.
automatically returns to OFF after 2 minutes and the BATT
SW caution appears if displays are available. NORM Allows the aircraft electrical buses to be
energized by external power if no aircraft
BATT SW Caution. generators are operating.

Notifies the aircrew to an improperly placed BATT switch. RESET Establishes external power if it is not on
line. The RESET position is spring-loaded
a. In Flight: BATTERY switch is in OFF position and to NORM.
the battery does not power the FCCs and FCP RSD
if aircraft power is lost. OFF Disconnects external power from the air-
craft.

1-38
 CSTO SR1F-15SA-1-2
ELEC SYS
GROUND POWER SWITCHES.

Six ground power switches are provided on the ground

power panel (figure 1-17) on the left console. Each controls
a group of systems and/or instruments and prevents Ground cooling air is required except for switch 1
unnecessary operation of the systems/instruments on ground (A or AUTO).
power. Switches 2, 3, and 4 have two positions. Switches 1,
ADCP/AIU 1, and Programmable Armament Control Set NOTE
(PACS) have three positions.
With the Environmental Control System (ECS)
caution, all ground power switches become
AUTO System/instrument can only be energized
inoperative as a means of applying external power
by aircraft generator power.
to their applicable equipment. If any of the
switches are set to the ON position when a low
ON System/instrument can be energized by
avionics cooling air condition occurs, the
external power.
switch(es) remain in the ON position although the
power to their equipment is shut off.
OFF ADCP, PACS, and AIU 1 are de-energized
regardless of power source.
CIRCUIT BREAKERS.
Circuit breakers for the Flight Control System (FCS), pitot
heat, speed brake, flaps, landing gear, and nose gear steering
are provided on the lower center instrument panel in the

1-39
CSTO SR1F-15SA-1-2
ELEC SYS

Figure 1-17

1-40 Change 2
 CSTO SR1F-15SA-1-2
ELEC SYS

FCP CENTER
CIRCUIT BREAKER PANEL

Figure 1-18

1-41
CSTO SR1F-15SA-1-2
ELEC SYS

RCP CIRCUIT BREAKER PANELS

Figure 1-19

1-42
 CSTO SR1F-15SA-1-2
HYD PWR SYS

HYDRAULIC POWER SUPPLY SYSTEM

Hydraulic power is supplied by three separate systems RESERVOIR LEVEL SENSING.

utilizing four hydraulic pumps. Each system is divided into
two or more circuits for a total of seven redundant hydraulic If a leak occurs in any circuit, the RLS system detects a
circuits. Reservoir Level Sensing (RLS) is employed in all drop in the reservoir level of that system (PC1, PC2, or
three systems for the purpose of isolating a leak. This Utility) and shuts off the associated circuit A. If the leak is
method keeps the maximum number of circuits operable. in circuit A, the fluid loss stops and circuit B remains
Refer to Hydraulic Flow Diagram, section III and the functional. If the leak is in circuit B however, the reservoir
hydraulic systems foldout for a description of what each continues to drop. The RLS system restores circuit A and
system powers. shuts off circuit B. This stops the fluid loss and circuit A
remains functional. If the leak is in the non-RLS utility
POWER CONTROL (PC) SYSTEMS. circuit, the fluid level continues to drop until a complete
utility failure eventually occurs as indicated by zero
Each engine AMAD drives a PC hydraulic pump operating pressure on the UTIL hydraulic gauge.
at a pressure of 3,000 psi. Each PC system is divided into a
circuit A and a circuit B. The B circuits provide primary PRIORITY VALVE.
power for their respective rudder and half of the stabilator
while providing backup power for the respective flap and A priority valve is installed in the utility hydraulic system
aileron. The A circuits cross over and provide power to for the speed brake. The purpose of the priority valve is to
other half of the opposite stabilator. ensure that the flight controls have hydraulic priority during
high demand, low hydraulic flow situations (i.e. hydraulic
UTILITY SYSTEM. failures). During priority valve operation, the speed brake
may be noticeably slower than normal.
The utility system contains two hydraulic pumps. The left
pump is powered by the left engine AMAD and operates at SWITCHOVER VALVES.
a pressure of 3,000 psi. The right pump is powered by the
right engine AMAD and also operates at a pressure of 3,000 Four hydraulic switchover valves provide backup hydraulic
psi but due to a check valve in the utility filter manifold, pressure to the flight controls. Each valve monitors the
delivers only 2,775 psi to the utility system. The utility pressure in the primary and the backup hydraulic supply
system uses a single hydraulic gauge, therefore the right circuits. If there is a drop in the primary circuit pressure, the
engine is started first to allow confirmation of individual valve tests the downstream subsystem for leaks prior to
pump operation. The utility system is divided into three switching to the backup circuit. If no leak is detected, the
circuits: circuit A, circuit B, and a non-RLS circuit. valve allows the backup circuit to power the subsystem. If a
leak is detected, the valve remains in the test mode and
The UTL A circuit provides primary power for the left backup circuit pressure is not supplied to the affected
aileron and left flap while the UTL B circuit provides subsystem. Flight control surfaces are visually checked for
primary power for the right aileron and right flap. proper movement after any hydraulic failures involving PC1
Additionally both circuits provide power for the various B, PC2 B, or Utility system circuits to verify switchover
utility systems on the aircraft such as landing gear, brakes, valve operation.
engine inlets, etc. Refer to Hydraulic Flow Diagram,
Section III and the hydraulics system foldout for
illustrations of what each circuit powers. HYDRAULIC PRESSURE
The non-RLS circuit provides power to the emergency
INDICATORS.
generator and backup power through a switchover valve to
the associated stabilator and rudder in the event of a circuit Three hydraulic pressure gauges on the upper right corner of
B failure in the PC system. the instrument panel display PC1, PC2, and utility hydraulic
system pressures.

1-43
CSTO SR1F-15SA-1-2
HYD PWR SYS
HYDRAULIC SYSTEMS CAUTIONS. also displayed on the MPD/MPCD when the respective
utility hydraulic pump output pressure is low. An indication
of a PC pump failure or low pressure is displayed on the
An amber HYD light on the caution light panel (figure 1-40)
MPD/MPCD as PC1 A and PC1 B or PC2 A and PC2 B.
and the MASTER CAUTION light come on when any
Resetting the MASTER CAUTION light does not
hydraulic systems caution exists. The appropriate
extinguish the HYD light or the associated caution on the
MPD/MPCD caution: PC1 A, PC1 B, PC2 A, PC2 B, UTL
MPD/MPCD.
A, or UTL B is displayed when their respective RLS valve
actuates to shut off that circuit. The L or R PUMP caution is

1-44
 CSTO SR1F-15SA-1-2
LND GEAR SYS

LANDING GEAR SYSTEM

The gear is electrically controlled and hydraulically LANDING GEAR CONTROL

operated. While weight is on the gear, the gear cannot be
retracted. HANDLE.

When the main and nose gear are extended, the forward The landing gear is controlled by a wheel shaped handle
door(s) are closed. The main landing gear wheels rotate 90° located on the lower left side of the main instrument panel
during the retraction sequence to fit flush inside the gear of the FCP, and has two positions. Refer to (figure 1-20).
wells and rotate back to align with the runway during
extension. This rotation is controlled by a mechanical rigid DN Extends landing gear.
link which pulls the gear to rotate during retraction and
pushes it back aligned properly during extension. The rigid UP Retracts landing gear.
link consists of two pieces joined with a shear pin to provide
a fail safe extension capability. If the link is overloaded
during retraction, the shear pin breaks and the link
telescopes to maintain link integrity. The gear does not
rotate flush or retract properly. Upon subsequent extension,
Moving the landing gear handle to the opposite
the broken link telescopes to properly align the main gear
position while the landing gear is in transit can
for landing. A lockwire on the rigid link gives a visual
cause damage to the main landing gear, including
indication of shear pin status during preflight and post-flight
failure of the main landing gear rigid link
inspection.
assembly.
Landing gear extension takes longer than landing gear
retraction due to different restrictors in the landing gear
control valves in the gear up versus gear down.

LANDING GEAR CONTROL PANEL

Figure 1-20

1-45
CSTO SR1F-15SA-1-2
LND GEAR SYS
LANDING GEAR WARNING/UNSAFE LIGHTS AND NOTE
WARNING TONE.
The red lights and warning tone does not function
A red warning light in the FCP landing gear control handle if an AIR DATA and/or AOA caution is present or
(figure 1-20) and the RCP red UNSAFE light on the left if both FCC channels 1 and 3 are failed.
lower main instrument panel come on when any landing
gear is not locked in the commanded (handle) position. The LANDING GEAR POSITION LIGHTS.
red warning lights also illuminate due to an unlocked gear
door when the landing gear control handle is up. With the There are three green landing gear position lights (figure
gear handle down, these red lights use the same logic that is 1-20) marked NOSE, LEFT, and RIGHT located on the left
used to produce the green lights for gear down and locked, lower main instrument panel in each cockpit. Each light
so the red lights go out when all three green lights illuminates when its respective gear strut is down and
illuminate. An independent set of position switches, one for locked. However, a green light does not indicate that its
each main gear, control the closing of the forward main respective wheel is properly aligned.
landing gear doors when the main gear are down and
locked. In gear down situations, the fact that each forward
main landing door is closed can provide an additional visual
EMERGENCY LANDING GEAR
clue that each main gear is down and locked even though HANDLE.
the green/red lights indicate unsafe.
An emergency landing gear handle is located on the left
A low pitch (250 Hz) warning tone is activated 10 seconds main instrument panel in both cockpits as shown (figure
after the landing gear control handle is placed down and 1-22). Emergency gear extension is accomplished by pulling
remains on until all gear are down and locked. The red either the FCP or RCP EMERG LG handle full travel and
lights illuminate and the warning tone sounds whenever the ensuring the handle is locked in the extend (full travel)
following conditions exist simultaneously: aircraft altitude position. The handles are mechanically linked. This
is below 10,000 feet MSL, airspeed is below 200 KCAS, bypasses normal hydraulic and electrical controls and
rate of descent greater than 250 fpm, and the gear handle is hydraulically (JFS accumulator) releases the doors and
not down. landing gear. The landing gear then free falls to the down
and locked position. The landing gear doors remain open.
The warning tone can be silenced by pressing the WARN The emergency landing gear handle in the FCP can be reset
TONE SIL button (figure 1-20) adjacent to the landing gear by rotating the handle 45° clockwise and pushing forward.
control handle. When the handle in the RCP is pulled to the lock detent, it
cannot be reset from the RCP. It can only be reset from the
FCP.

1-46
 CSTO SR1F-15SA-1-2
NGS

NOSE GEAR STEERING SYSTEM

Nose Gear Steering (NGS) is a full time mechanically RUDDER PEDAL ADJUST KNOB.
controlled (FCP or RCP rudder pedals) hydraulically
powered (UTL A pressure) system that features dual Pulling the rudder pedal adjust knob (figure 1-21) located
authority steering ranges consisting of a normal (15°- 30° on the instrument panel releases both rudder pedals. The
left or right) range and a maneuvering (45° left or right) pedals are then forced aft by spring pressure or pushed
range. The steering system automatically engages whenever forward by foot pressure to achieve the desired adjustment.
the nose gear strut is compressed by the weight of the
aircraft and provides normal steering authority range. The
maneuvering range is selected by holding the NGS button NOTE
down on the FCP control stick. The nose gear steering With the rudder pedal adjust knob extended,
system may be disengaged from either cockpit by pressing aircraft steering or braking is not possible.
and holding the paddle switch on the control stick. With the
system disengaged, the nose wheel becomes free swiveling
and may be swiveled 360°. When the paddle switch is RUDDER PEDAL
released, the system re-engages to the pedal commanded ADJUST KNOB
position unless the nose gear is rotated more than
approximately 56º. If the paddle switch is released with the
nose gear rotated beyond the 56º limit, the nose gear
remains free swiveling until a centering action reduces the
angle to within limits for engagement. If the steering
re-engages with the nose gear rotated beyond 45º but less
than approximately 56º, the nose gear is immediately driven
back to the 45º position. On takeoff, nose gear steering is
disengaged when the nose gear strut extends. Figure 1-21

Figure 1-21

1-47
CSTO SR1F-15SA-1-2
LND GEAR SYS

EMERGENCY LANDING GEAR HANDLE

AND EMERGENCY BRAKE/STEERING HANDLE

Figure 1-22

EMERGENCY STEERING. EMERGENCY BRAKE/STEERING

HANDLE.
Emergency power for the nose gear steering is selected by
pulling the FCP or RCP emergency brake/steering handle For location and use of the emergency/brake steering
located on the lower center of the main instrument panel handle, refer to Emergency Steering this section and
(figure 1-22). The handles are mechanically linked and Emergency Brakes System under the Brake System in the
pulling either EMERG BK STEER handle selects JFS next section.
hydraulic accumulator pressure to power the nose gear
steering. With the emergency brake/steering handle pulled,
both nose gear steering ranges are available but cannot be
disengaged with the paddle switches. Pressing and holding
the paddle switch removes UTL A, if available from the
system. If UTL A is available the normal steering system Do not pull the emergency brake/steering handle in
can be restored by resetting the emergency brake/steering flight as the nosewheel follows rudder commands
handle and releasing the paddle switches. If the JFS LOW and touchdown steering/wheel brake protection is
caution is on, the emergency steering system is not reliable lost.
for taxi since accumulator pressure can no longer be
monitored.

1-48
 CSTO SR1F-15SA-1-2
BRK SYS

BRAKE SYSTEM

The main landing gear wheels are equipped with not depend on the position of the landing gear circuit
hydraulically powered brakes operated by toe action on the breaker in the FCP. If the landing gear circuit breaker is
rudder pedals. An anti skid system is incorporated in the pulled or popped, automatic brake pulser system activation
normal brake system to provide maximum deceleration with is disabled. PULSER must be manually selected in order to
controlled wheel skid. An emergency brake system provides obtain pulser brakes.
JFS hydraulic accumulator pressure to power the brake
system in the event of loss of UTL A. Anti skid protection is The ANTI SKID switch position functions are:
not available on the emergency brake system. A holding
brake relieves the aircrew from maintaining pressure on the NORM The anti skid is on when the gear is
brake pedals when the aircraft is stopped for long periods of down. Activation of the ANTI SKID
time. caution activates the brake pulser sys-
tem.
NOTE
PULSER Turns off normal anti skid protection,
With the rudder pedal adjust knob extended, turns on the ANTI SKID caution and
aircraft steering or braking is not possible. Refer to MASTER CAUTION light/voice alert,
Nose Gear Steering System earlier in this section. and activates the brake pulser system.

OFF Turns off the normal anti skid and brake

ANTI SKID SYSTEM. pulser systems, turns on the ANTI SKID
caution and MASTER CAUTION
The anti skid system is electronically controlled by a light/voice alert.
three-position switch in the FCP on the miscellaneous
control panel, (figure 1-2). An ANTI SKID caution and the EMERGENCY BRAKE SYSTEM.
MASTER CAUTION light/voice alert come on whenever
the landing gear is down and a system failure is detected. Emergency brake system pressure is supplied by the JFS
With normal anti skid operation a touchdown protection accumulator and actuated by pulling the emergency
circuit prevents hydraulic pressure from being applied to the brake/steering handle (figure 1-22) in either cockpit. If UTL
brakes until both main wheels spin up. Skid control B is operating, the accumulator is continuously replenished.
effectiveness deteriorates below 30 knots; therefore, heavy If not, sufficient braking is available to stop the aircraft.
braking below 30 knots may result in locked wheels or Emergency brakes may feel more sensitive than normal
blown tires. brakes because anti skid protection is not available. If UTL
A pressure is available, the normal brake system can be
The brake pulser system provides main tire skid control in restored by resetting the emergency brake/steering handle.
the event anti skid braking is not available. The anti skid
automatically switches to the pulser system when an ANTI
SKID caution occurs. The pulser system may also be
selected manually moving the ANTI SKID switch to
PULSER. When the pulser system is activated, applied
brake pressure is repeatedly interrupted to the wheel brakes. Do not pull the emergency brake/steering handle in
This provides pulsating braking action which reduces the flight as the nosewheel follows rudder commands
probability of tire blow-out from locked wheels. This also and touchdown steering/wheel brake protection is
prevents bringing the aircraft to a complete stop while the lost.
brake pulser system is active. The ANTI SKID caution does

1-49
CSTO SR1F-15SA-1-2
LND GEAR SYS
HOLDING BRAKE. OFF Holding brake is off, normal brake
system operation is restored.
The holding brake is electrically controlled by a
two-position toggle switch (BRAKE HOLD) located in the
FCP (figure 1-23) on the lower instrument panel. The switch HOLDING BRAKE SWITCH
is electrically held in the ON position and automatically
switches OFF when electrical power is removed, the aircraft
is weight off wheels, or when either throttle is moved above
IDLE. The BRK HOLD caution and MASTER CAUTION
light/voice alert is activated if either throttle is above IDLE
and the holding brake switch remains in the ON position.
The holding brake must not be placed to ON while the
aircraft is moving.

ON Holding brake is on, hydraulic system Fi 1 23

pressure (3,000 psi) is supplied to
Figure 1-23
brakes.

1-50 Change 2
 CSTO SR1F-15SA-1-2
ARRESTING HOOK SYS

ARRESTING HOOK SYSTEM

A retractable arresting hook is in the underside of the aft UP Hook is retracted.

fuselage. It is electrically controlled, extended by gravity
and a hydraulic dashpot, and retracted by utility hydraulic DOWN Hook is extended.
pressure. It takes a maximum of 2 seconds for the hook to
extend and 10 seconds to retract.
ARRESTING HOOK CAUTION.
ARRESTING HOOK SWITCH. Any time the arresting hook is not up and locked the
MASTER CAUTION and HOOK MPD/MPCD caution
The arresting HOOK switches (figure 1-22) are come on.
two-position switches located on the FCP and RCP left sub
panels.

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FLAP SYS

FLAP SYSTEM

Each wing has a two-position trailing edge flap. The flaps

are electrically controlled and hydraulically operated. When THROTTLE QUADRANT
the flaps are down, they are protected from structural
damage by a blow up function. The system is set to
automatically retract the flaps at approximately 250 knots.
The flaps automatically return to the down position at no
less than 230 knots, providing the FLAPS switch is in the
down position.

FLAPS SWITCH.
The FLAPS switch (figure 1-24) is a two position switch
located on the throttle quadrant:

UP Retracts the flaps

DN Extends the flaps.

FLAP POSITION LIGHTS.

Flap position lights (figure 1-22) are on the FCP and RCP
left sub panels. The yellow FLAP light illuminates to
indicate the flaps are in transit. The green FLAP light Figure 1-24
illuminates to indicate the flaps are down. Both lights out
indicate the flaps are up. indicate the flaps are in transit, and no bars are shown when
the flaps are up. The flap indications do not show actual flap
position, only the status reported by the respective flap
FCS FORMAT. up/down position switches. Refer to FCS FORMAT
WEIGHT OFF WHEELS (figure 1-29).
The individual flap positions are also indicated on the FCS
format. The indicator bars are full length green when the
flaps are down, half-length yellow bars

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SPD BRAKE SYS

SPEED BRAKE SYSTEM

A speed brake is located on the upper surface of the center momentarily interrupted by the speed brake priority valve.
fuselage just aft of the canopy. It is electrically controlled This momentary interruption assures adequate fluid flow is
and hydraulically operated. The speed brake can be being provided to the flight control surfaces.
positioned to any intermediate position between fully
retracted and fully extended with AOA below
approximately 15.5º. If AOA is above 15.5º, the speed brake SPEED BRAKE SWITCH.
does not extend when selected. If the speed brake is
extended, it automatically retracts when AOA increases The FCP speed brake switch (figure 1-4) has three positions
through 15.5º. and is located on the inboard throttle. The switch remains in
the selected position.
NOTE
CENTER Stops the speed brake in any intermediate
If the FCC detects a failure in the AOA system position.
(AOA caution displayed), the speed brake if
extended, retracts. If the AOA failure occurs with AFT Extends the speed brake.
the speed brake closed, it cannot be extended.
FORWARD Retracts the speed brake.
Following automatic retraction of the speed brake, when
AOA is reduced, the speed brake automatically extends The RCP speed brake switch overrides any position selected
provided the speed brake switch is in the AFT position. by the FCP. It is spring-loaded to the center position. When
During degraded modes of operation, such as with only one the RCP switch is released, control is returned to the FCP.
utility pump or one engine, speed brake extension may be

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FLIGHT CONTROL SYSTEM

The Flight Control System (FCS) is a full authority, the best combination of surface positions to satisfy the
four-channel, fly-by-wire system. The FCS uses stick and control stick and rudder pedal commands while still
rudder pedal inputs from the pilot to electronically maintaining aircraft stability.
command the flight control surfaces to achieve the desired
response. Additionally, each channel receives non-redundant The surface position commands are then electronically sent
attitude angle, aircraft store configuration and fuel state to hydraulically powered servo-actuators to generate the
information from the ADCP via the aircraft mux bus. aircraft response. Pitch control is provided by symmetric
Control stick and rudder pedal position sensors determine deflection of the stabilators. Roll and yaw control is
the position of the controls and send electronic signals to provided by differential deflection of the stabilators and
two identical Flight Control Computers (FCCs), each ailerons and symmetrical deflection of the rudders.
containing two independent channels. In addition to
controlling the aircraft, the FCCs use the pitot-static
pressure, angle-of-attack and total temperature data to FLIGHT CONTROL SURFACES.
generate and output air data for the HUD/ADI and provide
engine inlet ramp control. Each channel receives sources of: The primary flight control surfaces consist of the ailerons,
rudders and stabilators. These are directly controlled by the
a. Stick position FCCs based on control stick and rudder pedal inputs or
b. Rudder pedal position autopilot/terrain following commands. Secondary flight
c. Pitch, roll, and yaw rates control surfaces consist of a speedbrake and trailing edge
d. Normal, lateral, and longitudinal accelerations flaps that are directly controlled by the aircrew. The FCCs
e. Angle-of-attack do not actively monitor or control any secondary control
f. Static pressure, total pressure, and inlet duct surfaces with the exception of providing the flap blow up
pressure information. and speedbrake auto-retract functions. The locations of the
primary and secondary control surfaces are shown in figure
The FCCs use failure detection logic and compare the 1-25. Refer to the foldout section for the FCS schematic
signals among the four channels to use the best available (figure FO-8).UP Retracts the flaps DN Extends the flaps.
input values. The FCCs then use these values to determine

CONTROL SURFACE LOCATIONS

Fi 1 25
Figure 1-25

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STABILATORS. retract to avoid exceeding structural limits. Refer to the
Speedbrake System earlier in this section.
Each stabilator actuator is electrically quadredundant
receiving inputs from all four flight control channels. Each FLAPS.
stabilator is simultaneously powered by the PC hydraulic
pump from each engine with the non-RLS utility hydraulic The flaps are electrically controlled and hydraulically
circuit providing a third source for stabilator control through actuated through the use of the FLAPS switch mounted on
a switchover valve. The stabilators are capable of travel the FCP throttle quadrant. The flap surfaces are used as high
from 15º Trailing Edge Down (TED) to 29º Trailing Edge lift devices at speeds below 250 KCAS for takeoff and
Up (TEU), when operating symmetrically, and up to 22º landing only. They are not capable of stopping at any
differentially within this range. intermediate position other than the full up or 30º down
position. Although the flaps are not actively controlled by
AILERONS. the FCCs, they do contain an automatic retract feature to
prevent structural damage in the event of an overspeed.
Each aileron is electrically dual-redundant receiving inputs Each flap is dual hydraulically redundant by separate
from one channel from each FCC. Hydraulically the systems and the design permits retraction or extension of an
ailerons are powered primarily by their respective utility operable flap surface in the event the other flap surface is
circuit but are backed up via a switchover valve to their jammed or inoperable. Refer to Flaps System earlier in this
respective PC hydraulic pump. Each aileron can move ±20º section for more information.
and can be moved independent of the other aileron. During
certain failure conditions, the ailerons can move
symmetrically. FCS DESCRIPTION.

RUDDERS. Each component of the FCS is designed with redundant

functions that are distinctly separated. All connections are
Each rudder is electrically dual-redundant receiving inputs designed that an open or short circuit does not cause a loss
from one channel from each FCC. Hydraulically the rudders of more than one channel. The functional architecture of the
are powered primarily by their respective sides PC hydraulic FCS is shown in figure 1-26. The FCS communicates with
pump but are backed up via a switchover valve to the mission system avionics via mux bus interfaces. The FCS
non-RLS utility circuit. Each rudder can move ± 30º and can consists of the following components:
be moved independent of the other rudder. During certain
failure conditions, the rudders can move differentially. a. (2) Flight control computers
b. (2) Attitude Heading Reference Sets (AHRS)
SPEEDBRAKE. c. (4) Air data pressure transducers (2 free stream and
2 inlet duct)
The speed brake is electrically controlled and hydraulically d. (2) Total temperature probes
actuated through throttle mounted switches to control e. (2) AOA transmitters
speedbrake deflection. The utility A circuit powered f. (2) Control stick position sensors (longitudinal and
speedbrake can be deployed and stopped at any position lateral)
throughout its 45º range of travel. The speedbrake g. (1) Rudder pedal position sensor
automatically retracts above 15.5º AOA independent of the h. (1) FCS panel
speed brake position switch(es) position. A blow back i. (2) Control sticks
feature is also incorporated to allow the speedbrake to j. (2) Sets of rudder pedals
k. (1) FLAPS switch
l. (2) Sets of trim switches.

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FCS FUNCTIONAL ARCHITECTURE

STICK/PEDAL
SENSORS

ADCP
AHRS
A AHRS
B

LEFT RIGHT
AOA AOA

LEFT RIGHT
PITOT PITOT

LEFT RIGHT
TOTAL TEMP TOTAL TEMP

RIGHT
LEFT INLET DUCT
INPUTS INLET DUCT

CH 1 CH 2 CH 3 CH 4
OUTPUTS LEFT FCC A FCC B RIGHT
INLET CCDL INLET
CH 1 CH 2 CH 3 CH 4

LEFT
AILERON RIGHT
AILERON

LEFT RIGHT
STABILATOR STABILATOR

LEFT RIGHT
RUDDER RUDDER
SAN003-528-1-001

Figure 1-26

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FLIGHT CONTROL COMPUTERS. aircraft. Each probe is electrically redundant with the left
probe providing signals to channels 1 and 4 and the right
The two FCCs are Line Replaceable Units (LRUs), each probe providing signals to channels 2 and 3. AOA data is
divided into two separate sections or channels. Channels 1 displayed in degrees.
and 2 are contained in FCC A located in Door 3R. Channels
3 and 4 are contained in FCC B located in Door 6R. Each POSITION SENSORS.
channel provides the following redundant capabilities:
Three quad-redundant position sensors, one for each axis,
a. Analog and discrete inputs/outputs are located along the FCP control stick and rudder pedals
b. Digital processing mechanisms. These provide the FCCs with the longitudinal
c. Power supply stick, lateral stick and rudder pedal deflections. Each sensor
d. Pitch, roll, and yaw analog servo control and signal includes a spring cartridge to provide the desired stick and
conditioning pedal artificial feel.
e. Memory and Cross Channel Data Link (CCDL)
f. BIT capability. FCS PANEL.

ATTITUDE HEADING REFERENCE SET (AHRS). The FCS panel (figure 1-27) located on the FCP left console
contains controls for interfacing with the FCCs for BIT, gain
The two AHRS units are both located in door 10R, AHRS A mode and failure reset attempts along with terrain
in the front portion and AHRS B in the aft portion. Each following.
AHRS provides electrically separate, dual channel outputs
of aircraft pitch, roll and yaw rates, as well as normal,
lateral and longitudinal accelerations to the FCCs via a FCS PANEL
dedicated mux bus (figure 1-27). Each channel contains
gyros and accelerometers for each axis. Each AHRS unit
contains BIT capability which is performed when
commanded by the FCCs.

PRESSURE TRANSDUCERS.

Total and static pressures are supplied to the FCS by two

independent freestream pressure sources, one on the left
side and one on the right side of the aircraft; and by two
inlet pressure sources, one in the left inlet duct and one in Figure 1-27
the right inlet duct. The total and static pressure signals are
supplied to the FCCs via a dedicated mux bus. Each T/O TRIM Button and Light.
freestream pressure transducer has a single data output that
is monitored by two FCC channels. The left side pressure The T/O TRIM button, performs two different functions
signals are supplied to channels 1 and 4 while the right side depending on whether or not the aircraft is
pressure signals are sent to channels 2 and 3; however the weight-on-wheels or airborne. With weight-onwheels,
left and right inlet duct pressures are only sent to channels 4 pressing and holding the T/O TRIM button drives the
and 2. Although the signals are electrically quad-redundant, ailerons and rudders neutral and sets the stabilators to the
the actual power supply to each transducer comes from a takeoff position of approximately 6°-7° trailing edge up. It
single channel; channel 1 for the left freestream side and also drives the longitudinal integrator command in the FCC
channel 3 for the right freestream side; the left duct to neutral. When all surfaces and the integrator reach the
transducer is powered by channel 4 and the right duct commanded positions, the T/O TRIM light comes on and
transducer is powered by channel 2. departure warning tone/voice alert sounds. The T/O TRIM
light goes out and the tone/voice alert cease when the button
ANGLE-OF-ATTACK (AOA) TRANSMITTERS. is released. If the T/O TRIM button is released before the
surfaces have reached the proper position, the surfaces stop
Angle-of-attack is supplied by two independent AOA at their current position
transmitters, one on the left and one on the right side of the

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but the longitudinal integrator continues to run to neutral. In to prevent transients as the gain schedule switches. One of
this case, the T/O TRIM light and aural cues do not occur. two predetermined sets of air data values are used
depending on the position of the landing gear handle. With
Inflight, pressing and holding the T/O TRIM button results the landing gear handle up, the gain schedule is fixed to a
in the ailerons and rudders driving to neutral with the flight condition of Mach 0.85, 30,000 feet MSL, and 3º
stabilators and longitudinal integrator driving to maintain AOA. With the landing gear handle down, an FCC
the current 1.0g flight condition. The T/O TRIM light estimated AOA is used for angle of attack scheduling and a
comes on and departure warning tone/voice warning sounds fixed flight condition of Mach 0.35 and 5,000 feet MSL is
when the conditions are met. used for gain scheduling.

RESET Button. With the GAIN mode switch in ORIDE at these flight
conditions, handling qualities are normal but begin to
A RESET pushbutton is provided to reset failures detected degrade as airspeed, altitude, and AOA deviates from the
by the FCCs that have subsequently cleared. This function fixed gain flight condition assumptions. Flight conditions
works in conjunction with the FCS FAULT and FCS slower than the fixed gain assumption generally result in a
cautions. It can take up to 5 seconds before any display slightly sluggish pitch response and poor roll coordination.
changes are apparent after releasing the RESET button. Flight conditions faster result in increased stick sensitivity
making the aircraft slightly more PIO susceptible. The fixed
If the RESET pushbutton is pressed while simultaneously gains provide degraded but adequate flying qualities for safe
holding the paddle switch depressed, in addition to recovery of the aircraft at angles of attack below 15º AOA
attempting to reset failures, all flight control BIT codes are between approximately 200-450 KCAS with the landing
cleared. If the fault still exists, the BIT codes re-assert gear handle up. With the gear handle down, adequate flying
themselves. qualities exist below approximately 250 KCAS and 15º
AOA. Outside of these ranges, the aircraft becomes pitch
The RESET pushbutton is also used to engage the Exerciser sensitive and PIOs can occur.
Mode of the flight controls during ground operations. With
the RESET pushbutton held depressed, selecting EXER (PB Unless the AIR DATA caution is displayed, the GAIN mode
5) on the FCS format, initiates a preprogrammed set of switch can be returned to NORM and normal gain
flight control movements used to warm up the hydraulic scheduling resumes. With a four channel air data failure
system during cold weather operations. (AIR DATA caution displayed), the results of returning the
switch to NORM vary based on the landing gear handle
BIT Consent Button. position. With the landing gear handle up, returning the
GAIN mode switch to NORM results in returning to gains
The BIT consent is a momentary pushbutton to enable FCS based on the air data for the last valid flight condition before
IBIT initiation. The BIT consent button must be held the failure occurred. If the landing gear handle is already
depressed while the FCS BIT option is depressed and down when GAIN mode switch ORIDE is selected or if the
released on the BIT format to initiate an FCS IBIT (figure landing gear is lowered after selecting ORIDE, the override
1-33). The FCS BIT is inhibited when weight-off-wheels, air data values are locked in regardless of the position of the
aircraft motion is detected, or both throttles above GAIN mode switch. The angle of attack source continues to
approximately mid-range. Refer to Built-In Test (BIT) be based on the switch position.
System, this section for more information.
TF COUPLE Switch.
GAIN Mode Switch.
The TF COUPLE switch is a lever lock toggle switch,
The GAIN mode switch is a two position, toggle switch, spring loaded to OFF, provided for engagement and
guarded to the NORM position. It is used for manual disengagement of the Automatic Terrain Following (ATF)
selection of fixed sets of air data parameters. With the mode. In the OFF position, the aircraft is set for manual
switch in NORM, the FCS sensor measured angle of attack terrain following. Moving the switch to the COUPLE
and air data values are used for gain scheduling. Selecting position allows for ATF if required parameters are met.
GAIN mode switch ORIDE resets all three trim axes to zero

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FLT CNTRL
Aircrew Controls. FCS HYDRAULIC REDUNDANCY.

Control sticks and rudder pedals for the FCP and RCP are Hydraulic system and actuator architecture can provide
linked mechanically to a single-feel spring/position sensor operation of essential pitch and roll controls with any single
assembly in each axis. Failure of the control sticks and hydraulic system operating. Additional key safety and
rudder pedal mechanical linkage causes a loss of control survivability features of the flight control subsystem
input for that axis. Each cockpit has redundant speedbrake include:
and trim switches. Only the FCP contains a flap switch.
a. Dual hydraulic supply plus a third backup to the
stabilator actuators
SURVIVABILITY/VULNERABILITY. b. Redundant hydraulic supply to all rudder and
aileron actuators
FCS survivability is provided by physical separation of c. Hydraulic reservoir level sensing to prevent a leak
parallel function and redundant methods of providing in one circuit from draining a reservoir.
electrical inputs and hydraulic supply to primary control
system actuators. The FCCs provide quad redundancy on Refer to Hydraulic Power Supply System earlier in this
critical components which enable non-degraded operation section for more information.
after a single failure and safe operation after a second
control system failure. For pilot-in-the-loop operations, the
FCS is designed to provide safe capability for failures of FLIGHT CONTROL SCHEDULING.
flight critical components. They also provide monitoring
and control of autopilot/terrain following functionality, The F-15SA utilizes Versatile Control Augmentation
provide air data to other aircraft systems and schedule the System (VCAS) control laws which are based on
engine inlet ramp positioning. The FCCs provide robust BIT aerodynamic equations of motion to achieve handling
capability. With the exception of the single point failures quality goals across the operational envelope. It uses closed
listed below, no single failure in the FCS can result in an loop controls that results in pilot inputs producing a
unsafe condition or loss of ability to return to base and land: predefined rate of roll, pitch or yaw to provide consistent
handling qualities throughout the envelope. The deflection
a. Mechanical linkages between aircrew controls and of each control surface can differ throughout the flight
position sensors envelope, but the resulting behavior of the aircraft is
b. Stabilator actuator pistons or structural attach designed to be essentially identical within the physical
points. constraints of the aircraft capability.

During terrain following operations, the FCS provides LONGITUDINAL CONTROL.

non-degraded operation after a single failure and safe
operation after a second control system failure. Safe Longitudinal control uses pitch rate, normal acceleration,
operation for terrain following is defined as the control and angle-of-attack feedback to command symmetric
system automatically initiates a flyup and then reverts to stabilator deflection for optimal small input tracking without
normal pilot-in-the-loop control. compromising large input commands. Pitch response
transitions smoothly from an angle-of-attack command
FCC ELECTRICAL REDUNDANCY. system at low speed to a load factor command system at
higher speeds. The longitudinal control path compensates
Each FCC has its own power supply, and each power supply for gravity effects on pitch rate and inertial coupling during
accepts two separate 28 VDC inputs (primary and battery rolls. An auto-trim function results in neutral speed stability
backup) from the aircraft DC buses. The FCCs can operate below 13º AOA (10.7º AOA gear down). Above those
on 24 VDC battery backup power for a limited time, angles of attack, increased aft stick force is required to
whenever there is a failure of the primary 28 VDC source. maintain conditions. The longitudinal control path includes
Refer to Electrical Power Supply System earlier in this pilot longitudinal trim inputs so the stick does not physically
section for more information. move with trim commands.

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LATERAL CONTROL. When a control surface limit is reached, the second stage
mixer attempts to use the remaining nonlimited surfaces to
Roll rate and yaw rate feedback are used in the roll axis to achieve desired response. This is critical for control surface
obtain uniform roll rate response through differential failure compensation. For example, in the event of a failed
stabilator and aileron deflections. At low angles of attack, stabilator actuator, the unintended roll and yaw effects due
lateral stick inputs command a roll about the velocity vector to only one functioning stabilator are automatically
with no sideslip. At high angles of attack, the lateral stick compensated for by the second stage mixer through
commands proverse sideslip similar to rudder pedal inputs additional aileron and/or rudder commands. This
to improve roll performance. The ailerons are hinge moment automatically and seamlessly accommodates a single
limited at high speed and/or Mach and are unable to achieve surface failure.
full travel. This limiting is due to actuator limitations,
actuator pressure relief valves, and/or actuator command GROUND VERSUS FLIGHT MODES.
limits. Maximum allowable roll rate is limited by structural
constraints, yaw coordination, and pitch coupling. A The FCS performs differently depending on whether the
crossfeed path from the directional axis allows for natural aircraft is on the ground or in flight. Some of these
dihedral response and roll control with rudder pedal differences include takeoff trim functionality, IBIT/exerciser
application. The lateral command includes pilot lateral trim mode operation, and flight control response to stick/pedal
inputs so the stick does not physically move with trim inputs. The FCS uses multiple signals to determine if the
commands. aircraft is in a ground mode or a flight mode. These signals
include weight on wheels, wheel spin-up, gear handle
DIRECTIONAL CONTROL. position, aircraft motion detected by the AHRS, and throttle
position. During ground operations and taxi, the control
In the yaw axis, sideslip and sideslip rate feedbacks are stick and rudder pedals provide direct command to their
synthesized from lateral acceleration, yaw rate, roll rate, respective flight control surfaces to achieve full surface
AOA, and attitude signals to provide stability, turn travel at slightly less than full control stick/pedal travel.
coordination and Dutch Roll damping. Rudder pedal input During takeoff roll, at 60 KCAS the direct stick/pedal
commands sideslip angle limited by lateral acceleration, commands to the control surfaces begin to ramp out and the
AOA, Mach number and landing gear configuration. The inflight control laws are completely in control by 80 KCAS.
rudders are also hinge moment limited at high speed and/or Similarly, during landing roll, the inflight control law
Mach and unable to achieve full travel. This limiting is due commands to the control surfaces begin to ramp out
to actuator limitations, actuator pressure relief valves, decelerating through 60 KCAS and are fully direct
and/or actuator command limits. The directional command stick/pedal commands by 40 KCAS. Weight on wheels or
includes pilot yaw trim inputs so the rudder pedals do not wheel spin up signals also modify the control mixer logic
physically move with trim commands. such that lateral stick commands only differential stabilator
and ailerons (no coordinating rudder) to improve lateral
CONTROL MIXER. directional control during crosswind landings.

A control mixer command path creates stabilator, aileron AIRCRAFT CONFIGURATION ESTIMATE (ACE).
and rudder commands to distribute the pitch, roll, and yaw
acceleration commands to the control surfaces. This control The flight control system is dependent on knowing accurate
mixer consists of two stages. The first stage mixer mass properties (gross weight, center of gravity, and
determines the expected solution for control surface inertias) to properly schedule the control surfaces to obtain
command distribution. It outputs differential aileron, the desired handling qualities. This mass property data is
collective rudder and both collective and differential calculated by the ADCP and provided to the FCCs. A
stabilator deflection solutions. The solutions are then default set of fixed mass properties, ACE default, is also
transformed into individual left and right surface stored within the FCC ACE function in the event the ADCP
commands. The pitch command is prioritized over the roll data is not available or is invalid. The validity of the ADCP
command so there can be cases where the roll command mass
may not fully generate the desired response. In this case, the
unsatisfied response is achieved by the second stage mixer
through additional aileron and rudder commands.

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properties is monitored by the ACE function in the FCCs to components. The stick deflection per g does not change
determine which set of mass properties to use. based on the load limiter scheduling so the feel of the
aircraft to the pilot remains unchanged.
Mass properties are calculated by the ADCP using real time
configuration information from the PACS, VRAMS, fuel NOTE
quantity signal conditioner, and AIU2. The PACS provides
CFT carriage information along with stores types and The load limiter does not limit load factor to
locations, including whether or not CFTs are installed. prevent an over-g of external stores or the landing
VRAMS and the fuel quantity signal conditioner provide gear and/or flaps when either are extended.
fuel state information while AIU2 provides the status of
TGP, NVP and IRST loadings. The fuel and stores signals The current allowable g is displayed in the HUD (figure
are monitored for validity. This validity signal is used to 1-44). For the load limiter to calculate properly, the external
decide if the calculated mass properties or the ACE default stores configuration must be correctly set in the PACS. If a
configuration information is used. failure occurs such that the load limiter is no longer
functional, G LMTR OFF and ROLL LMTR OFF cautions,
If the ADCP data and the mux bus status are valid, the associated lights, and voice annunciations occurs. If
ADCP provided data is used. If the mux bus shuts down or functional, the backup overload warning system tones are
the ADCP data goes invalid, the last good values for mass automatically enabled. Refer to Overload Warning System
properties are held fixed for up to 4 minutes. A 4-minute (OWS) this section for more information.
delay is provided to allow time for system transients during
power cycles, resets or BITs. If after the 4-minute delay, Roll Limiter.
valid ADCP data is not received, the ACE DEFAULT
caution is displayed and the default mass properties are The roll limiter works to prevent overload conditions due to
used. In addition to the 4-minute delay, the transition to roll rate throughout the allowable flight envelope including
ACE default data is also inhibited for 1 minute starting at 50 transonic flight. It does this through two distinct functions.
KCAS to avoid a transition during takeoff. If valid ADCP The roll limiter schedules the maximum allowable roll rate
data returns at any time, use of the ADCP provided data command based on the aircraft external stores configuration,
resumes. flight condition, and landing gear handle position. Normally,
the load limiter allows roll rates up to approximately
The fixed ACE default mass properties are designed to 212°/second with the landing gear handle up and
provide adequate handling qualities throughout the flight 150°/second with the landing gear handle down. With
envelope but result in some maneuvering limitations. air-to-ground stores or full/partially full external fuel tanks
Whenever ACE default mass properties are being used, an on Stations 2 or 8, the maximum roll rate is further limited
ACE DEFAULT caution is displayed. to 120°/second. Above Mach 1.0, empty external fuel tanks
on Stations 2 or 8 are also limited to 120°/second.
AUTOMATIC FLIGHT CONTROL LIMITING.
Additionally, the load limiter limits the maximum roll rate
The FCS incorporates automatic limiters for load factor and based on load factor to eliminate overloads during rolling
roll rate to ease pilot workload and reduce occurrences of maneuvers. The FCC continually computes the allowable
over-g. roll rate based on current aircraft mass properties, flight
condition, and load factor. It provides the maximum
Load Limiter. allowable roll rate at load factors up to approximately 80%
of the HUD g-allowable. Above 80%, the roll rate limit gets
The load limiter works to prevent over-g conditions reduced as load factor increases such that full lateral
throughout the allowable flight envelope including transonic stick/rudder pedal inputs does not result in an over-g. The
flight. The FCC continually computes the allowable g based FCS always allows a roll rate of at least 15°/second, even at
on current aircraft mass properties and flight conditions. It maximum g. The stick deflection
then adjusts the allowable g to prevent over-g of aircraft

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for a given roll rate does not change based on the roll limiter structural damage. The emergency limiter override
scheduling so the feel of the aircraft to the pilot remains is only used if more than the allowable g and/or
unchanged. roll is required to avoid a collision.

NOTE FCS FORMAT.

The aircraft pitch command always has priority
over the aircraft roll command. As aircraft load From the MENU 1 format, selection of FCS (PB 9)
factor is increased above 80% of the g-allowable, launches the FCS format (figure 1-28). This format provides
the roll rate is automatically reduced to permit the a top level overview of the FCS system status.
commanded load factor. If a faster roll rate is
desired, the load factor must be reduced. EXERCISER MODE.

For the roll limiter to calculate properly, the external stores To minimize false BIT failures when operating during cold
configuration must be correctly set in the PACS. If a failure weather operations, an exerciser mode is included to aid in
occurs such that the roll limiter is no longer functional, a warming the hydraulic fluid. Selection of EXER (PB 5)
ROLL LMTR OFF caution and associated lights/voice while holding down the FCS RESET button on the FCS
annunciations occur. panel cycles all the flight controls through a
pre-programmed set of movements for approximately 20
Emergency Limiter Override. seconds (figure 1-28). This option is only available on the
ground.
If the aircrew feels that the situation warrants more g than
the load limiter allows, the limiter may be temporarily AOA INFORMATION.
overridden to provide additional capability. If the paddle
switch is held pressed in either cockpit while the The various system AOA parameters are displayed along
longitudinal stick is within 0.6 inches of full aft, the the bottom of the FCS format. These consist of the left AOA
emergency limiter override function engages. probe (L AOA), right AOA probe (R AOA), and an
inertially based reference AOA (REF AOA) calculated by
When the emergency limiter override is engaged, the the ADCP.
LIMTR ORIDE and ROLL LMTR OFF cautions, and
associated lights/voice annunciations occur. If the aircraft If a 4-channel AOA failure due to split AOA probes is
energy state allows, 133%of the HUD allowable g is detected, the REF AOA may be used to identify which
commanded at full aft stick and roll limiter allows roll rates probe is accurate. With a split AOA probe condition, the
above design limits. The actual load factor and roll rate can option to select a single probe, L AOA (PB 6) or R AOA
still be modulated after engagement. The HUD g-allowable (PB 10) is automatically enabled by the FCC. Selecting
display does not change and continues to display the 100% either probe displays that probe’s AOA information in the
value. The voice alert OVER-G, OVER-G sounds when the HUD, ADI and JHMCS displays. A second depression of a
normal allowable g-limit is exceeded. The override function selected probe deselects that probe.
remains engaged until either the paddle switch is released or
the longitudinal stick is returned to approximately neutral. NOTE
The AOA is displayed on the HUD, JHMCS and
ADI to aid aircrew situational awareness only. The
FCS uses an FCC calculated AOA approximation
for flight control scheduling.
Use of the emergency limiter override function
results in a significant over-g and possible

1-62 Change 2
 CSTO SR1F-15SA-1-2
FLT CNTRL

BIT EVENT ENG HUD DVR

ADI A/A RDR

ARMT A/G RDR

DETAIL BIT OR
BIT DISPLAY
HSI EW-P

TF TGT IR

TSD M2

M/M
DETAIL
PROG SIT-P FCS IRST ACE GW 64000 BIT LAT ASYM 1400

GYRO AOA PSTK

ACCEL A/D RSTK
ATT CCDL PEDAL
MISC
1. MENU 1 PTRIM 100% RTRIM 90% YTRIM 9%

L AILERON R AILERON

L FLAP R FLAP
7 7
30 30

L STAB R STAB R
C
R RUDDER D
15 L RUDDER 13
E
X 15 10
E M
R

L AOA R AOA
8.9 9.2

TO EXERCISE
HYDRAULICS
ON COLD DAYS 2. FCS FORMAT
WEIGHT ON WHEELS
TF
RESET GAIN COUPLE
ORIDE
NORM F LEGEND
BIT
C
T/O TRIM S GREEN SOLID BOX = NORMAL OPERATION

AMBER / BOX = DEGRADED OPERATION

FCS PANEL
RED X BOX = FAILED
SIMULTANEOUSLY USE RESET
WITH EXER SELECTED AT PB5
SAN755-635-1-003

Figure 1-28

Change 2 1-63
CSTO SR1F-15SA-1-2
FLT CNTRL
DETAIL BIT (PB 18). acceleration
c. ATT - EGI provided attitude angles.
DETAIL BIT (PB 18) allows for quick selection of the
detail BIT formats. Column 2 displays the AOA, A/D, and CCDL, each
displaying four status boxes, one for each channel. The
ACE GROSS WEIGHT (GW). three displays in column 2 are:

ACE GW XXXXX is displayed indicating the aircraft gross a. AOA - Angle-of-Attack

weight in pounds being provided to the FCCs for flight b. A/D - Air Data
control scheduling. c. CCDL - Cross Channel Data Link.

ACE LATERAL ASYMMETRY. Column 3 displays the PSTK, RSTK, PEDAL, and MISC,
each displaying four status boxes, one for each channel. The
LAT ASYM XXXXX is displayed indicating the aircraft four displays in window 3 are:
lateral asymmetry in foot-pounds based on the aircraft gross
weight and center of gravity being provided to the FCCs. A a. PSTK - Pitch stick position sensor
negative value indicates a left wing heavy condition and a b. RSTK - Roll stick position sensor
positive value indicates a right wing heavy condition. c. PEDAL - Rudder pedal position sensor
d. MISC - Miscellaneous.
DATA WINDOWS.
Data Window 2.
The FCS status format has three windows: data window 1,
data window 2, and data window 3 (figure 1-29). Data Data window 2 displays the trim position as displayed in
window 1 is between PB 1 and PB 15 at the top of the percentage. Leading zeros are not displayed, (figure 1-29).
display. Window 2 is between PB 2 and PB 14. Window 3 INV is displayed for an axis when the data is invalid. The
sits in the middle to the bottom of the display. Colors and three displays are:
patterns are used on this display to provide a reference to
the operator of the status of a particular component: a. PTRIM XXX
b. RTRIM XXX
a. Green solid box - Normal operation c. YTRIM XXX.
b. Open amber color box with a / - Indicates a
degraded status The three axis can each have an arrow. The PTRIM arrow
c. Open red box with an X - Indicates a completely points up if the trim is nose up and down if the value is nose
failed system. down. If the value is 0, no arrow is displayed. The RTRIM
and YTRIM arrows pointing to the right indicate a right
Data Window 1. wing down or nose right trim condition, and arrows pointing
to the left indicates a left wing down or nose left trim value.
Data window 1 has three columns (figure 1-29). In the first If the value is 0, no arrow is displayed.
column the three displays are GYRO, ACCEL, and ATT.
GYRO and the ACCEL have four status boxes while the Data Window 3.
ATT has two status boxes. The number of status boxes
indicates the number of channels the FCC is monitoring. For Data window 3 values are represented graphically and
example, four status boxes for the ACCEL represent digitally (figure 1-29). The following flight control systems
channels 1 through 4. The status boxes for ATT indicate are monitored:
which EGI attitude information is currently being used by
the FCC. The three displays in column 1 are: a. Left and right aileron
b. Left and right flap
a. GYRO – AHRS pitch, roll and, yaw rates c. Left and right stabilator
b. ACCEL - AHRS longitudinal, lateral, and vertical d. Left and right rudder.

1-64 Change 2
 CSTO SR1F-15SA-1-2
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The FCS does not control the flaps or schedule gains based all hydraulics to the actuator. I-bar color coding is based on
on their position. Flap position switches are monitored for hydraulic caution indications, not the actual hydraulic
BIT reporting and flap position display on the FCS format. pressure at the actuator. Hydraulic switching valve failures
If a flaps position indicates the respective flap is up, it is or leaks downstream of the switching valve can result in an
shown retracted with 0° displayed. If the position switches amber I-bar indication with an unpowered actuator. For a
indicate the respective flap is down, it is shown as a green complete reference linking control surfaces and hydraulic
bar with 30° displayed. If neither position switch indicates circuits with failures, see figure 1-30.
up or down, the respective flap is assumed to be in-transit
and is shown as a half-length, amber bar. If the position Position Indications.
switches indicate both up and down simultaneously, the
respective flap position is reported as a half-length, red bar. Each I-bar (except the flaps) contains 4 perpendicular bars.
These indications do not supersede the Flap Position light The three static bars represent the maximum travel in each
indications on the left sub panels of the front and rear direction of the surface along with the zero reference point.
cockpit. The one dynamic bar is referred to as the position command
bar and indicates the FCC commanded position of the
The stabilator has four channels represented by four boxes. surface. The position command bar may not be visible if the
The ailerons and rudders have two channels represented by control surface is positioned at its commanded location
two status boxes. The flaps are not controlled by the FCCs (figure 1-29). The thick green bar and number next to the
and do not have any status boxes. These status boxes are I-bar indicates the actual trailing edge surface position
color coded and have a pattern to indicate the condition of (degrees) in both graphical and digital formats. The
that particular channel. The following color codes and normally green position bar turns amber if the surface is
patterns are used: hinge moment limited or otherwise not tracking the FCC
command adequately. It is normal for the bar to turn amber
a. Green solid box - Normal operation momentarily during rapid surface inputs.
b. Open amber box with a / - Indicates a degraded
status The flap indications do not include a zero reference point or
c. Open red box with an X - Indicates a completely a command bar as the FCC does not control flap scheduling.
failed channel. The position bar does not dynamically schedule and
matches the FLAP indicator light color as the information
Hydraulic Status Indications. displayed represents the status of the up/down limit switches
for each flap. If the flaps are neither up nor down (in
An actuator I-bar is displayed for each control surface transit), the position bar is a half length amber bar.
(figure 1-29). The I-bar is color coded to indicate the
hydraulic status of each surface actuator. A white I-bar If the FCCs have lost mux bus communication FCS MUX
indicates normal operation. An amber I-bar indicates the FAIL is displayed in red lettering on the FCS status display
actuator has lost either a primary or backup hydraulic format at the top of window 3.
system but is still functional. A red I-bar indicates a loss of

1-65
CSTO SR1F-15SA-1-2
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DETAIL
ACE GW 64000 BIT LAT ASYM 1400
WINDOW 1
GYRO AOA PSTK
ACCEL A/D RSTK
ATT CCDL PEDAL
MISC
PTRIM 100% RTRIM 90% YTRIM 9%
WINDOW 2
L AILERON R AILERON

L FLAP R FLAP
7 7
0 0

WINDOW 3
L STAB R STAB R
C
R RUDDER D
15 L RUDDER 13

15 10 M

L AOA REF AOA R AOA

8.9 9.0 9.2

LIMIT TRAILING EDGE

UP POSITION
FCS FORMAT
WEIGHT OFF WHEELS ACTUATOR HYDRAULIC
STATUS BAR
COMMANDED TRAILING
EDGE POSITION IN
DEGREES (ANALOG)
13 ACTUAL TRAILING
EDGE POSITION IN
ACTUAL TRAILING DEGREES (DIGITAL)
EDGE POSITION IN
DEGREES (ANALOG)

CENTER STATION BAR

LIMIT TRAILING EDGE
DOWN POSITION

ACTUATOR STATUS INDICATORS

(AILERON, FLAP, STAB, RUDDER)

LEGEND
ACTUATOR HYDRAULIC STATUS BAR SURFACE POSITION BAR

WHITE = NORMAL GREEN = NORMAL TRACKING

AMBER = DEGRADED BUT FUNCTIONAL

AMBER = MISTRACK OR HINGE
MOMENT LIMITED
RED = FAILED

SAN755-637-1-003

Figure 1-29

1-66 Change 2
 CSTO SR1F-15SA-1-2
FLT CNTRL

FCS STATUS FORMAT HYDRAULIC BARS

HYDRAULIC
SURFACE HYDRAULIC FAILURE(S)
STATUS BAR
PC1 B
Amber UTL A
L AILERON L PUMP and R PUMP
PC1 B and UTL A
Red
PC1 B, L PUMP, and R PUMP
PC2 B
Amber UTL B
R AILERON L PUMP and R PUMP
PC2 B and UTL B
Red
PC2 B, L PUMP, and R PUMP
PC1 B
Amber
L RUDDER L PUMP and R PUMP
Red PC1 B, L PUMP, and R PUMP
PC2 B
Amber
R RUDDER L PUMP and R PUMP
Red PC2 B, L PUMP, and R PUMP
PC1 B
Amber PC2 A
L STABILATOR L PUMP and R PUMP
Red PC1 B, PC2 A, L PUMP, and R PUMP
PC2 B
Amber PC1 A
R STABILATOR L PUMP and R PUMP
Red PC2 B, PC1 A, L PUMP, and R PUMP
PC1 B
Amber UTL A
L FLAP L PUMP and R PUMP
PC1 B and UTL A
Red
PC1 B, L PUMP, and R PUMP
PC2 B
Amber UTL B
R FLAP L PUMP and R PUMP
PC2 B and UTL B
Red
PC2 B, L PUMP, and R PUMP

Figure 1-30

1-67
CSTO SR1F-15SA-1-2
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FCS CAUTIONS. caution generally precedes or accompanies other FCS
related cautions. The FCS FAULT caution indicates that the
a new fault is detected that can potentially be reset and an
The caution system provides indications to the aircrew of all
FCS reset has not yet been attempted. When a flight control
detectable flight control related problems. The majority of
reset is attempted, the FCS FAULT clears regardless of
the FCS related failures result in the MASTER CAUTION
whether or not the fault has cleared. If the related failure
and FLT CONTR lights illuminating accompanied by a
still exists after an FCS reset attempt, the FCS caution
FLIGHT CONTROLS, FLIGHT CONTROLS voice alert
replaces the FCS FAULT caution. The reset of the FCS
and an MPD/MPCD displayed caution. Exceptions to this
FAULT caution re-arms the system to warn of subsequent
include the AUTO PLT, BATT SW, GAIN ORIDE, and
malfunctions. Any subsequent malfunction causes the FCS
LMTR ORIDE cautions which do not illuminate the FLT
FAULT caution to re-occur along with the MASTER
CONTR light and are accompanied by the CAUTION,
CAUTION light and FLIGHT CONTROLS, FLIGHT
CAUTION voice alert.
CONTROLS voice alert.
Additionally, the FCS HOT caution is another exception. An
FCS overheat condition results in the MASTER CAUTION
light and dedicated FCS HOT lights in both cockpits to
illuminate accompanied by a FLIGHT CONTROLS,
FLIGHT CONTROLS voice alert. The FLT CONTR light If the FCS FAULT caution is displayed, additional
does not illuminate because this caution has a dedicated FCS malfunctions are not accompanied by the
indicator light. This occurs when one or more of the FLIGHT CONTROLS, FLIGHT CONTROLS
following conditions exist: voice alert. The MPD/MPCD caution and FCS
format still indicate additional failures.
a. AHRS temp is greater than 110°C
b. FCC Pentium temperature is greater than 120°C
NOTE
c. FCC power supply temperature is greater than
121°C. If additional flight control malfunctions occur
during the annunciation of the original aural voice
Only the AHRS and FCC Pentium temperatures are notification, the voice alert does not re-occur. Any
displayed on the FCS BIT format. The maximum malfunctions occurring after the aural voice
temperature displayed is 125ºC. The FCS HOT caution notification has finished sounding results in the
remains illuminated until the temperature that caused the FLIGHT CONTROLS voice alert repeating.
condition is reduced 5-10ºC below the trigger temperature.
A complete list of FCS cautions is shown in figure 1-31.
With the exception of the FCS HOT caution light, any The definitions of the MPD/MPCD FCS failures are found
detected FCS malfunction is accompanied by a specific in figure 1-32.
MPD/MPCD fault description caution. A FCS FAULT

1-68 Change 2
 CSTO SR1F-15SA-1-2
FLT CNTRL

FCS CAUTIONS
MASTER FLT FLIGHT FCS
NAME/ CAUTION
CAUTION CONTR CONTROL HOT
LEGEND VOICE
LIGHT LIGHT VOICE LIGHT

ACCEL X - X X -

ACE DEFAULT X - X X -
AIL OFF X - X X -
AIR DATA X - X X -
AOA X - X X -
AUTO PLT X X - - -

BATT DISCH X - X X -
BATT SW X X - - -
Ñ1 FCS - - X - -
FCS FAULT X - X X -

FCS HOT X - - X X

GAIN ORIDE X X - - -
G LMTR OFF X - X X -
GYRO X - X X -
LMTR ORIDE X X - - -

PITCH STK X - X X -
RIG X - X X -

ROLL LMTR OFF X - X X -

ROLL STK X - X X -
RUD OFF X - X X -

RUD PEDAL X - X X -
STAB OFF X - X X -
Ñ 1 The FLT CONTR light is already illuminated prior to the FCS caution. The FLT CONTR light
occurs with the FCS FAULT caution and FCS occurs after an FCS RESET (when an FCS FAULT is
displayed) if the fault has not cleared and thus latched.

Figure 1-31

1-69
CSTO SR1F-15SA-1-2
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FCS MPD/MPCD CAUTION DEFINITIONS

CAUTION DEFINITION
The FCCs have detected a failure of AHRS acceleration data in three or four channels.
ACCEL
AHRS accelerometers are in a degraded or failed condition.
The FCS is using default Aircraft Configuration Estimate (ACE) values for mass prop-
ACE DEFAULT
erties.

AIL OFF The left or right aileron has failed in both channels.
AIR DATA FCS air data has failed or is invalid.
AOA FCS angle-of-attack data is failed or is invalid.
Ñ
1 AUTO Autopilot disengaged due to the aircraft exceeding autopilot disengage limits or an
PLT autopilot system failure.

BATT DISCH The battery is discharging and at least one of the channels of the FCC is being powered
by the battery.

The BATTERY switch is OFF and is placed ON to provide backup capability for the
BATT SW
FCCs and FCP RSD.

FCS The FCCs have detected an FCS failure that does not have a dedicated caution.

FCS FAULT Indicates a new FCS failure has occurred that can potentially be reset. It is removed after
a flight control reset attempt.
The load limiter is not working and the positive limit is set to +9g regardless of gross
weight, stores loading or flight condition. The negative g limit is set to -2g if CFTs are
G LMTR OFF installed or -3g without CFTs. Aircrew must maintain load factor within allowable g
limits.
Ñ
1 GAIN The GAIN switch on the FCS panel is in the ORIDE position and the gain override mode
ORIDE is engaged. FCC controls laws are using fixed gains.

The FCCs have detected a failure of AHRS rate data in three or four channels. AHRS
GYRO
rate gyros are in a degraded or failed condition.
Ñ
1 LMTR The load limiter is overridden by the aircrew and the FCS commands up to 133% of the
ORIDE allowable g.
The FCCs have detected a failure of pitch stick position sensor in three or four channels.
PITCH STK
The longitudinal stick position may not be sensed correctly.

Figure 1-32 (Sheet 1 of 2)

1-70
 CSTO SR1F-15SA-1-2
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FCS MPD/MPCD CAUTION DEFINITIONS

CAUTION DEFINITION

RIG Flight control actuators are out of rig and invalid. This caution is only present on the
ground.

ROLL LMTR The roll rate limiter is not working and is set to the default value regardless of flight
condition or aircraft configurations. Aircrew must maintain roll rate within allowable
OFF
limits.

The FCCs have detected a failure of lateral stick position sensor in three or four
ROLL STK
channels. The lateral stick position may not be sensed correctly.

RUD OFF The left or right rudder has failed in both channels.

The FCCs have detected a failure of rudder pedal position sensor in three or four
RUD PEDAL
channels. The rudder pedal position may not be sensed correctly.

STAB OFF The left or right stabilator has failed in three or four channels.
Ñ 1 AUTO PLT, GAIN ORIDE, and LMTR ORIDE all elicit the CAUTION, CAUTION voice alert
even though these cautions are related to the flight control system.

Figure 1-32 (Sheet 2)

1-71
CSTO SR1F-15SA-1-2
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AUTOPILOT CAUTIONS. the DETAIL BIT format select FCS (PB 14). While on the
ground the FCS DETAIL BIT format defaults to the FAULT
format. PB 13 cycles between FAULT, STATUS, and TEXT.
One unique set of FCS cautions is specifically related to the
autopilot system. Autopilot cautions can occur because of
From the fault format select STATUS (PB 13) to gain access
system failures or simply exceeding allowable limits.
to the status format. From the status format select TEXT
Autopilot related cautions are accompanied by the
(PB 13) to access the text format. From the text format,
MASTER CAUTION light, CAUTION, CAUTION voice
select FAULT (PB 13) to return to the fault format.
alert, and an MPD/MPCD AUTO PLT caution. Autopilot
Selection of FCS (PB 14) exits the FCS BIT format (figure
cautions are triggered as a result of exceeding autopilot
1-33). In flight, the FCS DETAIL BIT format defaults to the
disengage limits or autopilot system failure. Resetting the
status format.
MASTER CAUTION light or successful re-engagement of
the autopilot removes the AUTO PLT caution and allows
FAULT FORMAT.
the system to annunciate for additional disengagements or
failures. Aircrew initiated autopilot disengagements do not
The fault format is the default on-ground detail BIT format.
trigger the autopilot caution displays.
This format lists any known LRU faults and FCC fault
codes. Under the LRU ISOLATION header, the FCC
Aircraft limits that result in an AUTO PLT caution are
generates a list of faulty LRUs. Under the CODE -
described below:
CHANNEL header, the FCC displays fault codes in
response to known failures. The fault codes are displayed
1. All autopilot modes:
under the channel in which they occurred. The code list is
a.
Normal accelerations less than -1g or greater
blank when no faults are present. Critical FCS temperatures
than +4g incremental
are displayed for the respective FCC channel CPU and the
b. Roll rate greater than 25°/second (when not in
AHRS. The temperatures are displayed under their
Control Stick Steering)
respective channels (figure 1-33).
c. Weight on wheels
d. AOA exceeds 15° below 200 KCAS increasing
STATUS FORMAT.
to 20° at 350 KCAS and above
2. All altitude hold and select modes:
The status format is the default in-flight DETAIL BIT
a. AOA greater than 13°
format. Under the AUTOPILOT/TF STATUS header,
b. Pitch trim exceeding ±25%
autopilot and TF events that occur while weight-off-wheels
c. Pitch attitude exceeding +45°
are displayed in an event/cause relationship. Under the
d. Flight path angle less than -16°
CODE - CHANNEL header, the FCCs again display fault
3. Radar altitude hold:
codes in response to known failures. The fault codes are
a. Radar altitude below 380 feet
displayed under the channel in which they occurred. The
4. Radar altitude select:
code list is blank when no faults are present. Critical FCS
a. Radar altitude below 950 feet
temperatures are displayed for the respective FCC channel
b. Mach greater than 0.97
CPU and the AHRS. The temperatures are displayed under
5. BARO altitude select:
their respective channels (figure 1-33).
a. Mach greater than 0.97
6. ATF:
TEXT FORMAT.
a. Longitudinal stick position exceeds
approximately 0.4 inches forward or 1.3 inches
The text format is viewed by selecting TEXT (PB 13) on the
aft of neutral
in-flight DETAIL BIT format to display textual description
of the failure codes shown on the status or fault formats.
FCS DETAIL BIT FORMAT. Selection of the desired FCC channel (PB 7 thru PB 10)
displays a textual description of the associated fault (figure
The cause of FCS caution indications can be viewed on the 1-33). PB 7 thru PB10 are only available if there are faults
FCS DETAIL BIT format. To access the FCS DETAIL BIT from the channel associated with that particular pushbutton.
from the MAIN BIT format select DETAIL (PB 17). From

1-72 Change 4
 CSTO SR1F-15SA-1-2
FLT CNTRL

FCS DETAIL BIT

Figure 1-33 (Sheet 1 of 2)

1-73
CSTO SR1F-15SA-1-2
FLT CNTRL

FCS DETAIL BIT (Continued)

Figure 1-33 (Sheet 2)

1-74
 CSTO SR1F-15SA-1-2
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AOA TONE. DEPARTURE WARNING TONE.

The gear-down AOA tone is a high pitch (1,600 Hz) The departure warning tone provides an indication of a high
beeping tone which starts at approximately 20° AOA. The yaw rate condition that should be avoided to prevent spin
beep rate increases as AOA increases. The tone may be entry. The warning is generated for both predicted and
eliminated by decreasing AOA. actual yaw rate conditions. Aircraft response and pilot
control inputs are used to determine when the warning
HIGH ANGLE OF ATTACK WARNING sounds. The departure warning tone generally occurs at
42º/second yaw rate but can occur as low as 20º/second if
TONE.
the aircraft is at negative g or there is large yaw acceleration
in the direction of the pilot control input. Departure warning
The programmable high AOA warning tone incorporates a
tone activation generates the YAW RATE, YAW RATE
900 Hz tone doublet (two short 10 Hz beeps followed by a
voice warning followed by the 900 Hz beeping tone. As the
0.3 second pause) to cue the aircrew when the programmed
yaw rate increases, the beep rate increases. The tone reaches
AOA is exceeded. The system defaults to 20°, but can be
a maximum beep rate at 60°/second yaw rate. Since only
programmed for 10 to 45° (in increments of one unit) from
certain frequencies can be generated with a digital system,
the HUD repeater format. Entering a value of 46 thru 50
there may be noticeable stair-stepping of frequencies at the
turns the tone OFF. A value is entered or modified by
60°/second end of the scale. The tone also sounds with the
entering a value between 10 and 50 on the UFC scratchpad
T/O TRIM button pressed and the T/O trim light on. The
and pressing PB 15 on the HUD repeater format to transfer
T/O TRIM beep rate correlates to approximately 30°/second
the scratchpad value. Entries outside this range are invalid
yaw rate. The YAW RATE, YAW RATE voice warning is
and the scratchpad flashes. Programming can be done on the
also triggered with T/O trim as shown (figure 1-34).
ground or airborne. The warning tone is heard and the HUD
AOA flashes at 2.5 Hz when the programmed limit is
equalled or exceeded. The AOA warning tone does not NOTE
sound for 3 seconds after a departure warning tone as shown
The 900 Hz tone is also used for OWS and high
(figure 1-34).
AOA. However, the departure warning tone has
priority.
NOTE
The 900 Hz tone is also used for OWS and
departure warning.

Change 2 1-75
CSTO SR1F-15SA-1-2
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TONE CHART

Figure 1-34

1-76
 CSTO SR1F-15SA-1-2
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SPIN RECOVERY DISPLAY (SRD). remains on the display and the spin recovery capability is
significantly reduced.
The purpose of the SRD is to provide information to help
During a spin the existing LAWS logic is overridden to
the aircrew recover from an upright or inverted spin and
activate the LOW ALT warning at 10,000 feet AGL and
verify the out of control condition is a spin and not an
again at 5,000 feet AGL. The displayed altitude flashes if
auto-roll (figure 1-35). When the FCC detects a spin
below 10,000 feet AGL (figure 1-35). If the SRD is
condition, the ADCP displays the SRD on every
displaying barometric altitude, the LOW ALT warning
MPD/MPCD.
activation is based on the difference between the current
barometric altitude and the elevation of the nearest steer
The aircraft is considered to be in a spin anytime the
point.
airspeed is below 175 KCAS with a roll rate of less than
70º/second and the yaw rate either exceeds 57º/second
After recovery from the spin, RECOVER replaces SPIN
instantaneously or exceeds 42º/second and remains above
RECOVERY and the throttle bars are slewed to the same
30º/second for 5 consecutive seconds. The SRD format
height within 2 seconds and the stick position arrow is
displays SPIN RECOVERY, AOA, calibrated airspeed, and
removed (figure 1-35). After 4 seconds, the displays return
altitude. The altitude display normally shows the height
to their previously selected formats.
above terrain from the Combined Altitude Radar Altimeter
(CARA) and is preceded by an R and unboxed. If the
The SRD can be overridden by pressing PB 11 on the
CARA data is invalid, barometric altitude is displayed
display or selecting a new master mode. HOTAS can also
boxed. An arrow indicates required stick position (full
override the SRD forcing the display to the next
left/full right) and throttle position bars indicate
programmed display format. The ADCP commands the
recommended throttle placement (IDLE/MIL) for an upright
Video Recording And Map System (VRAMS) to split
spin. CONTROLS NEUTRAL is displayed for an inverted
screen record the SRD (from the left FCP MPD) and the
spin.
HUD and continues to record for 30 seconds after
RECOVER is displayed. If the SRD is deselected from the
If the flight control computer detects a malfunction that
left front MPD, only the HUD is recorded.
degrades spin recovery, RESET FCS is displayed near the
top of the SRD. In this case, the pilot presses the RESET
pushbutton on the FCS panel (figure 1-27) to clear the NOTE
failure. If the failure resets, RESET FCS is removed from
SRD is not a selectable format and cannot be
the SRD. If the failure does not reset, the RESET FCS
manually selected.

Change 2 1-77
CSTO SR1F-15SA-1-2
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SPIN RECOVERY DISPLAY

Figure 1-35

1-78
 CSTO SR1F-15SA-1-2
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AUTOPILOT. Autopilot modes of operation may be preselected on the
autopilot submenu prior to coupling of the basic autopilot.
In the pitch axis, autopilot provides attitude control, Any option with an asterisk (steer mode, altitude mode) is
barometric or radar altitude hold, barometric or radar coupled when the UFC keyboard A/P button is pressed
altitude select, and the altitude hold or altitude select (figure 1-38, sheet 1).
functions of blended autopilot/terrain following (blended
mode). In the roll axis, autopilot provides attitude hold, NOTE
heading hold, TACAN steering, navigation steering and
Operating modes are remembered from the
ground track steering. Refer to CSTO SR1F-15SA-34-1-1
previous sortie. Before coupling the autopilot,
for terrain following description.
review the autopilot submenu for preselections.
UFC AUTOPILOT CONTROLS.
AUTOPILOT ENGAGEMENT - BASIC A/P MODE.
The UFC is the primary autopilot mode selection and
The basic autopilot can be engaged by pressing the A/P key
engagement controller. The basic autopilot mode is selected
on the UFC keyboard with weight off wheels. The autopilot
and engaged using the UFC.
automatically engages pitch attitude hold if pitch is within
0° ±45° and heading hold if the bank angle is 0° ±7°. If the
UFC menus involved in autopilot engagement and display
bank angle is greater than ±7° and less than ±60° roll,
of system and mode status are menu 1 and the autopilot
attitude hold is engaged until the bank angle is decreased to
submenu (figure 1-38). Menu 1 provides current autopilot
±7° and then automatically reverts to heading hold. If
status information such as the engagement mode, and
attitude hold is engaged it appears on the UFC menu 1, PB 9
whether it is coupled with the existing steering mode. The
in the current mode display as A/P ATT. If heading hold is
autopilot submenu provides the means of coupling the
engaged it is displayed as A/P HDG.
current aircraft steer and altitude mode. When the autopilot
is engaged the autopilot status (same as menu 1) is
When the autopilot key is pressed, the UFC autopilot
displayed centered on the top line. If A/P is not engaged,
submenu replaces the current display to facilitate steer mode
A/P OFF is displayed centered on this line.
and/or altitude mode engagement selections. With ATF
selected, the roll axis autopilot modes are available along
The following modes are displayed on the UFC menu 1 at
with a blended mode which provides ATF protection with
PB 9 or on the UFC autopilot menu between PB 1 and PB
autopilot altitude hold modes. If an autopilot steer mode is
10:
engaged prior to coupling the ATF, the steer mode is
retained. Also, if an autopilot steer mode is preselected
A/P OFF A/P ATT
using the UFC, but not engaged, only the basic autopilot is
A/P HDG A/P TCN
engaged upon coupling of ATF.
A/P NAV A/P GT
A/P TF A/P ALT
Autopilot Disengagement.
A/P NAV/ALT A/P TCN/ALT
A/P GT/ALT A/P TCN/TF
The autopilot modes are disengaged by pressing the paddle
A/P NAV/TF A/P BATF
switch on the control stick, deselecting the mode or
A/P RATF AP TCN/BATF
engaging a higher priority mode. The autopilot, if engaged,
AP TCN/RATF AP NAV/BATF
automatically disengages with weight on wheels upon
AP NAV/RATF A/P GT/BATF
landing.
A/P GT/RATF A/P AHDG
AP HDG/BATF AP HDG/RATF
A/R CRS A/P CRS/ALT AUTOPILOT MODES.
A/P CRS/TF A/P CRS/BATF
A/P CRS/RATF. The autopilot captures and maintains the desired aircraft
parameter, (e.g. heading, attitude, and altitude, etc.) as
AUTOPILOT PRESELECTION. required by the autopilot mode selections.

1-79
CSTO SR1F-15SA-1-2
FLT CNTRL
The autopilot is designed to limit the non-terrain following Altitude Select.
pitch steering commands to no greater than +2.5g and no
less than -0.85g (incremental). This function provides the capability to automatically climb
or descend to a selected radar or barometric altitude. The
The following autopilot modes are provided: climb schedules used are similar to the optimum climb
schedules contained in the performance data section as
a. Attitude hold - Pitch, roll, and heading shown (figures 1-36 and 1-37). Specifically, the climb
b. Altitude hold - Barometric schedule is a constant airspeed switching to constant Mach
c. Altitude select - Barometric number. The dive schedule is constant airspeed. PB 7 on the
d. Altitude hold - CARA UFC autopilot submenu displays climb or dive status.
e. Altitude select - CARA Airspeed and Mach or Mach alone are displayed in a climb;
f. Navigation steering airspeed only is displayed in a descent. The climb or descent
g. Course steering and TACAN steering rate is controlled with the throttle. Altitude select is engaged
h. Heading select by entering an altitude at PB 8 while altitude hold is
i. Ground track hold engaged or by pressing PB 3 while ALT SELECT is
j. ATF displayed and the basic autopilot is engaged. Pressing PB 8
k. Control stick steering - Allows the pilot to override with an empty scratchpad turns altitude select off and the
the non-ATF autopilot modes without mode autopilot reverts to altitude hold mode. The altitude value
disengagement. can be between 1,000 and 50,000 feet. If an entry between
l. Altitude hold/select blended with ATF (barometric 10 and 500 is made, the system multiplies the entry by 100.
or CARA). The aircrew can switch between BARO and RDR without
mode disengagement. If the aircrew attempts to switch from
ATTITUDE HOLD. RDR to BARO while SELECT mode is engaged and the
CARA altitude is less than or equal to the required
Attitudes are maintained within a static accuracy of ±0.5° in minimum, PB 4 displays BARO then switches to RDR
pitch attitude and ±1.0° in roll attitude. The following indicating baro altitude select did not successfully engaged.
heading, roll, and pitch attitude hold modes are provided:
When switching from RDR to BARO, a comparison of the
a. Heading is to be maintained for bank angles selected altitude to the ground level is made. If the selected
between +7.0° and -7.0° at mode engagement altitude is at least 1,000 feet above the ground, BARO is
b. Roll attitude hold is provided for roll angles at engaged. If the selected altitude puts the aircraft below
engagement between +7.0° and +60°, and between 1,000 feet AGL, the altitude source (PB 4) momentarily
-7° and -60° displays BARO and then reverts to RDR to indicate that
c. Pitch attitude hold is provided between +45° and BARO altitude select is not successfully engaged. Radar
-45° of pitch attitude. altitude select remains active.

ALTITUDE HOLD.

The altitude mode is selected and engaged from the

autopilot submenu where it is displayed (next to PB 3) as
There is no interlock to prevent the aircrew from
ALT HOLD, ALT SELECT, or ALT TF. One of two altitude
selecting a BARO altitude that is below ground
sources, either radar (RDR) or barometric (BARO), is also
level.
displayed (next to PB 4). To change the altitude source,
press the pushbutton next to the displayed source. Assuming
Barometric Altitude Hold/Select.
the basic autopilot mode is engaged, the mode itself is
selected by pressing the pushbutton next to the desired
Within roll attitude limits of +60° and -60°, the FCS
altitude mode. An asterisk symbol (*) appears next to the
maintains the aircraft at any selected pressure altitude at the
selected altitude mode legend (figure 1-38, sheet 2).
time of engagement or commands a climb/descent to the
aircrew selected altitude. ATF can be engaged to maintain
terrain clearance at or above selected set clearance.

1-80 Change 2
 CSTO SR1F-15SA-1-2
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ALTITUDE SELECT CLIMB AND DESCENT

Figure 1-36

1-81
CSTO SR1F-15SA-1-2
FLT CNTRL

DEFINITION OF TRANSITION MACH

TRANSITION MACH
AIRSPEED RANGE TRANSITION MACH

KCAS<320 0.75

320<KCAS<340 0.83

340<KCAS 0.90

Figure 1-37

1-82
 CSTO SR1F-15SA-1-2
FLT CNTRL
Radar Altitude Hold/Select. When entering the Zone of Confusion (ZOC), the TACAN
steering mode automatically maintains the aircraft heading
The radar altitude hold/select cannot be engaged for existing at the inbound edge of the ZOC until exiting.
altitudes that are out of range. The CARA is the radar Changes in the course selection cause the aircraft to
altitude sensor. Within roll attitude limits of +60° and -60°, maneuver to capture the appropriate outbound radial upon
the FCS maintains the aircraft at the radar altitude at the exiting from the ZOC.
time of engagement in the range of 400 feet to 50,000 feet
or commands a climb/descent to the aircrew selected radar GROUND TRACK HOLD.
altitude in the range of 1,000 feet to 50,000 feet.
The ground track mode is mechanized to steer the aircraft
ATF can be engaged to maintain terrain clearance at or along the ground track established at mode engagement if
above selected minimum. the bank angle is less than or equal to 7°. If the bank angle
is greater than 7°, the bank angle is maintained. If the bank
angle is decreased to within 7°, the current ground track is
maintained.

HEADING SELECT STEERING.

The radar altimeter provides no forward looking
capability. RDR ALT HOLD mode is not
The heading select steer mode is mechanized to provide
recommended for use over rolling/rugged terrain
steering to a selected magnetic heading, and to capture and
below 5,000 feet Above Ground Level (AGL).
hold the selected heading.

NOTE Autopilot Coupled With Steer Modes.

When not in ATF, the legend displayed next to PB
The autopilot can be coupled with any one of five steer
3 can show ALT HOLD or ALT SELECT. When
modes, heading select (HDG), navigation (NAV), ground
PB 8 displays SEL OFF then PB 3 displays ALT
track (GT), CRS (course) or TACAN (TCN). Steer modes
HOLD. When PB 8 displays an altitude then PB 3
are selected from the HSI display format. The UFC
displays ALT SELECT. Pressing PB 8 with an
autopilot submenu, line 2 shows the steer mode currently
altitude displayed causes PB 8 to display SEL OFF
selected on the HSI and is used to couple the autopilot to the
and PB 3 to display ALT HOLD.
displayed steer mode. If ILST, ILSN or ALG is selected on
the HSI, the coupling to the steer mode is inhibited since the
NAVIGATION STEERING.
autopilot cannot be coupled to fly an ILS or ALG approach.
With the autopilot coupled, ILST and ILSN are removed
The navigation mode has 360° of control. When selected,
from the HSI display.
the navigation steering mode automatically turns the aircraft
in the shortest direction to the preselected destination. The
navigation mode is mechanized to steer the aircraft along a NOTE
great circle path from present position to a pre-designated
• If either ILS mode is selected on the HSI when the
destination.
autopilot is coupled, the appropriate steer mode (TCN
or NAV) is automatically selected and displayed on
TACAN STEERING.
both the HSI and the UFC autopilot submenu. For
example, if ILSN is selected, the NAV steer mode is
TACAN steering mode has 360° of control, and is
automatically selected (boxed) on the HSI when auto-
mechanized to turn the aircraft in the shortest direction from
pilot is coupled.
the current heading to an intercept heading. It holds a 45°
intercept to the selected TACAN radial then turns to
• When flying through the TACAN ZOC, steering par-
intercept and steer along the selected radial.
allels the desired course. Once out of the ZOC, TCN
steering intercepts and tracks the desired course.

1-83
CSTO SR1F-15SA-1-2
FLT CNTRL
Assuming that the basic A/P is already engaged, coupling of Automatic Terrain Following.
the selected steer mode is done from the autopilot submenu.
Pressing the pushbutton next to the steer mode legend on the The autopilot is also used during automatic terrain
UFC displays an asterisk symbol (*) next to the steer mode following. Refer to CSTO SR1F-15SA-34-1-1 for a detailed
legend, couples the autopilot to the steer mode displayed, terrain following description.
and displays an A/P symbol on the HSI. If NAV steer mode
is coupled, the autopilot status is displayed on menu 1 as CONTROL STICK STEERING.
A/P NAV, indicating that the autopilot is in the NAV
steering mode. The four remaining steer modes, heading Control Stick Steering (CSS) during autopilot operation
select, TACAN, course, and ground track, are selected and refers to manual control stick inputs in either pitch or roll
coupled with the autopilot in the same manner. When without disengaging the autopilot. The stick deflection
coupled to a steer mode, an A is displayed on the HUD to required for pitch CSS is 0.06 inches in attitude hold and
the left of the steer mode (figure 1-38). 0.295 inches in altitude hold/select. Stick deflection required
to engage roll CSS during general autopilot is 0.06 inches.
The heading select steer mode allows the aircrew to enter a
selected heading for the aircraft to acquire and hold. Once In the ground track steering mode, if CSS is engaged, the
the desired heading is entered and coupled, the aircraft rolls bank angle must be reduced to less than ±7° to return to
to the selected heading (using standard turn rate of 30° bank ground track. If the bank angle is greater than or equal to
angle or 3°/second maximum turn rate). Once the heading is ±7° the autopilot enters roll attitude hold until the bank
achieved, the heading select mode remains selected. The angle is reduced. If an autopilot mode is disengaged during
heading select mode is entered by pressing PB 3 (HDG) on CSS, the AUTO PLT caution is displayed on the
the HSI. The heading can be changed by scratchpad transfer MPD/MPCD.
or pressing PB 1 or PB 2 on the HSI. When entered from
another steering mode, the heading defaults to the current ASYMMETRIC LOADS CONSIDERATIONS.
heading.
During autopilot operation, roll trim will automatically
The TCN and CRS steer modes provide two display operate to compensate for lateral asymmetries up to 15,000
formats: PLAN view and Course Deviation Indicator (CDI). ft-lb. For large lateral asymmetries (greater than 20,000
ft-lb), the autopilot may not hold the commanded bank
CRS Autopilot Modes. angle. This will result in a bank angle biased towards the
heavy wing. With large lateral asymmetries at slow speeds,
The following autopilot mode selections can be displayed at the autopilot may not have enough authority to stop the
PB 9 on UFC menu 1 and between PB 1 and PB 10 on the aircraft from rolling. If the aircraft rolls past 60 degrees
UFC autopilot submenu: bank angle, the autopilot will be interrupted. If the autopilot
disengages due to the roll command monitor, the A/P light
a. A/P CRS will extinguish, and disengagement will be accompanied by
b. A/P CRS/ALT. an AUTO PLT caution, CAUTION, CAUTION voice alert,
and an AUTOPILOT CAUTION/ROLL CMD LIMIT on
the FCS DETAIL BIT format.

1-84 Change 4
 CSTO SR1F-15SA-1-2
FLT CNTRL

AUTOPILOT DISPLAYS

Figure 1-38 (Sheet 1 of 3)

1-85
CSTO SR1F-15SA-1-2
FLT CNTRL

AUTOPILOT DISPLAYS (Continued)

Figure 1-38 (Sheet 2)

1-86
 CSTO SR1F-15SA-1-2
FLT CNTRL

AUTOPILOT DISPLAYS (Continued)

Figure 1-38 (Sheet 3)

1-87
CSTO SR1F-15SA-1-2
OWS

OVERLOAD WARNING SYSTEM (OWS)

The Overload Warning System (OWS) operates as a backup these systems, the OWS is considered inoperative and the
to the load limiter. If the load limiter is inoperative with the flight manual non-OWS G limits must be observed, even
OWS still functional, the ADCP automatically enables the though the HUD G window can still indicate that the OWS
OWS tone functionality. With a functioning load limiter, the is operating.
OWS tones are disabled at start-up, but can be manually
enabled by selecting TONES on the OWS format. OWS Certain failures can result in a continuous OVER-G voice
operation may be verified by display of both current g and alert. Logic is incorporated to shut down the OWS after 30
maximum allowable g on the HUD. For the OWS to seconds of accumulated voice alert. The aircrew must be
program properly, the external stores configuration must be aware if the voice alert comes on for 30 seconds and then
correctly set in the PACS. stops, it is not because the system has corrected itself.
Checking the HUD in this situation verifies OWS shutdown,
When enabled, a 900 Hz tone is heard and current g flashes and the non-OWS g limits must be observed. The aircrew
on the HUD to give warning that the maximum allowable g can verify that the OWS is operational by observing the
is being approached. The tone is first heard at 85% following:
maximum allowable g or 1g below the maximum allowable,
whichever is lower, and is interrupted at a rate of 4 Hz to a. When airborne, the HUD displays the allowable g
produce a beeping sound. At 92%, the tone is interrupted at and current g matches the aircraft flight condition.
a rate of 10 Hz. At 100%, the voice alert OVER-G, b. The ARMT format on MPD/MPCD displays the
OVER-G, is heard. Additionally, the HUD displays OVR G actual configuration
mippling with the peak g. If the overload condition is c. The fuel gauge and ENG format indicate
relieved in the middle of an OVER-G transmission, the reasonable fuel quantities.
transmission is completed before the voice alert is
discontinued. OVR G continues to be displayed in the HUD
until manually reset using the symbol declutter switch.

The OWS computes fuel changes at a maximum of 40

pounds per second. Whenever the OWS computed fuel is If external wing tank fuel fails to transfer or if
greater than the aircraft configuration can hold (e.g., tank STOP TRANS is selected and fuel remains in
jettison), the OWS is inoperative until computations catch external tanks, the load limiter/OWS pylon
up with actual fuel quantity. If AIU 2 fails, no OWS calculations are incorrect. The HUD g allowable
computations can be made. may be higher than is actually permissible on the
pylon during rolling maneuvers. Rolling
maneuvers must be limited to ½ lateral stick.
OWS COMPONENT
MPD/MPCD FORMAT.
MALFUNCTIONS.
When the aircraft is g loaded to 85% or more of the design
Failure of systems which supply data to OWS can cause the limit, the overload conditions are stored in the ADCP
OWS to malfunction. Since these systems are also of prime memory and can be recalled as an information matrix on the
importance for flight, a failure is apparent to the aircrew (for MPD/MPCD. The overload conditions
example, fuel quantity malfunction, or current g
unreasonable). If the aircrew detects a malfunction in one of

1-88 Change 2
 CSTO SR1F-15SA-1-2
OWS
last digit implied (e.g., 92 is read as 9.2g)
b. OVL - Percent of overload expressed as a whole
percentage. The percent overload is related to the
component severity code as follows:

% OVL SEVERITY CODE

LEVEL
85% - 100% 0
101% - 110% 1
111% - 120% 2
121% - 130% 3
131% - 140% 4
141% and above 5

c. FUS - Fuselage
d. WNG - Wing
e. LTL - Left tail boom
f. RTL - Right tail boom
g. 2/8 - Pylon
h. CFT - Conformal fuel tanks
i. MIT - Mass items (i.e., engines, AMAD, CGB/
JFS, etc.)
j. CLR - Clear function to clear the OWS matrix
from ADCP memory
k. RCD - Initiates manual recording of the display
l. MIN/MAX - minimum and maximum g computed
Figure 1-39 by the ADCP since the last OWS reset occurred.
Minimum g can be a negative value. MIN and
include normal acceleration (ACC) in g, the percent MAX g values are reset to 1.0g when an OWS
overload (OVL) and overload severity codes for selected reset is done
components. m. INVALID ARMAMENT - Displayed when an
invalid weapons indication is received by the
A typical OWS matrix on the ground is shown (figure 1-39). ADCP for A/G stations 1, 2, LC, 5, RC, 8, and 9
The matrix is displayed on the MPD/MPCD by selecting with weight-off-wheels. All OWS computations are
OWS from the menu format. The abbreviations used on the canceled
format are: n. TONES - When selected (boxed), the OWS tone
sounds regardless of the status of the load limiter.
a. ACC - Normal acceleration load factor. This is a The OWS tones default to unboxed at initial
two or three digit number with a decimal before the power-up with weight-on-wheels.

Change 2 1-89
CSTO SR1F-15SA-1-2
OWS
The first line of the format below the condition/component Overloads over 100%latch the OWS EXCEED status on the
column shows summary of the worst (highest) overload Avionics Status Display (ASD) and can only be cleared by
recorded during the flight. The second line is the latest selecting CLEAR from the OWS format on the
overload condition encountered. Subsequent lines display MPD/MPCD, and having maintenance personnel reset the
overload percentages and severity codes for the listed OWS reset switch in the nose wheelwell. The procedure to
components. This information is used to determine the clear the matrix is contained in section II.
required maintenance action. An overload value of exactly
100 causes a 0 to be displayed, but a value of 100 plus 0.01 For overloads of 100% or less, the OWS matrix is
causes the percent overload value to increase to 101 and automatically cleared and the minimum/maximum values
cause a 1 to be displayed. All applicable inspections are are reset to 1.0 when the following conditions are met:
based on severity codes and not percent overload, which is
displayed for information only. a. ADCP power up on the ground
b. Aircraft is on the ground.

1-90
 CSTO SR1F-15SA-1-2
WARN/CAU/ADV

WARNINGS/CAUTIONS/ADVISORIES

WARNING LIGHTS. ENGINE

ATDP L OIL TEMP
The red warning lights (figure 1-40) provide indications of FIRE SENSOR R BLEED AIR
system malfunctions that require immediate crew attention. FUEL HOT R BST PUMP
Except for the gear handle and gear UNSAFE lights, the INLET ICE R BYPASS
warning lights are prominently located at or near the top of L BLEED AIR R ENG CONTR
the instrument panel in both cockpits. The left and right L BST PUMP R INLET
BURN THRU lights (figure 1-40) are only located in the L BYPASS R OIL PRESS
FCP. L ENG CONTR R OIL QTY
L INLET R OIL TEMP
L OIL PRESS UNK ENG TYPE
CAUTION INDICATIONS. L OIL QTY

The caution lights also provide indications of system FLT CONTR

malfunction which requires immediate notification/attention ACCEL GYRO
but not immediate action. There are two kinds of caution ACE DEFAULT PITCH STK
indications, the amber caution lights located on both the AIL OFF RIG
caution lights panel in the FCP and on the AIR DATA ROLL LMTR OFF
warning/caution/advisory lights panel in the RCP (figure AOA ROLL STK
1-40), and cautions which are displayed on the MPD/MPCD BATT DISCH RUD PEDAL
in both cockpits (figure 1-41). Only the following cautions FCS RUD OFF
appear as both yellow caution lights and MPD/MPCD FCS FAULT STAB OFF
cautions: G LMTR OFF

a. BST SYS MAL HYD

b. EMER BST ON L PUMP R PUMP
PC1 A PC1 B
CAUTION LIGHTS. PC2 A PC2 B
UTL A UTL B
There are three yellow caution lights on the caution lights
panel in the FCP and warning/caution/advisory lights panel FCS FAULT is displayed on the MPD/MPCD when the
in the RCP which are classified as major category caution flight control system has detected a new flight control
lights. These lights, ENGINE, FLT CONTR, and HYD, malfunction that does not have a dedicated flight controls
provide a prompt that MPD/MPCD cautions from that related caution. The FCS FAULT caution can be
particular category are being displayed. The MASTER accompanied by a dedicated flight control caution and/or
CAUTION light comes on when any caution light change in status of the FCS format.
illuminates or MPD/MPCD caution is first displayed
(except the FCS caution). The CAUTION, CAUTION voice FCS FAULT can potentially be reset. If an FCS FAULT
alert is also annunciated unless another dedicated voice alert occurs, aircrew must press the RESET button (located on
already exists for that caution. The corresponding the FCP FCS panel) to clear the FCS FAULT caution. The
MPD/MPCD caution remains on until the problem is FCS FAULT MPCD caution clears after an FCS RESET is
corrected or the cautions are decluttered from the performed.
MPD/MPCD. The systems associated with each major
category light caution are as follows:

1-91
CSTO SR1F-15SA-1-2
WARN/CAU/ADV
If FCS FAULT occurs and a RESET is attempted and does FCP. These cautions can be removed by moving the front
not clear the fault, the FCS malfunction latches and the FCS stick castle switch to any position. A second activation of
caution appears on the MPCD to indicate that a flight the castle switch restores the cautions to the display.
control related malfunction still exists. The FCS caution
notifies aircrew to look at the FCS format and/or detail BIT MPD/MPCD CAUTIONS.
format for additional information concerning any existing
flight control system faults. FCS is a general roll up for any MPD/MPCD cautions are initially displayed on the right
FCS failure that does not have a dedicated FCS related MPD in the FCP and the right MPCD in the RCP.
caution. This caution only appears after a FCS FAULT is Depending on the number of cautions displayed, they are
cleared by pressing the RESET button. presented in three columns written left to right in the top
row in successive order as they occur. The most recent
If a subsequent RESET attempt is made and all faults clear caution appears to the right of the existing caution in the top
on this RESET attempt, the FCS caution clears. There can row (figure 1-42). Refer to their respective sections for more
be a small number of cases in which an FCS FAULT is information.
displayed for a condition that is known by the FCC that
cannot be reset. FCS FAULT is still displayed for these If required, MPD/MPCD cautions can be moved from one
conditions to indicate that a flight controls failure/condition display to another. In the FCP this is done by
has occurred. In such cases, pressing the RESET button simultaneously pressing the MASTER CAUTION light and
does not clear the fault but FCS FAULT is removed and moving the castle switch toward the display where the
FCS caution appears. cautions are desired. To move the cautions in the RCP, press
and hold the master caution and press the coolie switch on
With double generator failure and the emergency generator the appropriate hand controller toward the display where the
operating, cautions are displayed only on the MPCD in the caution is desired.

1-92
 CSTO SR1F-15SA-1-2
WARN/CAU/ADV
/ /

WARNING/CAUTION/ADVISORY LIGHTS

Figure 1-40 (Sheet 1 of 3)

1-93
CSTO SR1F-15SA-1-2
WARN/CAU/ADV

WARNING/CAUTION/ADVISORY LIGHTS (Continued)

MASTER
NAME/ CAUTION DEDICATED
SYSTEM TYPE CAUTION
LEGEND VOICE VOICE
LIGHT

MASTER
CAUTION (FCP) CAUTION X X -
MSTR CAUT (RCP)
CAN UNLKD (FCP)
GENERAL CANOPY WARNING - - -
UNLOCKED (RCP)
AV BIT CAUTION - - -
(AMAD) FIRE WARNING,
(FCP ONLY) WARNING - - AMAD FIRE
L GEN CAUTION X X -
GENERATOR
R GEN CAUTION X X -
(L ENGINE) FIRE
(FCP) WARNING,
WARNING - - ENGINE FIRE
ENGINE FIRE RIGHT
LEFT
(RCP)
(R ENGINE) FIRE
(FCP) WARNING,
ENGINE WARNING - - ENGINE FIRE
ENGINE FIRE LEFT
RIGHT
(RCP)
L BURN THRU AB BURN
(FCP ONLY) WARNING - - THRU LEFT
R BURN THRU AB BURN
(FCP ONLY) WARNING - - THRU RIGHT
EMIS LMT CAUTION - - -
AI WARNING - - -
SAM WARNING - - -
EW PROGRAM CAUTION - - -
MINIMUM CAUTION - - -
CHAFF CAUTION - - -
FLARE CAUTION - - -
DSPL FLO LO
ECS (ADCP) CAUTION X X -

EMER BST ON
(FCP ONLY) CAUTION X X -

BST SYS MAL

FUEL (FCP ONLY) CAUTION X X -

WARNING,
FUEL LOW CAUTION X - FUEL LOW

Figure 1-40 (Sheet 2)

1-94 Change 4
 CSTO SR1F-15SA-1-2
WARN/CAU/ADV

WARNING/CAUTION/ADVISORY LIGHTS (Continued)

MASTER
NAME/ CAUTION DEDICATED
SYSTEM TYPE CAUTION
LEGEND VOICE VOICE
LIGHT

HYDRAULICS HYD CAUTION X X -

FLIGHT
FLT CONTR CAUTION X X CONTROLS
FLIGHT
CONTROLS FLIGHT
FCS HOT CAUTION X - CONTROLS
A/P ADVISORY - - -
MSOGS OXYGEN CAUTION X X -
LOW
LOW ALT WARNING - - ALTITUDE

TERRAIN OBSTACLE
OBST WARNING - - AHEAD
FOLLOWING
TF FAIL WARNING - - TF FAILED
UNARMED NO ATF
(RCP ONLY) CAUTION - - -

LASER ARMED
TARGET POD (FCP ONLY) CAUTION - - -

MASTER ARM
(RCP ONLY) ADVISORY - - -
WEAPONS
LOCK SHOOT
(FCP ONLY) CAUTION - - -

Figure 1-40 (Sheet 3)

1-95
CSTO SR1F-15SA-1-2
WARN/CAU/ADV
Cautions Declutter. MASTER CAUTION LIGHTS.
The aircrew also has the ability to declutter all cautions The MASTER CAUTION lights (figure 1-40), on the upper
from the formats, this mode cannot be entered if no cautions instrument panel in both cockpits, come on simultaneously
exist. In the FCP this is done by pressing and holding the with all yellow caution lights, when any MPD/MPCD
MASTER CAUTION light while pressing the castle switch caution comes on. The MASTER CAUTION lights do not
down on the stick. In the RCP this is done by pressing and come on for the following:
holding the MSTR CAUT light while pulling the coolie
switch aft on either of the hand controllers. This removes all a. PROGRAM
currently displayed cautions and displays a boxed CAUT in b. MINIMUM
the lower left corner of the format (figure 1-42). c. CHAFF
d. FLARE
NOTE e. LOCK/SHOOT
f. AV BIT
If aircrew declutters the cautions via HOTAS while
g. LASER ARMED
the IFF MODE 4 caution is displayed, a boxed
h. EMIS LMT
4CAUT is displayed.
i. UNARMED/NO ATF.
The cautions decluttered mode is exited if:
Also, CAUTION, CAUTION does not sound for the
cautions that have their own dedicated voice alert (figure
a. A new caution occurs or a caution self-corrects and
1-40). Refer to Audio Warning System chapter for further
then fails again
information.
b. Either crew member selects cautions decluttered
mode while already in cautions decluttered (format
toggles back to all current cautions displayed). NOTE
Once cautions are decluttered mode is exited, the With AIU CAUT displayed on the MPD/MPCD,
current cautions are displayed in time order (most the MASTER CAUTION lights and CAUTION,
recent at top of the list). CAUTION voice warnings may not function.

NOTE The MASTER CAUTION lights go out when the FCP

MASTER CAUTION is pressed. The MASTER CAUTION
When cautions are displayed on the left aft MPCD
lights do not come on with the AV BIT caution, pressing
and the HUD switches to secondary mode, the
either cockpit MASTER CAUTION light turns off the AV
cautions move to the right aft MPCD. When the
BIT light.
HUD is in secondary mode, moving the cautions to
the left aft MPCD is inhibited. This prevents
cautions from appearing on the HUD during ADVISORY LIGHTS.
secondary mode.
The advisory lights, which are either green or white,
indicate safe and normal conditions and impart information
for routine purposes. Individual advisory lights are located
throughout the cockpit and are described with their
applicable equipment. A list of warning/caution/advisory
lights, with causes of their activation and corrective action
to be taken are described in section III.

1-96 Change 2
 CSTO SR1F-15SA-1-2
WARN/CAU/ADV

MPD/MPCD CAUTIONS
MASTER
NAME/ CAUTION DEDICATED DEDICATED
SYSTEM CAUTION
LEGEND LIGHT VOICE LIGHT VOICE

ANTI ICE WNDSHLD HOT X X - -

SYSTEM
ARRESTING HOOK X X - -
HOOK
BRAKE/ANTI BRK HOLD X X - -
SKID SYSTEM ANTI SKID X X - -
CMWS CMWS HOT X X - -
DSPL FLO LO X X -
(ADCP II) -
ECS X X - -
ECS LCS SHUTOFF X X - -
L ECS TEMP X X - -
R ECS TEMP X X - -
EGI ATTITUDE X X - -
ATDP X X ENGINE -
FIRE SENSOR X X ENGINE -
FUEL HOT X X ENGINE -
INLET ICE X X ENGINE -
L BLEED AIR X X ENGINE -
R BLEED AIR X X ENGINE
L BST PUMP X X ENGINE -
R BST PUMP X X ENGINE -
L BYPASS X X ENGINE -
R BYPASS X X ENGINE -
ENGINE L ENG CONTR X X ENGINE -
R ENG CONTR X X ENGINE -
L INLET X X ENGINE -
R INLET X X ENGINE -
L OIL PRESS X X ENGINE -
R OIL PRESS X X ENGINE -
L OIL QTY X X ENGINE -
R OIL QTY X X ENGINE -
L OIL TEMP X X ENGINE -
R OIL TEMP X X ENGINE -
UNK ENG TYPE X X ENGINE -
Figure 1-41 (Sheet 1 of 3)

Change 2 1-97
CSTO SR1F-15SA-1-2
WARN/CAU/ADV

MPD/MPCD CAUTIONS
MASTER
NAME/ CAUTION DEDICATED DEDICATED
SYSTEM CAUTION
LEGEND VOICE LIGHT VOICE
LIGHT
FLIGHT
ACCEL X - FLT CONTR CONTROLS
FLIGHT
ACE DEFAULT X - FLT CONTR CONTROLS
FLIGHT
AIL OFF X - FLT CONTR CONTROLS
FLIGHT
AIR DATA X - FLT CONTR CONTROLS
FLIGHT
AOA X - FLT CONTR CONTROLS
AUTO PLT X X - -
FLIGHT
BATT DISCH X - FLT CONTR CONTROLS
BATT SW X X - -
Ñ1
FCS - - FLT CONTR -
FLIGHT
FCS FAULT X - FLT CONTR CONTROLS
FLIGHT
CONTROLS FLIGHT
G LMTR OFF X - FLT CONTR CONTROLS
GAIN ORIDE X X - -
FLIGHT
GYRO X - FLT CONTR CONTROLS
LMTR ORIDE X X - -
FLIGHT
PITCH STK X - FLT CONTR CONTROLS
FLIGHT
RIG X - FLT CONTR CONTROLS
FLIGHT
ROLL LMTR OFF X - FLT CONTR CONTROLS
FLIGHT
ROLL STK X - FLT CONTR CONTROLS
FLIGHT
RUD OFF X - FLT CONTR CONTROLS
FLIGHT
RUD PEDAL X - FLT CONTR CONTROLS
FLIGHT
STAB OFF X - FLT CONTR CONTROLS

Ñ 1 The FLT CONTR light is already illuminated with the FCS caution. The FLT CONTR light
occurs with the FCS FAULT caution and FCS occurs after a FCS RESET (when FCS FAULT is
displayed) if the fault has not cleared and thus latched.

Figure 1-41 (Sheet 2)

1-98
 CSTO SR1F-15SA-1-2
WARN/CAU/ADV

MPD/MPCD CAUTIONS
MASTER
NAME/ CAUTION DEDICATED DEDICATED
SYSTEM CAUTION VOICE
LEGEND VOICE LIGHT
LIGHT

BINGO FUEL X X - BINGO FUEL

FUEL BST SYS MAL X X BST SYS MAL -
EMER BST ON X X EMER BST ON -
WARNING,
XFER PUMP X - - TRANSFER
PUMP
Ñ
1
- - - -
AIU CAUT
GENERAL
JFS LOW X X - -
TOT TEMP HI X X - -
L PUMP X X HYD -
R PUMP X X HYD -
PC1 A X X HYD -
PC1 B X X HYD -
HYDRAULICS
PC2 A X X HYD -
PC2 B X X HYD -
UTL A X X HYD -
UTL B X X HYD -
IFF IFF MODE 4 X X - -
MSOGS OXYGEN X X OXYGEN -
SENSORS IRST HOT X X - -
NAV POD NAV POD HOT X X - -
TGT POD TGT POD HOT X X - -
WEAPONS 9X HOT X X - -
Ñ 1 When AIU CAUT (MPCD caution) occurs the master caution light may not illuminate, and the
category lights may not illuminate. Numerous caution lights on the caution panels are controlled by AIU 1
and may not illuminate while it is failed. The CAUTION voice alert is also initiated through AIU 1 and
may not annunciate while AIU 1 is failed. The FLIGHT CONTROLS voice alert caution is initiated by the
FCC and continues to function. AIU 1 No Go latches an indication on the Avionics Status Display (ASD).

Fi 1 41 (Sh 3)
Figure 1-41 (Sheet 3)

1-99
CSTO SR1F-15SA-1-2
WARN/CAU/ADV

MPD/MPCD CAUTIONS

Figure 1-42

1-100
 CSTO SR1F-15SA-1-2
AUDIO WARN SYS

AUDIO WARNING SYSTEM

The audio warning system is made up of both audio tones d. CAUTION

and voice alerts. The weapons lockon tone, DEWS caution e. FLIGHT CONTROLS
and launch tones, ILS audio, and TACAN audio are volume f. LOW ALTITUDE
controlled by the FCP Remote Intercommunication Control g. MESSAGE
Panel (RICP) and the Inter Communication Set Control h. OBSTACLE AHEAD - Repeats for 2 minutes or
Panel (ICSCP) for the RCP. The Identification Friend or Foe until signal is removed)
(IFF) mode 4 tone is generated by the IFF system when it is i. OVER-G - Repeats for 2 minutes or until signal is
being mode 4 interrogated but is not replying. The OWS removed)
tone is generated when the aircraft approaches design limit j. PULL UP - Repeats 4 times or until signal is
structural overload. When overload is exceeded, the tone is removed)
replaced with a voice warning. The unsafe landing warning k. THREAT WARNING
tone is generated as a function of landing gear position, l. TF FAILED - Repeats for 2 minutes or until signal
aircraft altitude, airspeed and rate of descent. is removed)
m. WARNING, AMAD FIRE
The FCS enables the departure warning tone when the n. WARNING, ENGINE FIRE LEFT
predicted or actual yaw rate exceeds safe thresholds. The o. WARNING, ENGINE FIRE RIGHT
beep rate of the tone increases as the yaw rate increases, and p. WARNING, FUEL LOW
the maximum beep rate is reached at a yaw rate of q. WARNING, OVERTEMP LEFT
60°/second. A voice warning YAW RATE, YAW RATE is r. WARNING, OVERTEMP RIGHT
also heard. s. WARNING, TRANSFER PUMP
t. YAW RATE.
The tone priority in the ADCP is:
The ICSCP applies a first-in-first-out priority to voice alert
1. Yaw rate messages except for the following four, which are
2. OWS prioritized in the order listed and interrupt any lower
3. AOA. priority alert.

The TF system produces a BINK-BINK tone to advise the 1. PULL UP - Repeats four times or until signal is
aircrew that automatic terrain following is selected but is removed
not controlling the aircraft (NO ATF condition) or that the 2. TF FAILED - Repeats for two minutes or until
terrain following system is unarmed (no AUTO FLYUP signal is removed
protection provided). 3. OBSTACLE AHEAD - Repeats for two minutes or
until signal is removed
The voice alert system volume cannot be adjusted. The 4. LOW ALTITUDE - Repeats 2 times.
silence button on the ICSCP/RICP is used to silence any
voice or tone warning for up to one minute. If more than one hazardous condition exists, the first voice
alert enabled plays while subsequent alerts are processed
The voice alert system activates the following warnings and played in the order they are received. The only
when the appropriate conditions exist. All are annunciated exceptions are the four priority voice alerts listed above.
twice unless indicated otherwise: Once a voice alert is enabled and the audio plays, the alert
does not play again until the condition causing the alert is
a. AB BURN THRU LEFT corrected and subsequently returns. Priority messages that
b. AB BURN THRU RIGHT are enabled but then clear during the playback of a higher
c. BINGO FUEL priority message are ignored.

1-101
CSTO SR1F-15SA-1-2
WARN/CAU/ADV
External Power and Generator. CMWS WARNING TONES.

The following additional voice warnings are active with the Common Missile Warning System (CMWS) warning tones
application external power and/or a specific generator provide notification to the aircrew that a new threat is
coming on line in successive order: detected by the CMWS system. The CMWS tone is 2 kHz at
32 Hz, On for 0.75 second, off for 0.75 second, for a total of
a. Voice warning for the AMAD fire detection system three times. The missile warning tone dictates immediate
becomes effective with JFS generator, emergency action that is taken to counter the threat. A SAM warning
generator, or main generator operation indicator light illuminates and CMWS threats are displayed
on the EW format and in the HMD. The DEWS generates
b. Voice warning for the engine fire detection system the following audio messages for the CMWS:
becomes effective with the emergency generator, or
main generator operation a. MISSILE LEFT - Missile approaching from the
left of the aircraft
c. Voice warning for the engine overtemperature, fuel
low level detection and AB BURN THRU b. MISSILE LEFT HIGH - Missile approaching from
detection systems become effective with main the left and above the aircraft
generator power during first engine start.
c. MISSILE LEFT LOW - Missile approaching from
DEWS AUDIO ALARMS. the left and below the aircraft

Audio tones are generated by the DEWS for missile d. MISSILE RIGHT - Missile approaching from the
alert/missile launch, and a caution tone which is generated right of the aircraft
in conjunction with new emitter detection. A missile alert is
a 2 kHz on-off tone modulated at 16 Hz, present for a e. MISSILE RIGHT HIGH - Missile approaching
maximum of 2 seconds per detection. The launch tone may from the right and above the aircraft
be silenced by selecting the VW/TONE SILENCE button on
the ICSCP/RICP. A caution tone is a 2,000 Hz tone beeping f. MISSILE RIGHT LOW - Missile approaching
at 16 Hz for a maximum of 2 seconds per detection. The from the right and below the aircraft
DEWS generates the following audio messages for the
CMD: g. MISSILE NOSE - Missile approaching from the
nose of the aircraft
a. MIN CHAFF - sounded when the chaff payload
level has reached minimum level h. MISSILE NOSE HIGH - Missile approaching from
the nose and above the aircraft
b. MIN FLARE - sounded when the flare payload has
reached minimum level i. MISSILE NOSE LOW - Missile approaching from
the nose and below the aircraft
c. NO CHAFF - sounded when the CMD chaff
payload is expended j. MISSILE AFT - Missile approaching from the aft
of the aircraft
d. NO FLARE - sounded when the CMD flare
payload is expended. k. MISSILE AFT HIGH - Missile approaching from
the aft and above the aircraft
Audio tones and warnings are generated through the
AUDIO BIT test on the EW maintenance BIT menu. l. MISSILE AFT LOW - Missile approaching from
the aft and below the aircraft.

1-102
 CSTO SR1F-15SA-1-2
BIT

BUILT-IN TEST (BIT) SYSTEM

The BIT system provides the crew members with displays come on, and a system caution to be displayed if
of avionic system status. Most information is derived from appropriate. Pressing the MASTER CAUTION light in
BIT mechanizations in the avionics sets and from either cockpit turns off the AV BIT caution lights. BIT
non-avionic BITs implemented in computer software for failures are displayed by pressing the BIT button on the
other aircraft systems. main menu. Pressing DCL (PB 14) on either the BIT or
BIT2 format removes the current list of failures displayed
Three test methods are used; continuous, periodic and and displays the message FAILURES DECLUTTERED
initiated. The continuous method constantly monitors (figure 1-44). Failures which occur after declutter is selected
particular signals for presence, value or logic. The periodic are displayed. Declutter can be used repeatedly to clear the
method automatically intersperses test signals and replies BIT format of failures. Pressing RCL (PB 13) recalls the
amongst operating signals in such a manner that they do not display of all current failures and removes the message and
interfere with normal equipment operation. The initiated RCL option.
method must be initiated by the crew member and causes an
interruption of normal operation of the designated system ENGINE BIT STATUS.
for the duration of the test.
Indications of LDEC, RDEC, or EMSC indicate that the
associated DEC or EMSC has either lost power, experienced
BIT FORMAT. an internal communication failure, or failed communication
with the AIU. If ENG format parameters are not displaying
Two menu selectable BIT formats (BIT and BIT2 formats, OFF, communication and engine operation are unaffected.
figure 1-43) contain the status of all BIT tested systems. BIT indications of LDEC or RDEC are normal if the
Pressing BIT (PB 20) on the main menu selects the BIT associated engine is off.
format; pressing BIT2 (PB 12) on the main BIT format
selects the second BIT format. The systems that can be BIT Indications of LDEC, RDEC, or EMSC followed by a 5A
tested are displayed around the outer edge of the BIT and/or 5B indicate that at some point, the respective DEC or
format. A particular system is selected by pressing the PB EMSC had lost communication with the ADCP. Individual
next to the desired system or combination of systems. 5A or 5B indications indicate a loss in redundancy only,
with no impact to displays or cautions. If both 5A and 5B
The center of the BIT format is divided into two windows. are displayed, this indicates the respective DEC or EMSC
The upper in-test window displays the systems on which an might not be communicating with the ADCP, resulting in
initiated BIT is being performed. The lower equipment loss of engine parameters on the ENG format and associated
failure window displays the system(s) that are turned off, engine cautions. If normal communication resumes, engine
not installed, or have failed BIT. indications returns to normal but the 5A and/or 5B
indication remains latched until a MUX RESET is
The BIT menu displays AIM (PB 2) on the ground with the performed.
PACS switch set to OFF; PACS is displayed with the switch
in the ON position. In the air, only AIM is displayed.
INITIATED BIT.
EQUIPMENT STATUS FORMATS.
In addition to displaying the system BIT status, the BIT
Equipment status formats (BIT, caution, and advisory) format is used to command an IBIT. Those systems
provide the aircrew with continuous status of the avionics identified by the options on the format periphery have IBIT
equipment. The AV BIT caution lights are a cue to check capability. The basic BIT format is altered slightly
equipment BIT status. depending on whether the aircraft is on the ground or
airborne. FCS, DSPL, EGI1, EGI2, VRAMS, ESCMU, and
Failure to pass any BIT test causes the appropriate PACS are displayed only when on the ground. Additionally
equipment indicator(s) on the Avionics Status Display when TF is armed, AIU and RALT are removed from the
(ASD) to latch, the front and RCP AV BIT caution lights to BIT format.

1-103
CSTO SR1F-15SA-1-2
BIT

BIT FORMATS

Figure 1-43 (Sheet 1 of 2)

1-104
 CSTO SR1F-15SA-1-2
BIT

BIT FORMATS (Continued)

Figure 1-43 (Sheet 2)

1-105
CSTO SR1F-15SA-1-2
BIT

FAILURES DECLUTTERED

Figure 1-44

BIT can be initiated one at a time or in certain process. If STOP is pressed while an LRU is performing
combinations. Selecting AUTO BIT causes a simultaneous BIT and the LRU remains locked in BIT for 5 seconds or
BIT of a majority of the avionic equipment. Refer to AUTO longer, ESCAPE replaces the STOP legend.
BIT.
If ESCAPE is pressed, the BIT routines in the ADCP are
The BIT is initiated from either cockpit by pressing the reset so BIT can proceed on other systems. ESCAPE is only
button adjacent to the desired option. When a BIT is used as a last resort to abort the IBIT after STOP has failed.
initiated the other options are removed and the STOP option System lockup can occur when ESCAPE is pressed.
is displayed. Pressing STOP (PB 19) terminates the BIT in

1-106 Change 4
 CSTO SR1F-15SA-1-2
BIT
AUTO BIT. FUNCTIONAL FAILURES.
If the AUTO button is pressed, BIT is initiated in time Functional status information is provided on the detail BIT
sequence for systems turned on. Prerequisites for ground format for the FCS, EGI1, EGI2, VRAMS, ECSMU,
AUTO BIT are: the PACS, HUD, and other peripherals targeting pod, navigation FLIR, and terrain following radar.
must be turned on and the radar timed in (if included). The This information is supplementary and can trigger the
sequence is initiated by pressing the pushbutton adjacent to MASTER CAUTION light. When an asterisk is displayed
AUTO and takes 3.5 to 4 minutes to run if radar is included following any BIT failure, additional functional failure
or 1 minute if radar is OFF. The systems are displayed in the information can be found on the detail format. Refer to
in-test window as they perform BIT and are removed when section III for the meaning of FCS functional failures. Refer
complete. The minimum time any equipment is displayed is to CSTO SR1F-15SA-34-1-1 for functional failure
2 seconds. If a failure is detected, the system is removed meanings for the DEWS, CMWS, navigation, and targeting
from the in-test window and is displayed in the failure pod systems.
window. When an LRU with an asterisk is displayed as
no-go, detail information may be available. If STOP is In addition, Shop Replaceable Unit (SRU) failure data is
selected, all systems tests are terminated, except the radar, also available using the detail BIT format, for the following
ICSCP, and radar altimeter, which continue to run. The systems/units:
following systems are tested during AUTO BIT:
a. All MPD/MPCD
a. IRST b. HUD
b. VRAMS c. Engine monitor display
c. Enhanced Crash Survivable Memory Unit d. AIU 1 and AIU 2
(ECSMU) e. FCS
d. AAI f. EGI1 and EGI2
e. IFF g. PACS
f. AIU 1A h. PODS/RALT
g. AIU 1B i. JTD/TCN
h. AIU 2 j. HMD
i. RALT k. ADCP
j. EMD l. HF.
k. JTIDS/TACAN
l. RADIO1
m. RADIO2 FCS BIT.
n. HF
o. ICSCP FCS BIT CAPABILITIES.
p. AIM
q. DEWS FCS periodic BIT is designed to detect most FCS failures.
r. CMWS This includes associated sensors, switches, and
s. IBU servoactuators. The FCS initiated BIT is a more
t. RDR comprehensive test and further isolates FCS detectable
u. FCP UFC failures to an LRU. These BITs are designed to report:
v. RCP UFC
w. SMART WPNS 1. FCS status
x. ADCP. 2. All detected failures
3. FCS cautions.
Once airborne, VRAMS and ECSMU do not perform
AUTOBIT and are not tested. NOTE
During FCS BIT the transponder (APX-119) is in
standby and does not respond to interrogations
during this time.

Change 2 1-107
CSTO SR1F-15SA-1-2
BIT
FCS BIT TYPES. IBIT operates in two modes, the preflight aircrew IBIT and
a maintenance IBIT. The aircrew IBIT verifies all FCS
Periodic BIT (PBIT). components are operating properly prior to flight. The
aircrew IBIT is designed to be complete in approximately
The PBIT provides continuous detection and isolation of 45 seconds. The maintenance IBIT performs a much longer
FCS failures. PBIT runs in the background and works in and thorough test of FCS components and rigging to detect
conjunction with redundancy management fault monitors in and isolate failures to the defective LRU. The maintenance
performing non-intrusive tests. PBIT is designed to BIT option is available on the BIT-MAINT-FCS format.
continuously report the status of the FCS and all failures.
NOTE
Any FCS BIT code is also accompanied by an FCS* on the
BIT format. Additional information may be found on the During the IBIT, various air data failures and faults
BIT-DETAIL-FCS formats. BIT codes that are not may be observed as the IBIT tests the air data
accompanied by a caution or voice alert are provided for functions within the FCCs. These may be
aircrew awareness only and do not require any aircrew disregarded as long as normal operation resumes
action. Report all BIT codes post-flight. following IBIT completion.

Initiated BIT (IBIT). To start the IBIT, the BIT CONSENT button must be
pressed and held when FCS is selected and released on the
The IBIT provides detailed fault detection and isolation of BIT format (figure 1-45). This prevents inadvertent
the FCS by performing the following: initiation of the FCS IBIT. BIT can be terminated by
pressing the paddle switch or the STOP button on the BIT
1. Active testing of actuator responses format. If the AHRS senses aircraft motion, BIT initiation is
2. Tests FCC circuit cards inhibited. If the BIT is already in progress, it is terminated.
3. Tests engine inlet actuators If FCS BIT is interrupted, INCOMPLETE is displayed in
4. Tests control surface rig interface the lower display window. Re-initiating FCS BIT clears the
5. Tests AHRS, AOA, and pressure transducers INCOMPLETE legend.
6. Tests pilot input sensors and switches.

1-108
 CSTO SR1F-15SA-1-2
BIT

FCS BIT

Figure 1-45

1-109
CSTO SR1F-15SA-1-2
BIT
ADCP BIT. When the ADCP fails BIT the ADCP* is displayed on the
main BIT format as shown (figure 1-46). Additional failure
The detail BIT format provides the capability to view the information is found on ADCP detail BIT format.
functional failures associated with the ADCP.
Selection of ADCP BIT (PB 10) removes all legends on the
The following functional failures can be displayed on the format with the exception of ADCP (PB 10), M (PB 11),
ADCP BIT format: and DETAIL (PB 17). Re-selection of PB 10 returns the
format to the detail top level format as shown (figure 1-47).
a. 1RDR A/A data
b. 1RDR A/G data Selection of DSPL/UFC/EMD (PB 1) causes BIT to be
c. 1Data handling for VRAMS executed on the following equipment:
d. 1Voice warning tone
e. 1Fuel quantity a. a. ADCP
f. Video degrade b. b. HUD
g. 1Normal accel c. c. Forward UFC
h. JTIDS bus A d. d. Aft UFC
i. JTIDS bus B e. e. EMD
j. Instrument bus A f. f. Left front MPD
k. Instrument bus B g. g. Front MPCD
l. 1AIU interface h. h. Right front MPD
m. Primary HUD driver i. i. Left aft MPCD
n. Backup HUD driver j. j. Left aft MPD
o. RT AFT MPD PB k. k. Right aft MPD
p. LT AFT MPCDs PB l. l. Right aft MPCD.
q. LT AFT MPCD PB
r. FWD MPCD PB ADCP FAILURES DECLUTTERED
s. LT FWD MPD PB
t. RT FWD MPD PB
u. LT AFT MPD PB
v. RT AFT MPCD
w. LT FWD MPD
x. LT AFT MPD
y. LT AFT MPCD
z. FWD MPCD
aa. RT AFT MPD
ab. RT FWD MPD
ac. VID REC 1
ad. VID REC 2 AND 3
ae. HUD PB
af. AVIONICS BUS 1A
ag. AVIONICS BUS 1B
ah. AVIONICS BUS 2A
ai. AVIONICS BUS 2B.

1Redundant failures (both main and essential sides)

must occur before these functional failures are displayed.

Figure 1-46

1-110
 CSTO SR1F-15SA-1-2
BIT

ADCP BIT FORMATS

Figure 1-47

Change 4 1-111
CSTO SR1F-15SA-1-2
BIT
AVIONICS STATUS DISPLAY. e. EMD
f. EMS FAULT
g. ENGINE L OR R
The Avionics Status Display (ASD) is accessed by selecting
h. GEN CNTRL UNIT L
ASD (PB 16) on the MAINT BIT format. Seventeen
i. GEN CNTRL UNIT R
systems/components send their individual status to VRAMS
j. HUD
with the exception of the OWS status which come from the
k. LIQ FILTER PRESS
ADCP. Their status (Go/No-Go) is reported by a system
l. MSOGS
discrete and is either unlatched (Go), latched (No-Go), or
m. OWS EXCEED
unknown. Unlatched displays as a clear green circle, latched
n. OWS INV ARM
is displayed as a filled in red circle, and unknown is
o. PACS
displayed using amber text UNK, (figure 1-48).
p. UFC FWD
q. UFC AFT.
Systems in amber are unknown since the main system that
tracks their status is reporting a No-Go status or is powered
RESET.
off. Also, if the portion of VRAMS reporting ASD discretes
fails or is powered off all those systems displays an amber
All latched faults are automatically cleared following engine
UNK.
start during the first ADCP buffer clear. Selecting RESET
(PB 20) attempts to manually reset all latched faults except
The ASD discretes into VRAMS are reported on the 1553
EMS FAULT, ENGINE L OR R and OWS EXCEED. Any
mux bus to the ADCP where they are collected based on
latched faults will clear for approximately 2 seconds. If the
changes to a latched state, stored, and made available to be
fault still exists, the system re-latches. Systems listed as
written to the PRMM during a postflight write from the
unknown (UNK) returns to that indication.
RMM format.
ASD fault indications are for post flight maintenance
The seventeen systems/components are displayed as
information only and do not affect flight operation. Any
follows:
faults that require aircrew action have dedicated warnings,
cautions or BIT faults associated with them. Selecting ENG
a. AIU 1
DATA SAVE on the ENG format latches the ENGINE L OR
b. AIU 2
R indication to inform maintenance to download the saved
c. BL AIR OV PRESS L
engine data.
d. BL AIR OV PRESS R

1-112
 CSTO SR1F-15SA-1-2
BIT

AVIONICS STATUS DISPLAY

RESET MAINT ASD

AVIONICS STATUS DISPLAY

AIU 1 UNK
AIU 2 UNK
BL AIR OV PRESS L
BL AIR OV PRESS R
UNK
UNK
LEGEND
EMD UNK
EMS FAULT UNK AMBER TEXT = UNKNOWN
ENGINE L OR R UNK
GEN CNTAL UNIT L UNK AIU 1 UNK
GEN CNTAL UNIT R UNK
HUD UNK CLEAR GREEN CIRCLE AND TEXT = UNLATCHED
LIO FILTER PRESS UNK
MSOGS UNK OWS EXCEED
OWS EXCEED
OWS INV ARM FILLED RED CIRCLE AND TEXT = LATCHED
PACS UNK
UFC FWD UNK UFC FWD
UFC AFT UNK
M

1. AVIONICS STATUS UNKNOWN

SELECT RESET (PB 20)
UNLATCHES ALL STATUSES
EXCEPT EMS FAULT, ENGINE
L OR R, AND OWS EXCEED

RESET MAINT ASD RESET MAINT ASD

AVIONICS STATUS DISPLAY AVIONICS STATUS DISPLAY

AIU 1 AIU 1
AIU 2 AIU 2
BL AIR OV PRESS L BL AIR OV PRESS L
BL AIR OV PRESS R BL AIR OV PRESS R
EMD EMD
EMS FAULT EMS FAULT
ENGINE L OR R ENGINE L OR R
GEN CNTAL UNIT L GEN CNTAL UNIT L
GEN CNTAL UNIT R GEN CNTAL UNIT R
HUD HUD
LIO FILTER PRESS LIO FILTER PRESS
MSOGS MSOGS
OWS EXCEED OWS EXCEED
OWS INV ARM OWS INV ARM
PACS PACS
UFC FWD UFC FWD
UFC AFT UFC AFT
M M

2. AVIONICS STATUS LATCHED 3. AVIONICS STATUS LATCH RESET

Figure 1-48 SAN003-556-1-001

1-113
CSTO SR1F-15SA-1-2
ADCP

ADVANCED DISPLAY CORE PROCESSOR (ADCP)

NOTE button pressed.

c. In the NAV master mode, the ADCP computes
All references to ADCP apply to both ADCP and navigational steering data and controls display
ADCP II, except where specified. information.
d. In the INST master mode, the ADCP commands
specific formats on each display unit to provide
ADCP CAPABILITIES. basic flight instrument displays and computes and
controls display information for instrument
The ADCP is a multiple processor symbol generator that approaches.
simultaneously drives eight displays: the four MPDs, three
MPCDs, and the HUD. The ADCP generates and overlays The ADCP provides the following functions:
symbology (graphic symbols and alphanumeric) onto the
MPD and MPCD. A separate display channel drives each a. Produce stroke symbology and background video
display individually. information for formats on the MPCDs, MPDs, and
HUD.
A Cockpit Removable Memory Module (CRMM) is loaded b. Convert analog voltage signals from the OWS into
into the VRAMS Remote Receptacle (VRR) in the RCP. digital values for use in the ADCP
The CRMM is normally pre programmed with flight c. Data communications for VRAMS CRMM and
operational data for the specific flight or mission but also PRMM
has the ability to record flight data generated by the ADCP. d. Bus controller for avionics 1553 mux bus
The ADCP communicates with the VRAMS via 1553 e. Bus controller for JTIDS 1553 mux bus
communications bus and VRAMS writes directly to the f. BIT controller for all cockpit formats and avionics
CRMM. systems
g. Bus controller for all cockpit formats
The ADCP converts all displays to S-video for VRAMS h. Process discrete data from:
video recording. This S-video can be any display format or (1) Radar
a split screen format which provides a pair of display (2) DEWS
formats recorded side by side. (3) Fuel quantity and acceleration data (for OWS
function)
The ADCP performs mission oriented computation on data (4) Navigation and targeting pods (video)
received from control panels and subsystems aboard the (5) VRAMS
aircraft. The computations include A/A and A/G steering (6) Weapon stations (video)
and weapon delivery, navigation, flight director, and control i. Send discrete data to:
and display management. Functions in the various master (1) AIU 1 (BIT discretes)
modes are described as follows: (2) OWS/load limiter
(3) Targeting pod (weapon video)
a. In the A/A master mode, the ADCP controls the (4) Reconnaissance pod (1553 bus, analog video).
weapon system by selecting radar modes and
display formats for the selected weapon. It also
provides computation of gunnery lead angles, ADCP INTERFACES.
missile in-range conditions, missile launch
parameters, allowable steering errors and other The ADCP is interfaced with the radar, AIUs, PACS,
parameters for A/A weapon delivery. weapons, JHMCS, FCCs, AAI/IFF, CMWS, radios, EGIs,
b. In the A/G master mode, the ADCP computes cockpit formats, HUD, aircraft data recording, DEWS,
steering commands, positions attack symbology, targeting pod, navigation pod, reconnaissance pod, IRST,
and provides automatic release with the pickle FDL, fuel systems, and EMSC (figure 1-49).

1-114 Change 4
 CSTO SR1F-15SA-1-2
ADCP

ADCP INTERFACES

Figure 1-49

Change 2 1-115
CSTO SR1F-15SA-1-2
ADCP
The Essential side of the ADCP is powered by the Essential
SENSOR CONTROL PANEL 115/200 VAC bus. If the Essential side fails, the FCP left
and right MPD and HUD (backup mode) along with the
RCP left MPD and right MPCD continue to operate (figure
1-51). All other MPD/MPCDs are non-functional. The Main
side of the ADCP is powered by the left Main 115/200 VAC
bus. If the Main side fails, the FCP MPCD and HUD along
with the RCP left MPCD and right MPD continue to operate
(figure 1-52). All other MPD/MPCD are non-functional.

With either side failed navigation, DEWS, A/A radar,

CRMM, avionics bus controller, and image processing
functions continue to operate. ADCP BIT capability remains
with no loss of stored data. The ADCP has sufficient
redundancy to display and process the following functions
to complete a mission: A/A missiles, countermeasures, A/G
munitions employment, and the terrain following radar.
Figure 1-50
The ADCP operates on two data buses. Each bus is served
by a separate General Purpose Processor (GPP) and power
ADCP RESET. supplies. If one GPP or power supply fails, the remaining
GPP provides all ADCP functions to both the Main and
Essential sides. During a single GPP failure, CC
The ADCP can be reset by pressing the reset button on the
DEGRADE appears in the upper left corner of the SIT
FCP sensor control panel labeled ADCP RESET (figure
format and the AV BIT caution light illuminates, the BIT
1-50). The reset is initiated if an ADCP problem is
format shows ADCP*, and the ADCP BIT detail shows
suspected (e.g. CC DEGRADE on the SIT). The reset
GPP 1 FAIL or GPP 2 FAIL.
causes the ADCP to be nonfunctional for up to 6 seconds.
During that time, STANDBY will flash on all MPDs and
MPCDs.

ADCP FAILURE. If CC DEGRADE appears on the SIT format

and/or GPP FAIL appears on the ADCP BIT
When the ADCP detects a failure, it enters degraded mode DETAIL format, the ADCP is operating on a single
operation. Degraded operation of the ADCP can range from GPP. During high task operations (i.e., saturated
a simple failure that does not reduce system functionality to FDL network, weapons deliveries), the remaining
a severe failure that results in the loss of either the Main or GPP is more vulnerable to fail causing total ADCP
Essential side of the ADCP. Failure of both the Main and failure.
Essential sides of the ADCP results in a total ADCP failure.
ADCP POWER SUPPLY FAILURE.
Degraded mode operation occurs when the ADCP has a
failure but continues to operate. Depending on the specific If one of the two power supplies in the ADCP fails, the
failure, only limited capability may exist reducing the following capabilities are lost:
number of operable displays and limiting video recording
capability. Support of selected formats (HUD, A/A radar, Main Power Supply Failure:
EW-P/EW-W) is maintained along with providing BIT
failures, cautions, and warnings. During a severe failure, the a. Instrumentation bus
ADCP is operating only on either its Main or Essential side. b. Main GPP
Under this condition, the ADCP continues to report BIT c. RCP right MPCD
failures, cautions, and warnings.

1-116 Change 4
 CSTO SR1F-15SA-1-2
ADCP
d. FCP left MPD ADCP II FAILURE.
e. FCP right MPD
f. RCP left MPD An ADCP II failure is similar to an ADCP failure. The
g. VRAMS video mono channels 1A and 1B ADCP II provides a fault tolerant design split into main and
h. VRAMS video playback essential sides. Each side includes a power supply and 5
i. HUD secondary mode processor cards. If a single side power supply or processor
j. Targeting pod FLIR/TV video card fails, the opposite side takes over to maintain all ADCP
k. Navigation pod FLIR video II functions. In the event of a single side failure, CC
l. IRST video DEGRADE appears in the upper left corner of the SIT
m. Terrain following capability format and the AV BIT caution light illuminates, the BIT
n. VRAMS map data format shows ADCP*, and the ADCP BIT detail shows the
o. HUD camera ADCP II degrade level and which card(s) have failed. For
p. Weapons video additional information, see figure 1-51.
q. Targeting designation capability.
ADCP II DEGRADE.
Essential Power Supply Failure:
There are five levels of degrade that can occur within the
r. Loss of FDL bus (includes TACAN data) ADCP II. They range in severity and can have an adverse
s. Essential GPP effect on mission accomplishment. Each level has unique
t. HUD primary mode indications that may or may not be observable by aircrew.
u. FCP MPCD For additional information, see figure 1-50A.
v. RCP right MPD
w. RCP left MPD ADCP II Degrade Level 1.
x. VRAMS video color channels 2A, 2B, 3A, and 3B.
A level 1 degrade is the least severe of the ADCP II degrade
ADCP II RESET. levels. In a level 1 degrade, a detectable fault has occurred
within the ADCP II. This fault is not observable by the
The ADCP II can be reset by pressing the reset button on aircrew and does not illuminate the MASTER CAUTION.
the FCP sensor control panel labeled ADCP RESET (figure Depending on the fault that occurred, an ADCP* status
1-50). The reset should be initiated only if an ADCP II message may or may not be displayed on the BIT format.
problem is suspected (e.g., CC DEGRADE on the SIT). The An example of a level 1 degrade would be a loss of one of
reset causes the ADCP II to be non-functional for the redundant 1553 channels.
approximately 4 seconds, at which time it enters Basic
Flight Display (BFD). ADCP II Degrade Level 2.

A level 2 degrade is similar to level 1 in severity, however

NOTE does have an aircrew observable indication (e.g., loss of
If an ADCP is reset in the air, an FCS* will be weapon station video). A level 2 degrade does not cause a
displayed on the BIT format, and FCS BIT code 17 blank cockpit, but ADCP* will appear on the BIT format.
will be displayed on the ADCP BIT detail page. This condition will not illuminate the MASTER CAUTION.
This is due to FCS loss of communication with the
ADCP during the reset. These bits do not indicate a ADCP II Degrade Level 3.
problem with the flight controls.
A level 3 degrade has an aircrew observable indication and
is one fault away from a blank cockpit. A level 3 degrade
will also display an ADCP* status on the BIT format and
illuminate the MASTER CAUTION. An example of a level
3 degrade is the loss of one of the two ADCP II power
supplies.

Change 4 1-116A
CSTO SR1F-15SA-1-2
ADCP
ADCP II Degrade Level 4. If one of the two power supplies in the ADCP fails, the
following capabilities are lost:
A level 4 degrade is indicated by a total loss of all general
purpose processing required for driving displays with the Main Power Supply Failure
exception of BFDs. MASTER CAUTION is illuminated,
but no further information is available on the BFD. Refer to a. Both Main Image Processing Module cards (IPM)
the Basic Flight Display section for BFD functionality. b. Both Main Mux Processor cards (MMP)
c. Main Bridge Processing card
NOTE d. RCP right MPCD
e. FCP left MPD
BFD may have been entered as result of an f. FCP right MPD
in-flight restart or falling back from an operational g. RCP left MPD
mode. Entering BFD by falling back is a h. VRAMS video mono channels 1A and 1B
considered a level 4 degrade and appropriate i. VRAMS video playback
indications will occur. An in-flight restart, however j. HUD secondary mode
will provide no degrade indications. k. Targeting pod FLIR/TV video
l. Navigation pod FLIR video
ADCP II Degrade Level 5. m. IRST video
n. Terrain following capability
A level 5 degrade is the most severe degrade level and is o. VRAMS map data
indicated by total loss of cockpit displays. Refer to the p. HUD camera
ADCP II Failure procedure in section III for appropriate q. Weapons video.
action during a ADCP degrade condition.
Essential Power Supply Failure
ADCP II POWER SUPPLY FAILURE.
r. Both Essential IPM cards
The ADCP II provides a fault tolerant design split into main s. Both Essential MMP cards
and essential sides. Each side includes a power supply and 5 t. Essential Bridge Processing card
processor cards. If a single side power supply or processor u. RCP left MPCD
card fails, the opposite side takes over to maintain all ADCP v. HUD primary mode
II functions. In the event of a single side failure, CC w. FCP MPCD
DEGRADE appears in the upper left corner of the SIT x. RCP right MPD
format and the AV BIT caution light illuminates, the BIT y. VRAMS video color channels 2A, 2B, 3A, and 3B.
format shows ADCP*, and the ADCP BIT detail shows the
ADCP II degrade level and which card(s) have failed.

1-116B Change 2
 CSTO SR1F-15SA-1-2
ADCP

ADCP II MODULAR FAILURE TABLE

HUD FCP FCP RCP RCP RCP RCP
FAILURE FCP REC REC REC
ITEM HUD BACK- LFT MPCD RT LFT LFT RT RT 1 2 3
UP MPD MPD MPCD MPD MPD MPCD
Ñ 1
BRIDGE X X X X X X
Main Bus 1
Ñ 1
BRIDGE
X X X X X X
Essential
Bus 1
Ñ 2
IPM
X X X X
Main
Bus 1
Ñ 2
IPM
X X
Main
Bus 2
Ñ 2
IPM
X X X
Essential
Bus 1
Ñ 2
IPM
X X X
Essential
Bus 2
Ñ 3
Video Image
Module
Ñ 4
Input/Output
X X X X
Module
(Essential)
Ñ 4
Input/Output
X X X X
Module
Main

NOTE: An X displayed in a column indicates the display is lost when the corresponding failure occurs.
Ñ 1 Failure of the bridge forces ADCP to the opposite functioning side.
Ñ 2 Loss of one IPM will cause loss of connected displays. Opposite IPM assumes processing load,
maintaining full mission capability.
Ñ 3 TF capability, VRAMS map, HUD camera, weapons videos, target designations, and color/mono
spare sources are lost (video degrade).
Ñ 4 Limited non-pushbutton controls (limited display control through HOTAS).
IOM EB3 loss of normal acceleration, voice warning tone, and fuel quantity.

Figure 1-50A

Change 4 1-116C/(1-116D blank)

 CSTO SR1F-15SA-1-2
ADCP

ADCP ESSENTIAL SIDE FAILURE

Figure 1-51

1-117
CSTO SR1F-15SA-1-2
ADCP

ADCP MAIN SIDE FAILURE

Figure 1-52

1-118
 CSTO SR1F-15SA-1-2
ADCP
MULTIPLEX (MUX) BUS. c. Data words - contain the data parameters and discretes.

MUX failures are indicated on the top level bit pages by an

The Multiplex (MUX) bus is the primary communication
LRU name and a MUX bus identifier. There are four 1553
path of coded digital information between the ADCP and
MUX buses (identified as 5, 6, 7, and 8) each with an A and
various aircraft systems on the 1553 bus.
B side for redundancy. The ADCP will display an LRU, the
MUX bus number, and A or B if it cannot communicate
The ADCP is bus controller and the other aircraft avionics
with the LRU on that side of the bus for over 8 seconds
are the Remote Terminals (RTs). The information is encoded
(e.g., EGI1 5A). Even if power to an LRU is cycled, the
in words characterized into three basic categories:
reported MUX bus failure will not clear until a MUX reset
is performed.
a. Command words - control transmission and reception of
data by the RTs
To clear any reported MUX failures, a reset must be
performed. A MUX reset is accomplished by selecting BIT
b. Status words - contain the operational status of the remote
format on an MPD/MPCD, selecting MAINT (PB 18),
terminal
AUDIT (PB 10), pressing PB 19 until ADCP is displayed,
and then pressing RESET (PB 20).

Change 2 1-118A
CSTO SR1F-15SA-1-2
ADCP II BFD

ADCP II BASIC FLIGHT DISPLAY (BFD)

BFD OPERATION. BFD DISPLAYS.

On every power up or reset, the ADCP II will operate in In BFD, the only displays available are the BFD HUD and
Basic Flight Display (BFD) within 4 seconds. Normal the BFD ADI (figure 1-52A). The BFD ADI will be
operation is enabled when the ADCP II initialization file is displayed on the FCP MPCD. On exit from BFD, the ADI
read from the CRMM. BFD will also be entered if a level 4 will remain displayed on the FCP MPCD. A maximum of
degrade occurs. 15 seconds after the normal OFP starts, the BFD HUD will
be replaced with the normal HUD.
BFD is used to provide situational awareness via a BFD
HUD and BFD ADI when the ADCP II is initializing the The BFD HUD supports the following symbols and
OFP or if the ADCP II experiences a level 4 degrade. A information:
level 4 degrade is the second most severe degrade. If the
degrade reaches level 5, a total loss of cockpit displays will a. Pitch ladder
occur. Refer to the ADCP Failure section for further b. Velocity vector
description of ADCP degrade levels. c. Waterline symbol
d. Horizon line
e. Heading scale and heading indicator
BFD STATUS. f. Command heading
g. Altitude
While in BFD, the status of enabling normal operation of h. Airspeed
the ADCP II is displayed in BFD HUD window 7 and the i. Angle of attack
ADCP II OFP ID will be displayed in BFD HUD window j. Radar altimeter altitude
7A. k. Vertical velocity (with gear down)
l. Bank angle scale
The possible OFP status messages are as follows: m. Bank angle pointer
n. Steer to point
a. INSTALL CRMM - Displayed if no CRMM is o. Bearing and range to steer to point
installed. p. Present Position Keeping Source (PPKS) indication
b. READING - Displayed while the ADCP II q. TF FLY UP cue (if required).
Initialization file is being read and validated.
c. NO INIT - Displayed if there is no ADCP II The BFD ADI supports the following symbols and
Initialization file on the CRMM. information:
d. INIT INV - Displayed if there is an ADCP II
Initialization file with an incorrect checksum on the a. Attitude ball
CRMM. b. Pitch scale
e. INITIALIZING - Displayed while the ADCP II c. Bank angle scale
OFP is initializing. d. Bank angle pointer
e. Flight path symbol
The possible ADCP II OFP Status (displayed in HUD f. Water line symbol
Window 7) is as follows: g. Heading scale and heading indicator
h. Command heading cue
a. ADCP II OFP ID – Displayed if the ADCP II OFP i. Altitude
is valid. j. Airspeed
b. INVALID OFP – Displayed if the ADCP II OFP k. Angle of attack (with gear down)
has been erased or is invalid. l. Vertical velocity (with gear down)
c. CC DEGRADE – Displayed if the ADCP II is m. Steer-to point
unable to transition to the Tactical OFP within 25
seconds after it is initialized and the ADCP II has
aborted the attempt to run the Tactical OFP.

1-118B Change 2
 CSTO SR1F-15SA-1-2
ADCP II BFD
n. Bearing and range to steer to point attitude, heading, and PPKS source is displayed on the BFD
o. Indication of attitude and heading source. HUD and at PB 5 on the BFD ADI, but it cannot be selected
by pressing PB 5.
UFC POINT DATA SUBMENU.
STEER POINTS.
On entry to BFD, the FCP UFC goes to a modified UFC
point data lat/long submenu (figure 1-52B). Only PB 1, 2, 3, On entry to BFD, the master mode is changed to NAV and
and 7 are operational in BFD. PB 4, 8, 9, and 10 are blank the only steer mode supported is NAV steer mode. Steer
and non-operational. The pilot can enter the latitude, points 1C-10C are the BFD steer points that will be brought
longitude, and elevation of steer points base and 1C–11C. into BFD. They can be preplanned at JMPS and read from
Changes made to steer point coordinates in BFD are not the CRMM while the normal OFP is running. They can also
kept upon exit from BFD, with the exception of the current be entered by aircrew while the normal OFP is running.
steer to point.
Base (STR B) is also brought into BFD. The current steer to
point on UFC menu 1 or data 1 at PB 10 is brought into
UFC RADIO FUNCTIONALITY. BFD as steer point 11C. If no BFD steer points (STR
1C-10C) have been read from the CRMM or entered, the
The FCP and RCP UFC will display the radio 1 and radio 2 steer to point will default to Base. Steer point auto sequence
frequency and channel indications at PB 5, PB 6, and left is disabled during BFD. On exit from BFD, only the current
and right channel knobs The radio 1 and radio 2 submenus steer to point is maintained, as are NAV steer mode and
function in BFD. The rest of the RCP UFC is blank in BFD. NAV master mode.
Radio 1 and radio 2 UHF and VHF communication are the
only radio modes supported in BFD. The HF radio is not
supported in BFD and the HF radio submenu should not be HOTAS.
selected while in BFD.
The only HOTAS available in BFD is used to change the
NOTE steer to point, cage, and uncage the HUD velocity vector,
and Push To Talk (PTT) for radio 1 and radio 2. FCP castle
Maritime and Secure radio modes should not be switch forward less than 1 second increments the steer to
selected while in BFD. While in BFD, pressing point and FCP castle switch aft less than 1 second
MARITIME (PB 2) or SECURE (PB 4) on Radio 1 decrements the steer to point. The FCP left multifunction
or Radio 2 submenu may cause the UFC to start switch press less than 1 second cages and uncages the HUD
flashing between Radio submenu and the Point velocity vector. The HUD velocity vector cage/uncage
Data Lat/Lon submenu. If the UFC does start status is maintained on entry to BFD.
flashing, cycling power on AIU1 may stop the
UFC flashing. However, if AIU2 is in control, this
will not work. There is no way to cycle AIU2 in CAUTIONS IN BFD.
the air.
The caution indicator lights on the FCP and RCP
warning/caution/advisory light panel will function in BFD.
ATTITUDE, HEADING, AND PPKS. However, the cautions that are normally displayed on the
MPD/MPCD are not supported in BFD.
In BFD, EGI1 is the primary attitude, heading, and PPKS
source and EGI2 is the backup source if EGI1 fails. The

Change 2 1-118C
CSTO SR1F-15SA-1-2
ADCP II BFD

Figure 1-52A

1-118D Change 2
 CSTO SR1F-15SA-1-2
ADCP II BFD

BFD UFC

Figure 1-52B

Change 2 1-119
CSTO SR1F-15SA-1-2
AIU

AVIONICS INTERFACE UNIT (AIU)

AIU SYSTEM OVERVIEW. AIU 2 is a multipurpose interface unit and is the secondary
bus controller for the digital data bus between the FCP and
RCP UFCs, and AIU 1. AIU 2 assumes control of the digital
The avionics interface unit set consists of two avionics
data bus when AIU 1 fails and performs all of the functions
interface units, AIU 1 and AIU 2. AIU 1 is further divided
of AIU 1 except control of those equipment exclusively
into AIU 1A and AIU 1B. AIU 1A, AIU 1B, and AIU 2
interfaced by AIU 1 (figure 1-53, sheet 2).
have autonomous mux bus interface, processor, and power
supply functions as well as discrete, analog, synchro, and
UFC Menus.
serial interface capability.
The AIU set is capable of generating up to 64 unique
The AIU set provides the control and interfacing of
display formats (menus) for the UFCs. Selections made on
numerous avionics equipment with the mux bus. The AIU
the UFC menus are sent to the ADCP. A list of the menus
set also provides serial bus interfacing and control to the
and their avionics equipment functions are displayed in
FCP and RCP UFC for processing UFC keys and display
(figure 1-54).
UFC data.
MEMORY.
The other primary function of the AIU set is to convert
numerous aircraft systems discrete, analog, synchro, and
The AIU set contains internal memory for storage of ADCP
digital signals to and from the ADCP via the avionics mux
and interfacing equipment inputs and for the UFC displays
bus. Some of these AIU aircraft system interfaces have
and associated functions. Non-volatile memory is available
parallel or redundant interfaces to backup mission critical
to store frequencies and selections, equipment status
avionic functions in the event of an AIU 1 or AIU 2 failure.
(ON/OFF), equipment modes and navigation selections. The
AIU set also provides memory storage for 40 radio preset
SYSTEM ELEMENTS.
channels as well as last entered UFC data. The last radio
frequency is stored for radio 1, radio 2, along with TACAN,
AIU 1 is a multipurpose interface unit and is the primary
channel/band selection, and IFF transponder modes and
bus controller for the digital data bus between the FCP and
codes.
RCP UFCs, and AIU 2 (figure 1-53).

1-120
 CSTO SR1F-15SA-1-2
AIU

AIU SYSTEM ELEMENTS

Figure 1-53 (Sheet 1 of 2)

1-121
CSTO SR1F-15SA-1-2
AIU

AIU SYSTEM ELEMENTS (Continued)

Figure 1-53 (Sheet 2)

1-122
 CSTO SR1F-15SA-1-2
AIU

AVIONICS EQUIPMENT FUNCTIONS

CONTROLLED BY UFC MENU
EQUIPMENT FUNCTIONS
Power ON/OFF
UHF/VHF channel/frequency selection
Guard transmit/receive selection
Radio 1 (UHF/VHF) Maritime channel/mode selection
Radio 2 (UHF/VHF) Secure voice (cipher) mode/key selection
Modulation and squelch selection
Have-quick/AJ: mode, WOD, FMT, and TOD
selection and programming
Power ON/OFF
HF channel/frequency selection
Squelch level selection
Radio 4 (HF) Emission mode selection
Scan list selection
Message selection
Address index selection
Power ON/OFF
ILS
Frequency selection
Power ON/OFF
IFF Mode and code selection
TOD phasing selection
AAI AAI/EID manual sequence selection
Power ON/OFF
TACAN Mode control
Channel selection
True airspeed/groundspeed source selection
Radar altitude selection
Steerpoint and sequence point selection
Steerpoint type and data programming
Wind direction/velocity select
NAV Low altitude warning select
Terrain-following ON/OFF/setpoint select
GCWS mode select
Present position keeping mode and source select and programming
Autopilot mode, source, and setpoint selection
Position/altitude update selection and programming
HUD titling (mission data) entry
A/C (General)
TOD selection
Sensors NAV FLIR mode and boresight selection
Channel and mode selection
Track number selection
FDL Antenna selection
Voice call sign selection

Figure 1-54

1-123
CSTO SR1F-15SA-1-2
GCWS

GROUND COLLISION WARNING SYSTEM (GCWS)

The ADCP also provides a ground collision warning. The c. GCWS ADV - warnings disabled (GCWS OFF
GCWS warns the aircrew of an impending Controlled Flight advisory displayed on the HUD above system
Into Terrain (CFIT). The GCWS is a passive warning altitude box between 5,000 feet and 400 feet AGL,
system (no automatic recovery) providing visual and voice in all modes except instrument master mode)
warning cues to the aircrew. The GCWS indicates an d. GCWS OFF - warnings disabled, no advisory.
impending CFIT but, due to system limitations, not all
impending CFIT conditions produce a GCWS warning. GCWS protection is on whenever the system is capable and
has not been selectively disabled through the UFC. The only
The ADCP computes the altitude for a GCWS warning specific indications to the aircrew that GCWS is inoperative
using inputs from the following aircraft systems: FCC, are:
AIUs, CARA, and PACS. If the CARA has broken lock, is
invalid or off, the GCWS continues to provide coverage for a. GCWS OFF displayed on the HUD in the ADV
a maximum of 40 seconds, based on the last valid CARA state under the conditions described above
data. b. OFF displayed next to the UFC menu 2, PB 2 in
the OFF state.
If specific avionics fail, GCWS may be inoperable or
degraded. The GCWS function is inoperable under either of
the following conditions: GCWS WARNINGS.

a. Failure of any one of the following: PACS, CARA, When an impending CFIT is detected, a PULL UP voice
right FCC, AIU 1, and AIU 2 warning is heard a maximum of four times and a large arrow
b. If OWOFF or INVARM is displayed in HUD is displayed centered on the HUD and overlaid on all
window 7. MPD/MPCD (figure 1-55). The arrow indicates the UP
direction for recovery. The aircrew must roll the aircraft to
The GCWS is degraded under the following conditions: put the top of the arrow at the center/top of the format and
pull to the available load limit for recovery (with load
a. AIU 1 or the ICSCP fails, the voice warning may limiter ON). If the load limiter is OFF, pull to the OWS tone
be lost but the visual warning remains operable for recovery.
b. The FCS fails.
A GCWS warning is issued under either of the following
conditions:

a. When the radar altimeter altitude is less than the

sum of the four altitude terms, delay and roll,
GCWS is not a maneuvering aid. Terrain pull-out, rising terrain, and expected roll recovery
avoidance is the responsibility of the aircrew. altitude (figure 1-56) When the radar altitude is less
than 70 feet AGL.
GCWS modes selectable from the UFC are:
NOTE
a. GCWS ON - warnings enabled in all master
modes; defaults to ON at power up During loft deliveries with the GCWS turned on,
b. GCWS AUTO - warnings automatically enabled, the radar altimeter may lock on to the released
in all master modes except INST, between 5,000 weapon, causing momentary GCWS warnings.
feet and 400 feet AGL

1-124
 CSTO SR1F-15SA-1-2
GCWS
GCWS INHIBITS. e. Airspeed less than 150 KCAS
f. Avionics failure as described above
The GCWS warnings are inhibited under the following sets g. Flight over steep or rugged terrain
of conditions to reduce the number of nuisance warnings: h. TF interlock, as described below.

a. Takeoff/landing - Landing gear handle down and TF flyup cues and GCWS warnings are mutually exclusive.
altitude <1,500 feet, or on takeoff, if gear is down If inside TF flyup arming limits or if within 75° of bank in
or until altitude >115 feet AGL following gear unarmed Manual Terrain Following (MTF) (TF interlock), a
retraction GCWS warning is not issued. If outside TF arming limits or
b. Radar altitude greater than 36,000 feet AGL if greater than 75° of bank, a GCWS warning is issued for
c. Performing ridge clip maneuvers an impending CFIT if a Mode B flyup is not being provided.
d. Dive recovery in progress

Change 2 1-125
CSTO SR1F-15SA-1-2
GCWS

GCWS WARNING FORMATS

Figure 1-55

1-126
 CSTO SR1F-15SA-1-2
GCWS

GCWS WARNING PARAMETERS

Figure 1-56

1-127
CSTO SR1F-15SA-1-2
FCP CONTROLS

FRONT COCKPIT CONTROLS

FRONT COCKPIT STICK AND

THROTTLE CONTROLS.
The various FCP control stick grip and throttle controls used
for aircraft control and system operation are shown (figures
1-57 and 1-58). Refer to CSTO SR1F-15SA-34-1-1 for
details relating to weapon delivery functions.

1-128
 CSTO SR1F-15SA-1-2
FCP CONTROLS

CONTROL STICK
(FCP)

Figure 1-57 (Sheet 1 of 5)

1-129
CSTO SR1F-15SA-1-2
FCP CONTROLS

CONTROL STICK (Continued)

(FCP)
SWITCH USE SWITCH POSITION/ACTION

WEAPON PRESSED
WEAPON
RELEASE SYSTEM A/A MISSILE AND A/G WEAPON RELEASE/
BUTTON AND VRAMS VRAMS OPERATION (HUD AND HMD)
FORWARD AFT LEFT RIGHT PRESS

DISPLAY Ñ 1
SCROLL LEFT RIGHT CAUTION
- MPCD
MPD MPD DCLTR/
RECALL
DISPLAY TAKE
TAKE
COMMAND LEFT RIGHT
HUD MPCD CMD
(PRESS AND MPD MPD
ENABLE
RELEASE FIRST)
DISPLAY TAKE
COMMAND LEFT RIGHT
CASTLE HMD MPCD -
HOLD MPD MPD
SWITCH >0.3 SECOND
IRST REFER TO CSTO SR1F-15SA-34-1-1
NAV POD SNAP SNAP SNAP
SNAP
(COOLIE DOWN LOOK LOOK LOOK -
LOOK UP
SIMULTANEOUSLY) DOWN LEFT RIGHT
<0.3
A/A MM SECOND - - - -
A/G MM
<0.3
A/G, NAV,
SECOND - - - -
INST MM
A/A MM
FLIGHT
CONTROL LEFT RIGHT CMD
TRIM NOSE
/COUNTER NOSE UP WING WING MANUAL
BUTTON DOWN
MEASURES DOWN DOWN X
DISPENSER (CMD)
FIRST SECOND
RELEASE
DETENT DETENT
VRAMS
TRIGGER GUN/VRAMS FIRE GUN
RCD
/VRAMS
HUD STOP GUN FIRE/ VRAMS
RCD HUD
AND
AND HMD
HMD
Ñ
1 Master caution held pressed simultaneously.

Figure 1-57 (Sheet 2)

1-130
 CSTO SR1F-15SA-1-2
FCP CONTROLS

CONTROL STICK (Continued)

(FCP)
SWITCH USE SWITCH POSITION/ACTION

- FORWARD AFT DOWN

<1 SECOND
A/G TGT IR <1 SECOND
RETURN TO CUE <1 SECOND
ALSO REFER FOV CHANGE
>1 SECOND TRACK/
TO CSTO SR1F- >1 SECOND
SPACE/GROUND UNTRACK
15SA-34-1-1-1 SNOWPLOW
STAB

HRM/RBM/ Ñ 2
SMALLER DW MODE REJECT
SSS/GMTI LARGER DW

SET - Ñ
2 UNDESIGNATE

A/A RADAR REFER TO CSTO SR1F-15SA-34-1-1

AUTO RETURN TO PP
ACQUISITION MAP FROM
SWITCH SMALLER CUE LARGER CUE LOOK AHEAD
TSD
FOOT PRINT FOOT PRINT RETURN TO
TPOD FROM
EDIT

AIR
REFUELING
AIR REFUELING - -
PROBE
DISENGAGE

A/G GUIDED
REFER TO CSTO SR1F-15SA-34-1-1
WEAPON

A/G HUD - AUTO/CDIP -

EW REFER TO CSTO SR1F-15SA-34-1-1

Ñ
2 PSL enable/disable when cursor function is target.

Figure 1-57 (Sheet 3)

1-131
CSTO SR1F-15SA-1-2
FCP CONTROLS

CONTROL STICK (Continued)

(FCP)
SWITCH USE SWITCH POSITION/ACTION

FORWARD AFT DOWN

<1 SECOND
EXIT EXPAND
MODE;

TOGGLES
BETWEEN
CENTER/
DECENTER
IF IN NON-
EXPAND/
NON-
FORMATION; RETURN
EXPAND SLACQ TO
SIT
DISPLAY RETURNS TO SEARCH IF
AUTO
PRE-EXPAND RADAR FLUSH
ACQUISITION
SETTING IF IN
SWITCH
EXPAND OR
(Continued)
FORMATION

IF >1 SECOND,
TOGGLES
BETWEEN
ENTERING/
EXITING
FORMATION
MODE

<1 SECOND, VID

TOGGLE RETURN
>1 SECOND TWS-M,
IRST -
TWS-M CANCEL RDR
(AT CURRENT SLAVE
SCAN CTR)

Figure 1-57 (Sheet 4)

1-132
 CSTO SR1F-15SA-1-2
FCP CONTROLS

CONTROL STICK (Continued)

(FCP)
SWITCH USE SWITCH POSITION/ACTION

- PRESS AND RELEASE PRESS AND HOLD

WEIGHT ON MANEUVER MODE

-
WHEELS NOSE GEAR STEERING
NOSE GEAR
STEERING A/A WEAPONS REFER TO CSTO SR1F-15SA-34-1-1
BUTTON
A/G WEAPONS REFER TO CSTO SR1F-15SA-34-1-1

CAGE AUTO RETICLE TO

A/G HUD -
VELOCITY VECTOR

PRESS AND RELEASE PRESS AND HOLD

WEIGHT ON
DISENGAGE NOSE
WHEELS
TERMINATES FCS BIT GEAR STEERING,
TERMINATES FCS BIT

MANUALLY REEN- ENGAGE EMERGENCY

GAGES VCAS FOLLOW- LIMITER OVERRIDE (If
WEIGHT OFF
ING SPIN ENTRY (yaw stick is within 0.6 inch of full
WHEELS
rate must be less than 20°/ aft and TF RDR switch is
PADDLE SWITCH second) OFF/STBY)

AUTOPILOT AUTOPILOT DISENGAGE

PRESS RELEASE

RECOUPLE ATF AND

AUTO TF REVERT TO MTF DISENGAGED A/P
INTERRUPT A/P STEER MODES;
STEER MODES ENGAGE BLENDED
MODES

-
MANUAL TF A/P DISENGAGE

Figure 1-57 (Sheet 5)

1-133
CSTO SR1F-15SA-1-2
FCP CONTROLS

THROTTLE QUADRANT
(FCP)

Figure 1-58 (Sheet 1 of 5)

1-134
 CSTO SR1F-15SA-1-2
FCP CONTROLS

THROTTLE QUADRANT (Continued)

(FCP)
SWITCH USE SWITCH POSITION/ACTION

FORWARD AFT
COMMUNICATIONS COMM
TRANSMIT ON TRANSMIT ON
RADIO 1 RADIO 2/4

- FORWARD AFT

A/A RADAR
REFER TARGET
MISSILE REJECT
TO CSTO SR1F-15SA- UNDESIGNATE
34-1-1

TARGETING POD - UNDESIGNATE

BOAT
SWITCH
HRM/RBM/GMTI/ UNDESIGNATE
-
SSS/SET TARGET/PSL

A/G WEAPONS REFER TO CSTO SR1F-15SA-34-1-1

SIT - UNDESIGNATE

EW REFER TO CSTO SR1F-15SA-34-1-1

FORWARD CENTER AFT

SPEED BRAKE -
RETRACT HOLD EXTEND

FORWARD CENTER AFT

WEAPON SELECT WEAPON SYSTEM AUTO

SRM/
SWITCH SELECT GUNS
MRM COM-
AND
BINED
A/A MM

Figure 1-58 (Sheet 2)

1-135
CSTO SR1F-15SA-1-2
FCP CONTROLS

THROTTLE QUADRANT (Continued)

(FCP)
SWITCH USE SWITCH POSITION/ACTION

TARGETING POD UP DOWN INBOARD OUTBOARD

REFER TO
CSTO SR1F-15SA-34-1-1
SP -
HRM/RBM/GMTI/ SELECT
SET//TSD

REFER TO
A/A RADAR
CSTO SR1F-15SA-34-1-1

SNAP LOOK/
NAV POD -
COOLIE LIT ENABLE AAI/
SWITCH NAV DATA
EID
STIFFENED FOR
A/A GUN FNL/GDS
FNL 3 SECONDS

REFER TO
A/G GUIDED WEAPON
CSTO SR1F-15SA-34-1-1

REFER TO
EW
CSTO SR1F-15SA-34-1-1

QUICKSTEP
SIT -
ENTITIES

Figure 1-58 (Sheet 3)

1-136
 CSTO SR1F-15SA-1-2
FCP CONTROLS

THROTTLE QUADRANT (Continued)

(FCP)
SWITCH USE SWITCH POSITION/ACTION

TRANSDUCER PRESS/RELEASE
TARGETING POD
LOS CONTROL DESIGNATE

HRM/RBM/GMT/
CURSOR CONTROL DESIGNATE
SSS/SET

A/A RADAR REFER TO CSTO SR1F-15SA-34-1-1

RANGE/BEARING
TSD CUE COMMAND
LINE CONTROL

A/G GUIDED WEAPON REFER TO CSTO SR1F-15SA-34-1-1

SP SYMBOL LOS
CONTROL WITH UFC HUD
NAV/INST HUD -
UPDATE SUBMENU
SELECTED

HUD STABILIZED AUTO DESIGNATE AT

A/G HUD
RETICLE LOS CONTROL PIPPER LOS

ELECTRICAL
NAV POD -
TDC BORESIGHT/SLEW

BUMPED UP AGAINST TOP

OF DISPLAY INCREASES
RANGE TO MAX LIMIT

BUMPED DOWN AGAINST

<1 SECOND LATCHES
BOTTOM OF DISPLAY
SENSOR DESIGNATION
DECREASES RANGE TO
SIT
MIN LIMIT
>1 SECOND LATCHES
SENSOR CUE
LEFT TOGGLES
DECLUTTER 1/2/OFF

RIGHT TOGGLES
DECLUTTER 3/4/OFF

PRESS/HOLD RELEASE

A/G HUD TD DIAMOND LOS

CONTROL (WHILE DESIGNATE
PRESSING TDC)

EW REFER TO CSTO SR1F-15SA-34-1-1

Figure 1-58 (Sheet 4)

Change 4 1-137
CSTO SR1F-15SA-1-2
FCP CONTROLS

THROTTLE QUADRANT (Continued)

(FCP)
SWITCH USE SWITCH POSITION/ACTION

- PRESS AND RELEASE

TARGETING POD LASER FIRE/STOP FIRE

LEFT HRM/RBM/GMTI FREEZE/UNFREEZE

MULTIFUNCTION
SWITCH A/G GUIDED WEAPONS REFER TO CSTO SR1F-15SA-34-1-1
(LASER FIRE
BUTTON) HUD (NAV/INST MM) VELOCITY VECTOR CAGE/UNCAGE

TSD TRACK/UNTRACK

EW REFER TO CSTO SR1F-15SA-34-1-1

ROTATE
ELEVATION
RADAR
WHEEL
ELEVATION RATE CONTROL

UP DOWN
COUNTER
PINKY
MEASURES MANUAL X+1,
SWITCH
DISPENSER MANUAL X SEMI AUTO
CONSENT

Figure 1-58 (Sheet 5)

1-138
 CSTO SR1F-15SA-1-2
RCP CONTROLS

REAR COCKPIT CONTROLS

REAR COCKPIT STICK AND HAND CONTROLLERS.

THROTTLE CONTROLS.
The left and right hand controllers (figure 1-61) located on
The various RCP control stick grip and throttle controls the forward inboard section of the left and right RCP
used for aircraft control and system operation are shown consoles, are used to provide sensor/display control. Refer
(figures 1-59 and 1-60). Refer to CSTO SR1F-15SA-34-1-1 to CSTO SR1F-15SA-34-1-1 for details relating to weapon
for details relating to weapon delivery functions. delivery functions.

1-139
CSTO SR1F-15SA-1-2
RCP CONTROLS

CONTROL STICK
(RCP)

Figure 1-59 (Sheet 1 of 2)

1-140
 CSTO SR1F-15SA-1-2
RCP CONTROLS

CONTROL STICK (Continued)

(RCP)
SWITCH USE SWITCH POSITION/ACTION

FORWARD AFT LEFT RIGHT

FLIGHT CONTROL
TRIM LEFT RIGHT
TRIM NOSE
NOSE UP WING WING
DOWN
DOWN DOWN

PRESSED
WEAPON
WEAPON SYSTEM
RELEASE
/VRAMS A/G WEAPON RELEASE IF IN A/G MM/
BUTTON
VRAMS OPERATION

AIR REFUELING
- AIR REFUELING PROBE DISENGAGE
DISENGAGE

PRESS AND RELEASE PRESS AND HOLD

WEIGHT ON
DISENGAGE NOSE
WHEELS
TERMINATES FCS BIT GEAR STEERING,
TERMINATES FCS BIT

MANUALLY REEN- ENGAGE EMERGENCY

GAGES VCAS FOLLOW- LIMITER OVERRIDE (If
WEIGHT OFF
ING SPIN ENTRY (yaw stick is within 0.6 inch of full
WHEELS
rate must be less than 20°/ aft and TF RDR switch is
PADDLE SWITCH second) OFF/STBY)

AUTOPILOT AUTOPILOT DISENGAGE

PRESS RELEASE

RECOUPLE ATF AND

AUTO TF REVERT TO MTF DISENGAGED A/P
INTERRUPT A/P STEER MODES;
STEER MODES ENGAGE BLENDED
MODES

-
MANUAL TF A/P DISENGAGE

Figure 1-59 (Sheet 2)

1-141
CSTO SR1F-15SA-1-2
RCP CONTROLS

THROTTLE QUADRANT
(RCP)

Figure 1-60 (Sheet 1 of 2)

1-142
 CSTO SR1F-15SA-1-2
RCP CONTROLS

THROTTLE QUADRANT (Continued)

(RCP)
SWITCH USE SWITCH POSITION/ACTION

FORWARD AFT
COMMUNICATION RADIOS -
TRANSMIT ON TRANSMIT ON
RADIO 1 RADIO 2/4

CENTER
FORWARD (SPRING AFT
LOADED)
SPEED
SPEED BRAKE
BRAKE SPEED BRAKE
RESPONDS TO
RETRACT EXTEND
FCP POSITION
COMMAND

RIGHT CENTER LEFT

RUDDER
TRIM
TRIM
RIGHT TRIM HOLD TRIM LEFT TRIM

Figure 1-60 (Sheet 2)

1-143
CSTO SR1F-15SA-1-2
RCP CONTROLS

HAND CONTROLLERS

Figure 1-61 (Sheet 1 of 5)

1-144
 CSTO SR1F-15SA-1-2
RCP CONTROLS

HAND CONTROLLERS (Continued)

SWITCH USE SWITCH POSITION/ACTION

- TRANSDUCER PRESS AND RELEASE

POINT TRACK/
TARGETING POD LOS CONTROL
AREA TRACK

HRM/SET CURSOR/PSL CONTROL Ñ

1 EXPAND

SSS/GMTI CURSOR/PSL -

CURSOR/PSL/
RBM Ñ
1 ELEVATION
TDC
CONTROL

REFER TO -
A/A RADAR
CSTO SR1F-15SA-34-1-1

RANGE/BEARING
TSD
LINE CONTROL

A/G GUIDED WEAPON REFER TO CSTO SR1F-15SA-34-1-1

EW REFER TO CSTO SR1F-15SA-34-1-1

SWITCH USE SWITCH POSITION/ACTION

FORWARD AFT LEFT RIGHT

SCROLL TAKE TAKE CMD

DISPLAY
DISPLAY MPCD COMMAND RIGHT
SELECT
SCROLL/ LEFT DISPLAY
COMMAND
TAKE SCROLL Ñ 5 DISPLAY
(COOLIE)
COMMAND MPD CAUTIONS Ñ 5
SWITCH
DECLUTTER/ Ñ 5 MOVE
RECALL MOVE CAUTIONS
CAUTIONS

FORWARD AFT
RIGHT HC AAI
AAI EID

MANUAL X+1,
LEFT HC CMD MANUAL X SEMI AUTO
CONSENT

Figure 1-61 (Sheet 2)

1-145
CSTO SR1F-15SA-1-2
RCP CONTROLS

HAND CONTROLLERS (Continued)

SWITCH USE SWITCH POSITION/ACTION

- HALF ACTION FULL ACTION

TARGETING
TRACK/BREAK TRACK TGT/CUE MRK
POD

HRM EXPAND ENABLE DESIGNATION

A/A RADAR REFER TO CSTO SR1F-15SA-34-1-1

ELEVATION SLEW ENABLE/

RBM
PPI RANGE CHANGE ENABLE
DESIGNATION
SSS/SET -
TRIGGER
TSD TRACK/UNTRACK CUE COMMAND

A/G GUIDED
REFER TO CSTO SR1F-15SA-34-1-1
WEAPON

EW REFER TO CSTO SR1F-15SA-34-1-1

>1 SECOND SLACQ /SWT

+COOLIE AFT, PDT QUICK
PICK
SIT -
<1 SECOND DESIGNATE/
SLACQ

Figure 1-61 (Sheet 3)

1-146
 CSTO SR1F-15SA-1-2
RCP CONTROLS

HAND CONTROLLERS (Continued)

SWITCH USE SWITCH POSITION/ACTION

FORWARD AFT DOWN

TARGETING POD REFER

TO CSTO SR1F-15SA-34-1-1

Ñ3
HRM/RBM/ Ñ 4 Ñ2 Ñ 4
MODE REJECT/
SSS/GMTI SMALLER DW LARGER DW
UNDESIGNATE

SET - Ñ
2 REJECT TO RBM

A/A RADAR REFER TO CSTO SR1F-15SA-34-1-1

RETURN TO PP MAP
SMALLER
LARGER CUE FROM LOOK AHEAD
TSD CUE/
FOOTPRINT RETURN TO TPOD
FOOTPRINT
FROM EDIT

A/G GUIDED
REFER TO CSTO SR1F-15SA-34-1-1
WEAPON
AUTO
ACQ EW REFER TO CSTO SR1F-15SA-34-1-1
(MODE
REJECT) <1 SECOND, EXIT
EXPAND MODE;

TOGGLES BETWEEN
CENTER/
DECENTER IF IN
NON-EXPAND/NON-
FORMATION; RETURN
TO SEARCH
EXPAND RETURNS TO +SHIFT, SUPER
SIT
DISPLAY PRE-EXPAND FLUSH
SETTING IF IN
EXPAND OR
FORMATION

>1 SECOND,
TOGGLES
BETWEEN
ENTER/EXIT
FORMATION MODE

Figure 1-61 (Sheet 4)

1-147
CSTO SR1F-15SA-1-2
RCP CONTROLS

HAND CONTROLLERS (Continued)

SWITCH USE SWITCH POSITION/ACTION

TARGETING
LASER FIRE/STOP FIRE
POD
LASER
HRM/
FIRE FREEZE/UNFREEZE
RBM/GMTI
BUTTON
A/G GUIDED
REFER TO CSTO R1F-15SA-34-1-1
WEAPON

- FORWARD AFT LEFT RIGHT PRESS

TARGETING
REFER TO CSTO SR1F-15SA-34-1-1
POD

A/G RADAR REFER TO CSTO SR1F-15SA-34-1-1

DECREASE INCREASE RADAR/FLIR

TSD - -
MAP SCALE MAP SCALE CUE

A/A RADAR REFER TO CSTO SR1F-15SA-34-1-1

CASTLE
SWITCH A/G GUIDED
REFER TO CSTO SR1F-15SA-34-1-1
WEAPON

EW REFER TO CSTO SR1F-15SA-34-1-1

INCREASES DECREASES
RANGE RANGE
QUICK
(TDC (TDC
STEP
SIT RANGE RANGE UNDESIGNATE -
AROUND
BUMP BUMP
ENTITIES
STILL STILL
ACTIVE) ACTIVE)

Ñ
1 Trigger must be Half Action (HA) to enable.
Ñ
2 PSLI enable/disable when cursor function is TGT.
Ñ
3 With cursor function TGT.
Ñ
4 Changes PPI range when trigger is HA.
Ñ
5 With MASTER CAUTION pressed simultaneously.

Figure 1-61 (Sheet 5)

1-148 Change 2
 CSTO SR1F-15SA-1-2
UFC

UPFRONT CONTROLLER (UFC)

The upfront controls in the FCP and RCP are the major
interface units for control of avionics subsystems. The UFC UFC
Result
consists of 10 function buttons, six 20-character rows of Condition
display, four radio volume controls, two rotary switches, a
20-key data entry keyboard, a rotary power/brightness Empty Blank top four rows
scratchpad
control knob, and an EMIS LMT key (figure 1-63).
Empty scratchpad and Blank all rows
UFC BIT. top four rows blank

One digit in scratchpad Clears selection

The UFC BIT is implemented in three levels; basic self test,
initiated BIT and continuous BIT. Basic self test is run each Two or more digits in Clears last digit
time the unit is powered on, and Initiated BIT is run via the scratchpad entered in scratchpad
BIT format. The third level is a continuous BIT performed
during normal operation.
Figure 1-62

UFC SYSTEM CONTROL. 0-9 Key Enters number

The UFC provides control of the following systems: SHF (shift) Enables upper case functions on

Key next key pressed

a. TACAN
b. Autopilot - attitude hold, altitude hold, altitude A/P Key Selects autopilot format and couples
select, and steer modes autopilot
c. TF
d. IFF/SIF MARK Key Marks and selects marked point for
e. HF/UHF/VHF Radios display
f. ILS MENU Key Selects menu format
g. NAV FLIR 1st Push - MENU 1
h. GCWS. 2nd Push - MENU 2
3rd Push - MENU 1
Either of the two UFCs controls all systems and each is
driven by its own processor (an AIU) with paths to the other DATA Key Selects data display format
AIU. This provides a redundancy when a UFC or processor 1st Push - DATA 1
failure occurs. 2nd Push - DATA 2
3rd Push - DATA 1
The UFC panel alphanumeric pushbutton keys as well as the
other pushbuttons are read by the ADCP. Numbers 0-9 or CLR (clear) Pressing CLR key produces results
letters A, N, B, W, M, E, S, C, - (dash), decimal point and Key dependent on initial UFC condition
colon are available. (figure 1-62).

1-149
CSTO SR1F-15SA-1-2
UFC
I/P Key Initiates IFF identification of position Left and Used to turn the radios on and
(I/P) Right select preset radio frequencies.
Channel
Decimal Enters decimal point. Select Knobs
Point (.)
Key The UFC multifunction pushbuttons (PB) are used as the
options indicate except PB 5 and PB 6 which are dedicated
Guard Toggles between preset channel to radios/submenu displays. Pushbuttons are numbered PB 1
Receiver and manual frequency on appropriate thru PB 10 beginning at the top left. PB 1 thru 5 are top to
(GREC) radio. Pressing the SHF bottom on the left. PB 6 thru PB 10 are bottom to top on the
Channel/ key and then GREC C/M key, right.
Manual enables/disables the guard
(C/M) Key receiver
UFC DISPLAYS.
VOL R1, R2, Volume control for selected radio.
R3, R4. A large number of system functions are integrated into the
UFC. This requires several menus or display formats called
EMIS LMT Limits electronic emissions from menus, data displays, and submenus. There are two menus,
Key the aircraft for passive operations. two data displays, and several submenus. With data in the
The low probability of scratchpad, the aircrew can toggle between menu 1 and 2 or
intercept terrain following radar data 1 and 2; however, they cannot toggle to a submenu with
mode is automatically selected if data in the scratchpad. If data/system is invalid, the menu 1
TF radar is active, the FDL terminal or 2 or data 1 or 2 displays OFF. Regardless of the data or
is placed in receive only submenu displayed, the radio communication information is
mode, and other electronic emitters always retained and displayed at PB 5 and PB 6.
are switched to standby,
except CARA which continues to If the UFC display is blank, the actions listed below restore
transmit and has to be turned off the display:
to terminate transmission. The
HF radio transitions to SILENT a. Press MENU or DATA key to display appropriate
mode. The EMIS LMT light menu or data display.
comes on when first selected. b. Press and release any PB 1 thru PB 4 or PB 7 thru
When the pushbutton is pressed PB 10 to return top four rows to the previously
again, the emission light is deselected selected submenu. Radio advisory data (rows 5 and
and affected systems are 6) return to previously displayed data.
returned to their previous state of c. Press and release PB 5 or PB 6 to return radio
operation. advisory data in rows 5 and 6.

BRT/N/ Provides switch settings for night The two menus (menu 1 and menu 2) and two data displays
D/OFF (N) or day (D) operation or OFF (data 1 and data 2) are described below and shown (figure
and variable brightness of display. 1-64). The individual submenus are discussed with their
respective systems.

1-150
 CSTO SR1F-15SA-1-2
UFC

UPFRONT CONTROL

Figure 1-63

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UFC MENU DISPLAYS

Figure 1-64

MENU 1 DISPLAY. are changed and the TACAN can be turned on by keyboard
entry of a valid channel number into the scratchpad and
With power removed from the TACAN, IFF, TF radar, or pressing the pushbutton next to TCN. Changing between
NAV FLIR, the system name followed by OFF is displayed mode X or Y, and changing operating modes (OFF, A/A,
on UFC menu 1. Also, if the LAWS or A/P is disabled, the TR, or REC) is done from the TACAN submenu. Pressing
system name followed by OFF is displayed. with a clean scratchpad displays the TACAN submenu.
Refer to TACAN (Tactical Air Navigation) System section.
Pressing the MENU pushbutton on the keyboard calls up
menu 1 (figure 1-64). The information displayed and IFF 1 2 3 C 4 (PB 3) indicates that modes 1, 2, 3, C, and 4
controlled from menu 1 is described in the following are selected for IFF operation. If only mode 3 had been
paragraphs. selected, the 1, 2, C, and 4 is not displayed. If it is necessary
to change the mode 3 code, for example: press 3 to identify
LAW 1,000¢ (PB 1) indicates the low altitude warning the mode to be changed; press SHF (shift), press DASH (-);
system (LAWS) is enabled and the voice warning and light select the digital code; and enter the new code by pressing
are activated if the aircraft first climbs above and then the pushbutton next to IFF. The entered mode and code are
descends below the altitude (AGL) displayed. The LAW displayed for 5 seconds and are then replaced by only the
altitude is changed by keyboard entry into the scratchpad enabled modes without codes. Modes are
and pressing the pushbutton next to LAW (based on selected/deselected from the IFF submenu. IFF phasing
CARA). The LAW is turned off by pressing PB 1 with a selection and programming are also done from the IFF
blank scratchpad. submenu. With slaving selected and all modes for AAI, IFF,
and EID selected, the IFF collapses to an I to maintain a
TCN126X (PB 2) indicates the current TACAN channel blank space between the IFF and AAI/EID. Refer to IFF
selected (126) and operating mode (X). TACAN channels system, this section, for more information.

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TF NORM (PB 4) indicates Terrain Following (TF) radar ON GCWS warnings are enabled. The
status (OFF, N/R [not ready], STBY [standby]), or correct system defaults to ON at powerup.
TF sub-mode selected on TF display (NORM, WX1, WX 2,
LPI, or VLC). Refer to CSTO SR1F-15SA-34-1-1. AUTO GCWS warnings automatically
enabled if not in INST master mode
N-F NORM (PB 7) indicates the current power status/mode and operating between 5,000 feet and
of the navigation FLIR (OFF, N/R, STBY, NORM, or 400 feet AGL.
BRST). Pressing with a blank scratchpad displays the NAV ADV GCWS warnings disabled and an
FLIR submenu. Refer to CSTO SR1F-15SA-34-1-1. advisory is displayed on the HUD.
(A23/E14) AAI/EID (PB 8) indicates the AAI/EID OFF GCWS warnings are disabled and no
sequence selected on the AAI and EID formats. Pressing advisory is displayed.
with a valid scratchpad entry changes the display and shows
the valid scratchpad entry for 5 seconds. After 5 seconds, ILS 109.7 (PB 3) pressing this pushbutton with an empty
the display reverts to the normal display. scratchpad applies power to the instrument landing system
(ILS) and displays last selected ILS frequency. With power
When an AAI or EID interrogation/activation is attempted, applied, this line indicates current ILS localizer frequency
PB 8 displays the modes and codes as they are being selected. Current frequency can be changed by entering
interrogated. Once the interrogation sequence is complete, valid frequency into scratchpad (decimal not required) and
the display reverts to the normal display. Refer to CSTO pressing PB 3.
SR1F-15SA-34-1-1 for detailed information.
PP-EGI1 (PB 4) indicates the current present position
A/P GT/TF (PB 9) indicates autopilot is engaged and keeping source that the ADCP has achieved (this may be
current steer mode if any. In this case GT steer mode. different than what is selected by the aircrew, if a default
Pressing with a blank scratchpad displays the autopilot has occurred). Possible displays are PP-RLN, PP-EGI1,
submenu. PP-EGI2, PP-MN and PP-NONE.

STR BE10 (PB 10) indicates that current steer (STR) point Pressing the pushbutton with an empty scratchpad provides
is bullseye (BE) number 10. Steering to a new point is access to the PPKS submenu.
selected by typing the desired point in the scratchpad and
pressing this pushbutton. Pressing this pushbutton with a Y 7EG1 27’ or Y 7EG2 27’ (PB 7) indicates the EGI status.
blank scratchpad displays the point-data submenu. Refer to The satellite code that the EGI is utilizing is indicated by Y
the navigation displays, this section for more information. (Y code), P (P code), or C (C/A code). This is followed by
the number of satellite measurements currently being
MENU 2 DISPLAY. incorporated into the EGI blended solution. This number
may range from 0 to 7. The maximum value displayed on
Menu 2 display (figure 1-64) is selected by pressing the the UFC is 7, and indicates that the EGI is using 7 or more
menu pushbutton a second time. When power is removed satellite measurements. This value may not match the
from either R1, R2 or ILS, OFF is displayed next to the information on the EGI maintenance BIT display; which
system name on the UFC. The information displayed is shows the number of satellites being tracked, and not the
described in the following paragraphs. number of satellites incorporated into the blended solution.
The EGI estimated spherical position error is displayed in
JTIDS (PB 1) pressing this pushbutton selects the JTIDS feet up to 3,000 feet, then in nautical miles (nm). If the EGI
submenu. is in an alignment mode, the type of alignment is displayed
in place of the EGI estimated position error. The possible
GCWS ON (PB 2) indicates the status of the ground indications are gyro compass align (GCA), stored heading
collision warning system as follows: align (SHA), or in motion align (IMA). EGI OFF is
displayed if the EGI is off.

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EGI INV is displayed if the EGI is invalid due to an SRU 033°/28.6 (PB 1) indicates the bearing and range to the
failure. current steerpoint.

EGI status is displayed in all PPKS except RLN, INS1 and ETE 0:15:00 (PB 2) toggles between Estimated Time
INS2. If RLN is the PPKS, then the RELNAV status is Enroute (ETE) and Estimated Time of Arrival (ETA). The
displayed. time format not displayed on the UFC is displayed on the
HUD, HSI and EW formats. For example: with ETA
The RELNAV solution status consists of an aiding asterisk selected on DATA 1, the HUD, HSI and EW display ETE.
to indicate that the FDL terminal is being aided by the EGI
blended solution and the RELNAV solution estimated *T 521 (PB 3) indicates current aircraft true airspeed in
spherical position error. knots. The asterisk indicates that true airspeed is also
enabled on the HUD; a second push of PB 3 disables the
The RELNAV aiding asterisk (*) is displayed when the EGI HUD true airspeed display.
blended solution is supplied to the FDL terminal. If the EGI
fails or the EGI is not tracking Y code and NON Y is not G 519 (PB 4) indicates the current aircraft ground speed in
selected (boxed) on the EGI detail BIT format, the ADCP knots and functions the same as PB 3. Both ground speed
stops sending the EGI blended solution to the FDL terminal and true airspeed cannot be simultaneously displayed on the
and the * is not present. In addition, if no EGIB aiding is HUD and ADI. Selecting the speed that is not currently
selected on the JTIDS format, the ADCP stops sending the displayed automatically deselects the displayed one. The
EGI blended solution to the FDL terminal. ground speed source is PPKS dependent, EGI in EGI PPKS
and FDL RELNAV for RLN PPKS.
The RELNAV spherical position error is comprised of the
RELNAV estimated horizontal and vertical position errors. WIND M180°/045 (PB 7) indicates the magnetic wind
The error is displayed in feet up to 3,000 feet and then in direction and speed.
nm.
TIME 10:04:15 (PB 8) Time of day is available from EGI2
PPKS (PB 7) if INS1 or INS2 is the selected PPKS, PB 7 is primary and EGI1 as a backup. It can also be entered via
blank unless the selected INS is invalid. In that case, INS1 UFC Data 1 display PB 8 (figure 1-67). Both the data 1
INV or INS2 INV is displayed PB 7. If MN is the selected display and A/G DLVRY display show the same time. TOD
PPKS, the status of the EGI driving MN is displayed at PB from the EGI is ZULU time.
7.
The ADCP does not contain an internal battery to maintain
UPDT MENU (PB 9) pressing this pushbutton with an the correct time without aircraft power.
empty scratchpad provides access to the Update menu.
At ADCP power up, the TOD is loaded with EGI2 (primary)
BE 10 (PB 8) indicates the current bullseye point. It also or EGI1 (backup) UTC time. When EGI UTC time becomes
allows entry of a new BE point (1-10 or STR). When BE valid, the TOD is updated with the current time.
STR is displayed, the current steerpoint is used for bullseye
range and bearing. EGI2 UTC Time validity is checked and if invalid, EGI1
UTC Time validity is checked. Once EGI UTC Time
HF S1 (PB 10) is used to select the high frequency (HF) becomes valid, it is loaded into the TOD and ADCP clock.
radio. An S indicates the HF radio is in scan mode while a C This may occur once per ADCP W-O-W power up after
indicates channel mode. aircrew have entered a time.

DATA 1 DISPLAY. If weight off wheels and ADCP power cycle or reset, TOD
is the last ADCP time prior to power cycle or reset. The
The DATA key (figure 1-67) toggles between data 1 and TOD is updated with the EGI UTC time after the ADCP
data 2 menus. Constant monitoring of true airspeed, power returns.
groundspeed and radar altitude is possible on the data 1
display. The following paragraphs describe the function of
each applicable data 1 pushbutton.

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One time for each ADCP W-O-W power up, the aircrew before ZULU time is entered. Omitting the M
entered time may be overwritten with EGI UTC Time if EGI preceding the date or time invalidates the entry
UTC Time becomes valid after the aircrew has entered a and does not update the EGI.
time.
If TIME OFF is displayed at PB 8 and PB 8 is pressed with
The clock time is loaded by entering the correct time into a scratchpad entry, TOD and the ADCP clock are initialized
the scratchpad and pressing PB 8. If a partial time entry is with the scratchpad time and the TOD is displayed at PB 8.
made, the remaining portion of the time is EGI UTC time If TIME OFF is displayed and PB 8 is pressed with a blank
(G) if valid. The ADCP always updates the TOD (T) with scratchpad, TIME RESET is displayed at PB 8 for 0.7
EGI UTC time. Valid time entries (partial and complete) are seconds if EGI UTC Time is valid, the EGI UTC time is
shown (figure 1-65). displayed at PB 8. If EGI UTC Time is invalid, TIME INV
is displayed for 0.7 seconds and ADCP TOD is displayed at
ZULU time is entered by preceding the time with an M; PB 8.
e.g., M123456 is entered in the scratchpad and PB 8 is
pressed. The time displayed is 12:34:56 and the ADCP If TIME is displayed at PB 8 and PB 8 is pressed with a
interprets this time as ZULU time for use in EGI scratchpad entry, TOD and the ADCP clock are initialized
initialization. with the scratchpad time.

NOTE Time Reset.

Date must be entered, preceded by an M, If PB 8 on the data 1 display is pressed with an empty

TOD ENTRY
PB 8 INPUT WITH VALID GPS TIME WITH INVALID GPS TIME

# (0 THRU 2) #0:GG:GG #0:TT:TT

## (00 THRU 23) ##:GG:GG ##:TT:TT

## # (000 THRU 235) ##:#0:GG ##:#0:TT

## ## (0000 THRU 2359 ##:##:GG ##:##:TT

## ## # (0000 THRU 23595) ##:##:#0 ##:##:#0

## ## ## (000000 THRU 235959) ##:##:## ##:##:##

Figure 1-65

scratchpad when a time is being displayed at PB 8, a time Delta TOT entries are made in hours, minutes, and seconds,
reset to EGI UTC time occurs (if valid) and TOD and the between 1 second and 23 hours, 59 minutes, and 59 seconds
ADCP clock are loaded with the EGI UTC time. PB 8 (plus and minus) at PB 9 on the point data submenus. If all
displays TIME RESET for 0.7 second, then TOD is zeros are entered, the scratchpad flashes. This applies to all
displayed. If EGI UTC time is invalid, PB 8 displays TIME point data submenus. TOT mechanization on the point data
INV for 0.7 second, then TOD is displayed. submenus and data 2 display are not affected. Partial entries
are accomplished as shown (figure 1-66).
DELTA TOT ENTRY.

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The information found on data 2 display is based on the
DELTA TOT ENTRIES following assumptions:
DELTA TOT INPUT CHANGE TO TOT
a. The aircraft is flown from its present position
X (1 THRU 2) TOT + #0:00:00 directly to the sequence point shown at PB 1
b. The aircraft is then flown to all subsequent
XX (01 THRU 23) TOT + ##:00:00 steer/target points between PB 1 and PB 3s
sequence points
XX X (001 THRU 235) TOT + ##:#0:00 c. All turns are computed at the TSD PB 4 selected
bank angle
XX XX TOT + ##:##:00
(0001 THRU 2359) d. Ground speed remains constant
e. Fuel flow remains constant.
XX XX X TOT + ##:##:#0
(0001 THRU 23595) NOTE
XX:XX:XX TOT + ##;##;## During an auto sequence of the current
(000001 THRU 235959) steer-to, the look-ahead route starting and end
points can change from what is expected.
Verify the look-ahead route starting and end
Figure 1-66 points via the UFC data display 2, and update
as needed.
R 24000¢* (PB 9) indicates the CARA altitude. The asterisk
indicates the CARA altitude is also enabled on the HUD and SP 24A (PB 1) displays a selected sequence point. Only
ADI formats. steer and target points may be entered and they must be
equal to or greater than the current steer-topoint. They are
STR 16.1C (PB 10) indicates the current steerpoint. To identified with an SP preceding the steer/target point
change the steerpoint, type the new steerpoint into the number. The information displayed at PB 9 and PB 10
scratchpad and press PB 10. Pressing PB 10 with a blank relates to the PB 1 sequence point.
scratchpad accesses the point data submenus. Refer to
navigation displays, this section, for additional information. G 395 (PB 2) displays aircraft current ground speed.

DATA 2 DISPLAY. SP 25A (PB 3) displays a selected look ahead point with the
same sequence point requirements as PB 1 (only steer/target
Pressing the DATA key (figure 1-67) a second time from points identified with SP preceding the steer/target number,
any display (except data 1 which requires only one push) and must be greater than or equal to the current
displays the data 2 display. This display contains NAV data steer-to-point or the sequence point in PB 1). The
functions which provide the capability to determine look information displayed at PB 4, PB 7, and PB 8 relates to the
ahead information such as remaining fuel, ETE and ETA. PB 3 sequence point.

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CG OFF (PB 4) displays the commanded ground speed. TOA 10:50:22 (PB 7) toggles between the Time Of Arrival
With a Time On Target (TOT) displayed at PB 7, with an (TOA) of the aircraft at the PB 3 sequence point or the TOT.
asterisk and displays the ground speed required to arrive at The TOT is used to determine the required ground speed
the PB 3 sequence point. OFF is displayed if there is not an necessary to fly over the PB 3 sequence point at a
associated TOT. designated time. The TOT may be displayed as a result of
an input to the PB 3 sequence point on the point data
NOTE submenu. It may also be input directly or changed using the
scratchpad and PB 7. Unlike the point data submenu,
• The command velocity wiper on the HUD indi- changing the TOTs at PB 7 does not effect any other
cates the same required command ground speed sequence point’s TOT.
only if there are no other sequence point TOTs
between the current steer point and the PB 3 NOTE
sequence point. Refer to HUD Symbols for fur-
ther information. When PB 3 sequence points TOT is modified
via the scratchpad and PB 7, the PB 3
• When an initial or updated TOT value for the sequence point must be reentered at PB 3 in
look-ahead route end point is entered via the order for the command groundspeed at PB 4 to
UFC data 2 display, the look-ahead route com- update.
manded groundspeed is not updated using the
new TOT value. To update the look-ahead route
commanded groundspeed displayed on the
UFC data 2 display, reselect the look-ahead
route end point by re-entering the same point at
PB 3 on the UFC data 2 display.

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UFC DATA DISPLAYS

Figure 1-67

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12,000 LBS (PB 8) displays the amount of fuel remaining at The UFC menu/submenu matrix is shown (figure 1-68).
PB 3 when TOA is displayed at PB 7. When TOT is There are submenus for TACAN, IFF, IFF programming,
displayed at PB 7, FUEL REM is displayed at PB 8. R1, R2, HF, navigation FLIR, navigation FLIR boresight
(from NAV FLIR), autopilot, point data latitude and
ETA 10:29:54 (PB 9) toggles between the ETE or ETA to longitude, MGRS, MGRS programming, point data range
the PB 1 sequence point from the aircraft’s present position. and bearing, direction and range offsets, present position
keeping source, HUD titling, and update. Submenus can be
15000 LBS (PB 10) toggles between the fuel remaining at selected when the scratchpad is blank by pressing the
the sequence point displayed at PB 1 and the aircraft’s range pushbutton next to the system of interest. For example, to
and bearing to PB 1. select the IFF submenu, press the pushbutton next to IFF on
the menu 1 display. Once displayed, system changes can be
UFC SUBMENUS. selected and made using keyboard entry. To return to either
a menu or data display, press either the MENU or DATA
key.

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UFC MENU/SUBMENU MATRIX

Figure 1-68. (Sheet 1 of 2)

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 CSTO SR1F-15SA-1-2

UFC MENU/SUBMENU MATRIX (Continued)

(ADCP INOP)

Figure 1-68. (Sheet 2)

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HUD

HEAD-UP DISPLAY (HUD)

The HUD control panel (figure 1-69) is located on the main indicator resets when HUD power is cycled off and back on,
console. The holographic combiner displays projected raster or after a successful initiated BIT. If the fault condition still
(video) and stroke (symbols) imagery in a total field of view exists after either of the above, the BIT indicator is set white
which measures 21° in elevation and 28° in azimuth. The after approximately 60 seconds. When power is removed
HUD displays navigation, FLIR video, flight control and from the HUD, the BIT indicator holds at its last setting.
weapon delivery information.
TEST BUTTON.
HUD CONTROLS. When the momentary action pushbutton, located above the
BIT indicator is pressed and held, an internally generated
SYMBOL BRIGHTNESS (SYM BRT) CONTROL. 18° X 28° FOV raster test pattern is displayed.

The SYM BRT control is a rotary knob. Clockwise rotation VIDEO BRIGHTNESS (VID BRT) CONTROL.
applies power to the HUD. This control adjusts brightness
of the HUD stroke symbology only. Raster video imagery is This rotary control fine adjusts the intensity of both the
not affected. A detented OFF position removes power from raster generated video imagery and the stroke generated
the HUD. symbology. This control, usually left at the 12 o’clock
position, is used to make the darkest shade of gray truly
SYMBOL (SYM) DECLUTTER SWITCH. black.

The SYM switch is a three-position, toggle switch which VIDEO CONTRAST (VID CONT) CONTROL.
removes and restores symbol information from the HUD.
REJ 1 and REJ 2 provide programmable declutter functions. This rotary control adjusts the contrast level (shades of
If the peak g is displayed, cycling the switch through REJ 2 gray) of the raster generated video. Stroke generated
and back to NORM clears the display. Refer to HUD symbology is not affected. When the CONT control is ON,
Display Programming, this section. NAV FLIR imagery is processed for display on the HUD. A
detented OFF position removes raster generated video from
DAY/AUTO/NIGHT SWITCH. the HUD and restores NAV data in stroke.

The DAY/AUTO /NIGHT switch is a three-position, toggle MASTER MODE BUTTONS.

switch which provides the pilot with a means to select
appropriate raster and stroke imagery brightness levels for Four master mode buttons are available: NAV, A/A, A/G
daytime or nighttime missions. The DAY position allows for and INST. When any of these buttons are pressed, the light
the full range of the stroke symbology and raster video. The comes on to indicate that particular mode is selected. Only
AUTO position provides automatic brightness adjustment of one master mode can be selected at a time.
stroke symbology only based on ambient brightness data.

NOTE
HUD POWER UP.
The AUTO position does not provide adequate Once aircraft electrical power is applied the HUD is turned
illumination at night. The NIGHT position limits on via the SYM BRT control and the raster via the VID
the brightness range of the stroke symbology and CONT control.
raster video to be compatible with night operations.

BIT INDICATOR. HUD SYMBOLS.

In normal operation, the BIT indicator is black. The BIT In this description, the following operational categories of
indicator is white when the HUD has failed. The BIT HUD symbology are considered as shown (figure 1-70).

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HUD

HUD CONTROL PANEL

Figure 1-69

a. HUD nav, flight, and weapon delivery symbols that present. The vector symbol is limited to 8.5° radius of
are common to most master modes (except A/G) motion centered on the HUD.
and positioned depending on the weapon mode and
sensor device selected.
b. HUD window displays, alphanumeric data with
fixed locations.
The velocity vector flashes if the data to the ADCP
Calibrated airspeed and barometric altitude data are
is degraded or the velocity vector is caged or
displayed in digital format to remove graphics clutter and
limited. The flashing velocity vector may indicate
provide a direct readout of the data. Additionally, the crew
level flight, or even a climb, when the aircraft is
can select true airspeed (T) or groundspeed (G) data and
actually descending.
select radar (R) altitude for display. These selections are
obtained through the UFC data 1 display.
The velocity vector may be caged by pressing the laser fire
button on the throttle if in command of the HUD and in the
ENERGY CUE.
INST or NAV master mode. Caging the velocity vector
permits the velocity vector-referenced information (pitch
The energy cue indicates the rate of change for calibrated
ladder and steering information) to be retained near the
airspeed. The energy cue points to the right wing of the
center of the HUD when there are large yaw and/or
velocity vector when the aircraft is neither accelerating nor
crosswind angles.
decelerating. If the aircraft is accelerating, the energy cue is
above the velocity vector. If the aircraft is decelerating, the
COMMAND VELOCITY.
energy cue is below the velocity vector.
An analog command velocity wiper is displayed left of
VELOCITY VECTOR.
HUD window 1. The symbol rotates up and down from a
horizontal position to indicate the difference between
The velocity vector displays the instantaneous aircraft flight
current aircraft speed and command velocity. The symbol
path with respect to the earth. It is a small airplane symbol.
rotation is limited from -80° to +80°, where 1° represents 1
The wings of the symbol always remain parallel to the
knot of velocity. A positive angle signifies more velocity
wings of the aircraft. The vertical relationship between the
(forward throttle). The command velocity is based on
waterline symbol (when displayed) and the velocity vector
groundspeed or true
indicates true AOA. Velocity vector azimuth displacement
from HUD centerline indicates that drift (or a crab angle) is

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HUD

HUD SYMBOLS

Figure 1-70

airspeed if selected on the UFC. Otherwise, command indicated by the position of the aircraft waterline reference
velocity is based on calibrated airspeed. If the command with respect to the pitch ladder about the stabilized wings of
velocity source is invalid, this symbol is not displayed. the velocity vector. The horizon line and the flight path
pitch angle lines are displayed for each 5° between ±85°.
GHOST VELOCITY VECTOR. Positive pitch lines are solid and negative pitch lines are
dashed. The tabs at the end of each segment point toward
When the velocity vector is caged, a ghost velocity vector is the horizon. Each line has a number which maintains its
displayed at the true velocity vector position. The symbol is orientation relative to the pitch ladder. The pitch lines
presented during snap look and look into turn (NAV FLIR) themselves are angled (point) toward the horizon at an angle
operations. The pitch ladder and steering information are one-half the angle of pitch that the line represents. For
referenced to the caged position. The ghost velocity vector example, the 40° positive pitch line angles 20° toward the
flashes when within 1.5° of the edge of the HUD. horizon. The 90° dive point is indicated by a circle with an
X enclosed. The 90° climb point is indicated by a circle.
AOA E-BRACKET.
The flight path pitch ladder is normally displayed in a
The center of the E-bracket represents the on-speed (10.7°) position referenced to the velocity vector to provide flight
approach AOA. The E-bracket moves lower with respect to path information. When the velocity vector becomes
the velocity vector as AOA increases and moves higher as HUD-limited, the flight ladder does not transition back to
AOA decreases. The top of the bracket indicates 1° slow, the aircraft waterline symbol. The pitch ladder is always
and the bottom of the bracket indicates 1° fast. referenced to the valid velocity vector while maintaining the
artificial horizon on the horizon. If the velocity vector is not
FLIGHT PATH PITCH LADDER. displayed, the pitch ladder is referenced to the aircraft
waterline in azimuth and displays best available pitch
The vertical flight path angle of the aircraft is indicated by referenced to the horizon. This transition may take up to 2
the position of the flight path pitch ladder relative to the seconds.
position of the velocity vector. The aircraft pitch attitude is

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The horizon bar is longer than other lines in the pitch scale from the display by selecting the MASTER (arm) switch
and has tabs at each end that point toward the ground. SAFE position.

HEADING SCALE. SMART WEAPON PRIORITY TARGET OPEN

CROSS.
The heading scale moves horizontally against a fixed caret
index indicating aircraft magnetic heading from 0° thru The open cross is displayed for the smart weapon priority
360°. The two-digit display is expressed in degrees x 10 target LOS.
(e.g., 10° is displayed 01 and 250° is displayed 25).
LAUNCH ACCEPTABLE REGION (LAR).
The command heading marker (when displayed) moves
against the scale and if the marker is limited, a digital The in-range and in-zone LARs are displayed for smart
readout of command heading is displayed at the end of the weapons. The in-range LAR is displayed along the current
scale. aircraft heading. Rmax and Rmin are fixed on the scale.

BANK ANGLE SCALE. The in-zone LAR is also displayed along the current aircraft
heading. Zmax and Zmin are connected by a vertical line.
Bank angle scale is HUD programmable in all master
modes, independent of TF. When TF mode is selected, the IN-ZONE AZIMUTH STAPLE.
TF bank scale carets are HUD programmed based on
BANK SCALE selection. With terrain following ON, a The in-zone azimuth staple for smart weapons is displayed
bank angle scale with tick marks (0°, 10°, 20°, 30°, 45°, and along the heading scale. Heading scale marks are connected
60°) is displayed at the bottom of the HUD except with at azimuth steering to intercept the in-zone LAR. It is
guided weapons aboard. The 0°and 45° tick marks are single limited to the heading scale. The nearest azimuth tick is
length, double width. The 30° and 60° tick marks are double displayed at the heading scale limit. If the nearest azimuth
length, single width. Terrain following bank angle limit tick and command heading mark are both heading scale
carets are displayed against the scale. These limits are limited, they are stacked.
variable, however, which is indicated by positionable TF
limit caret markers. FUNNEL.

WATERLINE SYMBOL. An improved envelope funnel gunsight is provided on the

HUD under the following conditions:
An aircraft waterline position is indicated on the HUD by
the display of a flying W symbol. The pitch ladder provides a. The A/A master mode is selected, and
aircraft pitch attitude information when it is compared with b. Gun or combined mode is selected, and
the waterline symbol. If the velocity vector is not displayed, c. FUNNEL is the selected priority gunsight or
the pitch ladder slides to its waterline-referenced position in STIFFEN is commanded, or
azimuth. d. Gun Director Sight (GDS) is selected but
conditions for display are not satisfied.
GUN CROSS.
The funnel is constructed of point pairs representing the
The gun cross is fixed 2° above waterline in the azimuth wingtip of an assumed 40-foot wingspan target. These
center of the HUD and appears when the MASTER (arm) points are then connected to form a funnel within which the
switch is in ARM. The symbol indicates the projectile target must be located for a bullet strike solution. The funnel
conversion point (without AOA or ballistic drop is not HUD limited and cannot be decluttered. The
corrections) at the 2,250-foot gun harmonization range. The availability and quality of track data determines the display
symbol is also the position of the gun reticle pipper at zero and accuracy of the funnel. The pilot can choose between
mils depression (zero sight line). The gun cross is removed GDS funnel or the single GDS reticle. Refer to CSTO
SR1F-15SA-34-1-1.

1-165
CSTO SR1F-15SA-1-2
HUD
A/G RETICLE. HUD WINDOWS.
There are two A/G reticles. The large one consists of a The location of the various windows is shown (figure 1-71).
50-mil circle, a 2-mil pipper (aim dot), and a range bar/tick Windows 8, 9, and 12 are not fixed; they move dynamically
mark when valid radar or laser range is available. The as required. Windows 8 and 9 follow the location of the
smaller one consists of a 25 mil circle, 1 mil pipper and a velocity vector. Window 12 follows the position of the range
tick mark. The reticle is displayed in all A/G attack modes caret in the HUD radar range scale. When more than one
when the ADCP and HUD are operable. The reticle is item is commanded for display, the item highest in the list is
positioned in azimuth to one of several points, depending on displayed.
the delivery mode selected:
HUD WINDOW 1.
a. To the velocity vector (AUTO mode)
b. To the computed weapon impact point (CDIP Aircraft calibrated airspeed is displayed. If the speed is
mode) invalid, OFF is displayed.
c. To the HUD depression angle set by the pilot
(direct and manual modes via the UFC) HUD WINDOW 2.
d. To weapon boresight (when an EO guided weapon
is selected). Aircraft AOA to the nearest tenth of a degree is displayed
below the aircraft calibrated airspeed readout at all times.
Choosing between the two reticles is done on the HUD AOA flashes when the high AOA threshold is exceeded.
repeater format.
HUD WINDOW 2A.
A/G RETICLE RANGE BAR.
Aircraft true airspeed or groundspeed is displayed, preceded
When the ADCP receives valid laser and/or radar range by T or G as selected on the UFC. If the selected airspeed
data, the reticle range bar is displayed around the inside source is invalid, the letter identifier and OFF are displayed.
perimeter of the 50-mil reticle. LAS or AGR is used based
on the hierarchy selected on the A/G DLVRY display. The HUD WINDOW 3.
range bar, which rotates clockwise with increasing range,
displays slant range from 0 to 23,000 feet. The range bar is This window displays the terrain following left turn obstacle
limited to less than two revolutions around the perimeter of (OBST) caution. The right turn caution is displayed in
the reticle and contains an index to indicate the magnitude opposing window 15.
of the range displayed. The first revolution displays slant
range from 0 to 12,000 feet and the second revolution HUD WINDOW 4.
displays slant range from 12,000 to 23,000 feet.
This window displays IN CMD legend when the pilot has
A range tick mark/reticle bar appears on the 25 mil reticle command of the HUD.
when valid radar or laser ranging is available. When range
is between 1 and 11,999 feet, a small tick mark is displayed HUD WINDOW 5.
on the outer edge of the small reticle extending outward
positioned like time on the clock. One full revolution around Emergency Cue.
the reticle represents 12,000 feet. A larger tick mark is
displayed when the range is between 12,000 feet and 23,000 The emergency cue (E) is displayed when the radar is in
feet. Ranges greater than 23,000 feet are limited to 23,000 emergency mode.
for display on the reticle.
Gun Rounds.
BREAK X.
The gun rounds display is a function of the number of
In A/A master mode, a break X is displayed in MRM or rounds set on the weapon load display minus any rounds
SRM modes when the aircrew has penetrated the indicated fired. When no gun rounds are remaining,
Rmin range. The symbol flashes in all modes The ASE
circle and steering dot are removed from the display when
the break X is displayed in MRM or SRM modes.

1-166
 CSTO SR1F-15SA-1-2
HUD
XXX is displayed. In addition, if both the A/A and A/G This cue is displayed only with Weight On Wheels (WOW)
PACS are not in CMBT mode, the last digit of the rounds when the PACS senses an unidentifiable store on the
remaining is replaced with the letter T. aircraft, or if the aircrew programs a store mode that is not
in the PACS inventory.
Missile Count.
In such a case, OWS processing is disabled. If in flight, an
The type of missile loaded on the aircraft is identified by the invalid armament cue causes the OWOFF cue to be
PACS. With MRM selected, A is displayed to represent the displayed.
AIM-120, the count of MRMs available for launch (STBY
or RDY), and the model identifier of the priority missile. HUD WINDOW 7A.

With SRM selected, the display is S (SRM selected), the When the A/A TACAN mode is selected, TACAN range is
total count of SRMs available for launch (in a STBY or displayed preceded by A/A. If range is invalid, A/A OFF is
RDY status), and the type in priority for launch: L, M, or X. displayed.

The off missile cue indicates a successful missile trajectory HUD WINDOW 8.
intercept at target, not target position relative to launch
zones. Refer to CSTO SR1F-15SA-34-1-1, HUD, AIM-9 Several different warnings concerning the Terrain Following
and AIM-120 Symbols. (TF) system may be displayed.

HUD WINDOW 6. HUD WINDOW 9.

Aircraft Mach number is displayed in all modes when the Several cautions and information cues concerning the TF
landing gear is up. If the aircraft g exceeds +3.9g, the and Nav FLIR (NF) systems can be displayed.
highest positive g level achieved since the last reset is
displayed to the right of the Mach number. This peak g HUD WINDOW 10.
value remains displayed until reset by cycling the symbol
declutter switch to REJ 2 and back to NORM. If an over-g The selected radar range scale is displayed when the radar is
has occurred, the peak g value mipples with OVR G. If a in a track mode.
negative over-g occurs, OVR G mipples with a blank field
as negative g values are not displayed. HUD WINDOW 12.

HUD WINDOW 7. The opening or closing range rate (Vc) in knots between the
aircraft and A/A target is displayed when the radar is in
Current G/Allowable G. track.

The HUD displays both current and maximum allowable g. HUD WINDOW 12A.
Allowable g is displayed for existing flight conditions,
aircraft configuration, gross weight, and changes If the command heading bug is limited (outside the
automatically as these factors change. Current g is displayed displayed 30° scale), a digital readout of the command
on the left and maximum allowable g on the right. Current g heading is displayed at the appropriate side of the scale.
flashes when the warning ratio threshold is exceeded.
HUD WINDOW 13.
Overload Warning System Inoperative.
The aircraft barometric altitude is displayed. The thousands
The OWOFF cue is displayed when the OWS system fails, and ten thousands digits are larger than the hundreds, tens,
or when airborne with an invalid armament condition. and units digits, except below 1,000 feet, when all the digits
are the large size.
Invalid Armament (INVARM) Cue.
If the barometric altitude is invalid, OFF is displayed.

1-167
CSTO SR1F-15SA-1-2
HUD
HUD WINDOW 13A. (SYSG). Target altitude is displayed using System Altitude
(SYSG1, SYSG2, SYSB, or SYSF).
A GCWS advisory is displayed. In the advisory mode,
GCWS OFF is displayed on the HUD above the barometric UNC is displayed when the NGS button is pressed an odd
altitude box when in A/A, A/G, or NAV master mode and number of times to permit SRM seeker uncage (IR lockon).
aircraft is operating between 5,000 feet and 400 feet AGL. An even number of button depressions removes UNC from
the HUD, breaks IR lockon, and returns the SRM seeker to
HUD WINDOW 14. the missile boresight or to the (AIM-9L/M) radar antenna
LOS.
Inertially derived vertical velocity in feet per minute to the
nearest 100 feet per minute is displayed in the NAV/INST Target aspect angle is displayed for the designated A/A
master modes when the gear is down. Descents are indicated target.
by negative signs preceding the numerical readout.
GBU-24 and smart weapon launch zone messages are
If the vertical velocity data is invalid, VV OFF is displayed. displayed.

When in A/G or A/A master mode, or in NAV/INST master HUD WINDOW 17.
mode with the gear handle up, SNF is displayed when radar
is in sniff. An R displayed at the far right of window 14 Track Memory (MEM).
indicates a mode reject is being sent to the radar.
Refer to A/A Radar Display, CSTO SR1F-15SA-34-1-1.
HUD WINDOW 14A.
No Zone.
The aircraft radar altitude is displayed preceded by R if
selected on the UFC; if not selected this window is blanked. Refer to A/A Radar Display, CSTO SR1F-15SA-34-1-1.
If the radar altitude is not valid, R OFF is displayed. If
altitude is less than 150, the units digit is displayed. Bad Track (BAD TRK).

HUD WINDOW 14B. This cue is displayed when the radar track quality is judged
to be poor based on an inconsistent number of target updates
When in the ALG steer mode, the height above touchdown (hits). Since the cue is not range dependent, it is designed to
is displayed in the same format as the CARA altitude give an earlier indication of a degrading track than the
display. If ALG is not selected H OFF is displayed. MEM cue.

HUD WINDOW 15. Funnel (FNL)/Gun Director Sight (GDS).

This window displays the terrain following right turn OBST Refer to A/A Radar Display, CSTO SR1F-15SA-34-1-1.
caution.
NAV Steer Displays.
HUD WINDOW 16.
These cues are applicable to A/G target selection and to the
The EGI1 and EGI2 alignment mode (GC = Gyro Compass NAV/INST master mode. Refer to applicable paragraphs in
Align, SH = Stored Heading Align, IM = In Motion Align) this section.
and alignment quality are displayed while the EGI is
aligning. Once alignment is complete, the EGI1/2 align Launch Point.
status is removed.
If a smart weapon launch point is present, LP/TGT is
Displays primary designated target (PDT) altitude. Target displayed. If the launch point is coupled to the autopilot,
altitude is displayed using System Geometric altitude ALP/TGT is displayed.

1-168
 CSTO SR1F-15SA-1-2
HUD

HUD FORMATS

Figure 1-71 (Sheet 1 of 10)

1-169
CSTO SR1F-15SA-1-2
HUD

MASTER MODES ALL

MODES

SEE NOTES
A/A NAV/INST A/G
HUD FORMATS (Continued)

COMBINED

CDIP/GUN
GND TRK
WINDOWS - ALL MASTER MODES

MANUAL
ILS-NAV
ILS-TCN

GUIDED
DIRECT
TACAN

AUTO
MRM

CDIP
GUN
SRM

NAV

HDG
ALG

CRS
1 2 3 4 5 6 7 8 9 10 11 WINDOW 1
1 O 4 5 CALIBRATED AIRSPEED X X X X X X X X X X X X X X X X X
O F F SPEED INVALID X X X X X X X X X X X X X X X X X X
1 2 3 4 5 6 7 8 9 10 11 WINDOW 2
∝ 2 O . 1 ANGLE OF ATTACK X X X X X X X X X X X X X X X X X X Ñ
2 Ñ
19
1 2 3 4 5 6 7 8 9 10 11 WINDOW 2A
G 1 O 4 5 GROUND SPEED X X X X X X X X X X X X X X X X X X
T 1 0 4 5 TRUE AIRSPEED X X X X X X X X X X X X X X X X X X Ñ
1
X O F F SPEED INVALID X X X X X X X X X X X X X X X X X X
1 2 3 4 5 6 7 8 9 10 11 WINDOW 3
O B S T WARNING (TF LEFT TURN) X X X X X X X X X X X X X X X X X
1 2 3 4 5 6 7 8 9 10 11 WINDOW 4
I N C M D IN COMMAND X X X X X X X X X X X X X X
1 2 3 4 5 6 7 8 9 10 11 WINDOW 5
E RADAR EMERGENCY MODE CUE X X X X X X X X X X X X X X X X X X
7 0 T TRNG ROUNDS REMAINING X X Ñ
27
7 0 0 ROUNDS REMAINING X X
A 4 V AIM-120C-5/7 IN PRIORITY, MRM X
COUNT
S 4 L AIM-9L IN PRIORITY, SRM COUNT X X
S 4 M AIM-9M IN PRIORITY, SRM COUNT X X
S 4 X AIM-9X IN PRIORITY, SRM COUNT X X
X # X OFF MISSILE CUE X X X X Ñ
3
7 0 T TRNG ROUNDS REMAINING X Ñ
27
7 0 0 ROUNDS REMAINING X
S AIM-120 TARGET SIZE X Ñ
13
G U N A R M GUN SAFETY INDICATION X X
N O G U N GUN SAFETY INDICATION X X
1 2 3 4 5 6 7 8 9 10 11 WINDOW 6
. 9 0 0 MACH X X X X X X X X X X X X X X X X X X Ñ
4 Ñ
19
1 2 3 4 5 6 7 8 9 10 11 WINDOW 7
I N V A R M INVALID WEAPON X X X X X X X X X X X X X X X X X X Ñ
5
- 4 . 5 9 . 0 G CURRENT G, MAX ALLOWABLE G X X X X X X X X X X X X X X X X X X Ñ
6 Ñ
19
O W O F F OWS OFF, INVALID ARMAMENT X X X X X X X X X X X X X X X X X X Ñ
7
1 2 3 4 5 6 7 8 9 10 11 WINDOW 7A
A / A # # # . # A/A TACAN RANGE X X X X X X X X X X X X X X X X X X
A / A O F F INVALID A/A TACAN RANGE X X X X X X X X X X X X X X X X X X

Figure 1-71 (Sheet 2)

1-170
 CSTO SR1F-15SA-1-2
HUD

MASTER MODES ALL

MODES

SEE NOTES
A/A NAV/INST A/G
HUD FORMATS (Continued)

COMBINED

CDIP/GUN
GND TRK
WINDOWS - ALL MASTER MODES

MANUAL
ILS-NAV
ILS-TCN

GUIDED
DIRECT
TACAN

AUTO
MRM

CDIP
GUN
SRM

NAV

HDG
ALG

CRS
1 2 3 4 5 6 7 8 9 10 11 WINDOW 8
F L Y U P TF WARNINGS X X X X X X X X X X X X X X X
U N A R M E D X X X X X X X X X X X X X X X
N O A T F X X X X X X X X X X X X X X X
T F F A I L X X X X X X X X X X X X X X X
O B S T A C L E X X X X X X X X X X X X X X X
G L I M I T X X X X X X X X X X X X X X X
T F L O W X X X X X X X X X X X X X X X
1 2 3 4 5 6 7 8 9 10 11 WINDOW 9
R O L L TF CAUTIONS AND N-F INFORMATION X X X X X X X X X X X X X X X
T U R N R A T E X X X X X X X X X X X X X X X
T U R N A C C E L X X X X X X X X X X X X X X X
D I V E A N G L E X X X X X X X X X X X X X X X
E G I L I M I T X X X X X X X X X X X X X X X
A I R S P E E D X X X X X X X X X X X X X X X Ñ
14
N O T E R R A I N X X X X X X X X X X X X X X X
N − F B U R S T X X X X X X X X X X X X X X X
N − F L O S X X X X X X X X X X X X X X X
(BFD ONLY)
1 2 3 4 5 6 7 8 9 10 11 WINDOW 10
1 6 0 RADAR RANGE SCALE X X X X Ñ
19
1 2 3 4 5 6 7 8 9 10 11 WINDOW 12
1 1 5 0 TARGET Vc X X X X X
1 2 3 4 5 6 7 8 9 10 11 WINDOW 12A
2 7 0 LIMITED COMMAND HEADING X X X X X X X X X X X X X X X X X X Ñ
8
1 2 3 4 5 6 7 8 9 10 11 WINDOW 13
4 6 3 5 0 BARO ALTITUDE X X X X X X X X X X X X X X X X X X
O F F INVALID X X X X X X X X X X X X X X X X X X
1 2 3 4 5 6 7 8 9 10 11 WINDOW 13A
G C W S O F F GCWS ADVISORY X X X X X X X X X X X X X X X X X X Ñ
28
1 2 3 4 5 6 7 8 9 10 11 WINDOW 14
V V 2 5 4 0 0 VERTICAL VELOCITY X X X X X X X X Ñ
10
V V O F F VERTICAL VELOCITY OFF X X X X X X X X
S N I F F RADAR SPECIAL MODE X X X X X X X X X X X X X X X X X X
R REJECT SENT TO RADAR X X X X X X X X X X X X X X X X X X Ñ
16
1 2 3 4 5 6 7 8 9 10 11 WINDOW 14A
R 1 5 0 0 0 RADAR ALTITUDE X X X X X X X X X X X X X X X X X X
R O F F INVALID X X X X X X X X X X X X X X X X X X Ñ
9

Figure 1-71 (Sheet 3)

1-171
CSTO SR1F-15SA-1-2
HUD

MASTER MODES ALL

MODES

SEE NOTES
A/A NAV/INST A/G
HUD FORMATS (Continued)

COMBINED

CDIP/GUN
GND TRK
WINDOWS - ALL MASTER MODES

MANUAL
ILS-NAV
ILS-TCN

GUIDED
DIRECT
TACAN

AUTO
MRM

CDIP
GUN
SRM

NAV

HDG
ALG

CRS
1 2 3 4 5 6 7 8 9 10 11 WINDOW 14B
H 1 1 0 0 HEIGHT ABOVE TOUCHDOWN X
H O F F INVALID X
1 2 3 4 5 6 7 8 9 10 11 WINDOW 15
O B S T WARNING (TF RIGHT TURN) X X X X X X X X X X X X X X X X X
1 2 3 4 5 6 7 8 9 10 11 WINDOW 16
1 G C X X . X EGI 1 ALIGN STATUS X X X X X X X X X X X X X X X X X X
1 S H X X . X EGI 1 ALIGN STATUS X X X X X X X X X X X X X X X X X X
1 I M X X . X EGI 1 ALIGN STATUS X X X X X X X X X X X X X X X X X X
2 G C X X . X EGI 2 ALIGN STATUS X X X X X X X X X X X X X X X X X X
2 S H X X . X EGI 2 ALIGN STATUS X X X X X X X X X X X X X X X X X X
2 I M X X . X EGI 2 ALIGN STATUS X X X X X X X X X X X X X X X X X X
1 7 0 0 0 DIGITAL SLANT RANGE X X X X X X X Ñ
19
# # -- # PDT ALTITUDE X X X X Ñ
19
1 7 L LEFT ASPECT ANGLE X X X X Ñ
19
0 1 R RIGHT ASPECT ANGLE X X X X Ñ
19
T TAIL ASPECT ANGLE X X X X Ñ
19
H HEAD ASPECT ANGLE X X X X Ñ
19
U N C UNCAGE (SRM) X X Ñ
19
L O S P D INVALID LAUNCH ZONE MESSAGES X X X
H I S P D X X X
H I A L T X X Ñ
30
L O A L T X X Ñ
30
D I V E A N G X X Ñ
30
C L I M B A N G X X Ñ
30
N O Z O N E X X X
I N R N G IN RANGE X X Ñ
30
I N Z O N E IN ZONE X X Ñ
30
R M I N TIME ELAPSED FOR ALL A/G WEAPONS X X X X X X
RELEASE (FLASHING)

Figure 1-71 (Sheet 4)

1-172
 CSTO SR1F-15SA-1-2
HUD
MASTER MODES ALL
MODES

SEE NOTES
A/A NAV/INST A/G
HUD FORMATS (Continued)

COMBINED

CDIP/GUN
GND TRK
WINDOWS - ALL MASTER MODES

MANUAL
ILS-NAV
ILS-TCN

GUIDED
DIRECT
TACAN

AUTO
MRM

CDIP
GUN
SRM

NAV

HDG
ALG

CRS
1 2 3 4 5 6 7 8 9 10 11 WINDOW 17
M E M TRACK MEMORY X X X X
N O Z O N E NO ZONE X X
B A D T R K BAD TRACK X
F N L FUNNEL PRIORITY X X
G D S GDS PRIORITY X X
T G T 9 9 . A PREPLANNED TARGET X X X X
T G T NON-PLANNED TARGET X X X X Ñ
11
N A V 9 9 . 0 7 C NAV STEER MODE X X X X X X X Ñ
19
C R S 9 9 . 0 7 C COURSE STEER MODE X X X X X X X Ñ
19
A C R S 9 9 . 0 7 C COURSE STEER MODE, AUTOPILOT X X X X X X X Ñ
19
COUPLED
T C N 1 0 3 X TACAN STEER MODE X X X X X X X Ñ
19
I L S N 9 9 . 0 7 C ILS-NAV STEER MODE X Ñ
19
I L S T 1 1 2 . 5 ILS-TACAN STEER MODE X Ñ
19
G T 9 9 . 0 7 C GROUND TRACK STEER MODE X Ñ
19
A X X X 9 9 . 0 7 C AUTOPILOT (A/P) SELECTED X X X X X X X X X Ñ
12
A T G T 1 2 . 3 A/P NAV STR & TGT DESIGNATED X X X X X X Ñ
18
A L G 1 2 . 3 AUTONOMOUS LANDING GUIDANCE X Ñ
19
A L G O F F ALG - NO DESIGNATION X Ñ
19
A L G F A F ALG STEERING TO FAF X Ñ
19
A L G R W Y ALG WITH NO SEQUENCE POINT X Ñ
19
A H D G AUTOPILOT HDG STEERING X
H D G HDG STEER MODE X
1 2 3 4 5 6 7 8 9 10 11 WINDOW 18
G 1 9 . 6 GROUND RANGE X X X X X
N 9 8 0 . 7 NAV RANGE X X X X X X X X X X X Ñ
19
T 2 0 6 . 3 TACAN RANGE X X X X X X X X X X X Ñ
19
R D R 1 0 1 . 1 RADAR RANGE X X X X
X R 9 8 . 2 EXTRAPOLATED RADAR RANGE X X X X
F T F 9 8 . 0 FIGHTER TO FIGHTER X X X X
X F 1 5 3 . 2 EXTRAPOLATED FIGHTER TO FIGHTER X X X X
S R V 5 0 . 1 SURVEILLANCE X X X X
X S 8 3 . 2 EXTRAPOLATED SURVEILLANCE X X X X
P L I 2 5 . 0 PPLI X X X X
X P 2 2 . 3 EXTRAPOLATED PPLI X X X X

Figure 1-71 (Sheet 5)

1-173
CSTO SR1F-15SA-1-2
HUD
MASTER MODES ALL
MODES

SEE NOTES
A/A NAV/INST A/G
HUD FORMATS (Continued)

COMBINED

CDIP/GUN
GND TRK
WINDOWS - ALL MASTER MODES

MANUAL
ILS-NAV
ILS-TCN

GUIDED
DIRECT
TACAN

AUTO
MRM

CDIP
GUN
SRM

NAV

HDG
ALG

CRS
1 2 3 4 5 6 7 8 9 10 11 WINDOW 19
3 5 S E C AIM-120 TIME-TO-ACTIVE X
H # # S E C AIM-120 HPRF TTI X
M # # S E C AIM-120 MPRF TTI X
S # # S E C AIM-9 PRELAUNCH TTI X
1 : 1 5 T I M P C T TIME-TO-IMPACT X X X X X X
1 0 : 1 5 T P U L L TIME-TO-PULL X
1 0 : 1 5 T R E L TIME-TO-RELEASE X X X X
1 0 : 1 5 T O P T TIME-TO-OPTIMUM RANGE X X X X
1 0 : 1 5 T T G T TIME-TO-TARGET X X X X X
1 1 : 3 0 : 1 5 A ESTIMATED TIME OF ARRIVAL X X X X X X X X X X X X X X X X X Ñ
15 Ñ
19
0 0 : 2 0 : 4 5 E ESTIMATED TIME ENROUTE X X X X X X X X X X X X X X X X X Ñ
15 Ñ
19
O F F A ETA INVALID X X X X X X X X X X X X X X X X X Ñ
15 Ñ
19
O F F E ETE INVALID X X X X X X X X X X X X X X X X X Ñ
15 Ñ
19

Figure 1-71 (Sheet 6)

1-174
 CSTO SR1F-15SA-1-2
HUD
MASTER MODES ALL
MODES

SEE NOTES
A/A NAV/INST A/G
HUD FORMATS (Continued)

COMBINED

CDIP/GUN
GND TRK
WINDOWS - ALL MASTER MODES

MANUAL
ILS-NAV
ILS-TCN

GUIDED
DIRECT
TACAN

AUTO
MRM

CDIP
GUN
SRM

NAV

HDG
ALG

CRS
1 2 3 4 5 6 7 8 9 10 11 WINDOW 20
N O D L NO DATA LINKING X
M # # / H # # S E C AIM-120 MIN/MAX TOF X
L S G / L S G LOSING X
X X X / X X X LOST X
B E A M MRM POSTLAUNCH BEAM STATUS X
C S E T 2 7 0 COURSE SET (ILS/TACAN) X X X Ñ
19
M K R ILS MARKER BEACON X X
C D I P CDIP DELIVERY MODE X
G U N CDIP GUN MODE X
A U T O AUTO DELIVERY MODE X
G U I D E D AGM-65 X
D I R E C T DIRECT DELIVERY MODE X
L A S LASER HAT SENSOR X X X X X X X
C L A S X X X X X X X Ñ
29
H R M HIGH RESOLUTION MAP X X X X X X X
C H R M X X X X X X X
P A S S PASSIVE RANGING X X X X X X X
C P A S S X X X X X X X
R A L T CARA HAT SENSOR X X X X X X X
S Y S M N EGI1/EGI2/FDL X X X X X X X
A G R RADAR HAT SENSOR X X X X X X X
1 2 3 4 5 6 7 8 9 10 11 WINDOW 21
T R N G PACS TRAINING MODE X X X X X X X X X X X X X X X X X X Ñ
17
1 2 3 4 5 6 7 8 9 10 11 WINDOW 21A
F D M PULL-UP CUE CONDITION X X X X X X
1 2 3 4 5 6 7 8 9 10 11 WINDOW 22
3 5 0 2 0 BULLSEYE TO OWNSHIP BEARING AND X X X X X X X X X X X X X X X X X X
RANGE

Figure 1-71 (Sheet 7)

1-175
CSTO SR1F-15SA-1-2
HUD
MASTER MODES ALL
MODES

SEE NOTES
A/A NAV/INST A/G
HUD FORMATS (Continued)

COMBINED

CDIP/GUN
GND TRK
SYMBOLS - ALL MASTER MODES

MANUAL
ILS-NAV
ILS-TCN

GUIDED
DIRECT
TACAN

AUTO
MRM

CDIP
GUN
SRM

NAV

HDG
ALG

CRS
SHOOT CUE X X X Ñ
24
RANGE SCALE X X X X Ñ
19
GUN CROSS X X X X X X X X X X X X X X X X X X
MRM RANGES Ñ
19
RAERO X
ROPT X Ñ
19
RMNVR X
RPI X
RTR X
RMIN X
SRM RANGES
AIM-9 RMAX LC X
AIM-9 RMAX HC X
AIM-9 RMIN LC X
AIM-9 RMIN HC X
ASE CIRCLE X X
RETICLE RANGE BAR X X X X X X X X
SRM RETICLE RANGE BAR X
TARGET LOCATOR LINE X X X X X X X X X X X Ñ
19
A/A GUN RETICLE X X Ñ
31
LAG LINE X X Ñ
31
TURN PLANE LINE (GDS) X X Ñ
31
BULLET MAXIMUM RANGE CUE X X Ñ
31
STEERING DOT X X
A/A TD BOX X X X X X X X X X X X X Ñ
19 Ñ
26
BREAK X X X X X X X X X
AIM-9 FOV/REF CIRCLE X
AIM-9 SEEKER POSITION X X
VERT SCAN LINE X X X X
SUPERSEARCH CIRCLE X X X X
4° BORESIGHT REF CIRCLE X X X X
2.5° BST/LR BST CIRCLE X
MRM 12° REFERENCE CIRCLE X
DEGREES BEFORE BREAK LOCK X X X X X X X X X X

Figure 1-71 (Sheet 8)

1-176
 CSTO SR1F-15SA-1-2
HUD
MASTER MODES ALL
MODES

SEE NOTES
A/A NAV/INST A/G
HUD FORMATS (Continued)

COMBINED

CDIP/GUN
GND TRK
SYMBOLS - ALL MASTER MODES

MANUAL
ILS-NAV
ILS-TCN

GUIDED
DIRECT
TACAN

AUTO
MRM

CDIP
GUN
SRM

NAV

HDG
ALG

CRS
ROUND AT TARGET RANGE (RATR) X X Ñ
24 Ñ
31
TARGET ASPECT ANGLE LINE X X Ñ
19
EID CUES X X X X X X X X X X X X Ñ
26
LONG RANGE BORESIGHT X X X X
ANGLE OFF BORESIGHT X X X X X X X X X X X Ñ
19
A/A GUN FUNNEL X X X X Ñ
31
PITCH STEERING X X X X X X X X X X X X X X X X X Ñ
20
BANK STEERING X X X X X X X X X
AIRCRAFT WATERLINE SYMBOL X X X X X X X X X X Ñ
19 Ñ
21
VELOCITY VECTOR X X X X X X X X X X X X X X X X X X
GHOST VELOCITY VECTOR X X X X X X X X X X X X X X X X X Ñ
22
HEADING SCALE X X X X X X X X X X X X X X X X X X Ñ
19
PITCH LADDER X X X X X X X X X X X X X X X X X X Ñ
19
GCWS ARROW X X X X X X X X X X X X X X X X X X
COMMAND VELOCITY X X X X X X X X X X X X X X X X X X Ñ
19
ALG/TCN/ILS HUD CDI X X X X
ALG/ILS GLIDESLOPE X X X
NAV LOS DESIGNATOR X X X X X X X X X X X X X X X X Ñ
19
RADAR ALTIMETER SCALE X X X X X X X X X X X X X X X X X X Ñ
23
COMMAND HEADING CUE X X X X X X X X X X X X X X X X X X Ñ
19
BANK SCALE AND POINTER X X X X X X X X X X X X X X X X X X Ñ
19 Ñ
25
DISPLAYED IMPACT LINE X
PULL-UP CUE X X X X
AZIMUTH STEERING LINE X X
RELEASE CUE X
A/G TGT/ALG DESIGNATOR DIAMOND X X X X X
A/G GUN RETICLE X X X X X X Ñ
31
ELEVATION STEERING LINE X
LASER CUE X X X X X X X X X X X X X X X X X X
GBU-24 RANGE DATA X
AGM-65 LOS X
TARGETING POD BORESIGHT X X X X X X X X X X X X X X X X X X
TARGETING POD LOS X X X X X X X X X X X X X X X X X X Ñ
19

Figure 1-71 (Sheet 9)

1-177
CSTO SR1F-15SA-1-2
HUD

HUD FORMATS (Continued)

SYMBOLS - ALL MASTER MODES

NOTES
Ñ
1 TRUE AIR OR GROUND SPEED IS SELECTED ON THE UPFRONT
CONTROL. X E G OR T DEPENDING ON SELECTED SPEED. Ñ
18 A TGT (WITHOUT SEQUENCE POINT AND ROUTE LETTER) IS
DISPLAYED WHEN A PREPLANNED TARGET IS NOT
Ñ
2 DISPLAYED IN ALL MASTER MODES/GEAR UP OR DOWN. DESIGNATED.

Ñ
3 XX CAN BE ANY OF THE MISSILE CUES. Ñ
19 THIS DATA CAN BE REMOVED THRU THE HUD DECLUTTER
PROGRAMMING MENU.
Ñ
4 NOT DISPLAYED WITH GEAR DOWN.
Ñ
20 IN A/P BLENDED MODES, THE ATF PITCH BAR IS DASHED
Ñ
5 ONLY WITH WOW AND INVALID WEAPONS ID IN PACS. UNLESS THE AIRCRAFT IS UNDER ATF CONTROL.

Ñ
6 ONLY CURRENT G IS DISPLAYED WITH GEAR DOWN. A/A OR A/G MASTER MODE - TF PITCH STEERING ONLY WHEN
TF IS SELECTED.
Ñ
7 DISPLAYED IF ONE OF THE BELOW CONDITIONS EXIST:
A. EGI1 and EGI2, AND FCS NOT VALID; INVALID ARMAMENT; NAV/INST MASTER MODE - TF PITCH STEERING IF TF
WEIGHT-OFF-WHEELS. SELECTED, ILS PITCH STEERING WHEN ILSN OR ILST IS
B. VALID ARMAMENT; OWS INVALID; WOW. SELECTED, ALG PITCH STEERING WHEN ALG IS SELECTED.
C. VALID ARMAMENT; WEIGHT-OFF-WHEELS; LDG GEAR
HANDLE UP; OWS INVALID, EGI1 AND FCS NOT VALID. Ñ
21 WATERLINE IS DISPLAYED IN A/A GUN MODE AND COMBINED
MODE IF THE VELOCITY VECTOR IS NOT DISPLAYED.
Ñ
8 DISPLAYED WHEN COMMAND HEADING CUE IS OUTSIDE OF
HEADING SCALE LIMITS. Ñ
22 DISPLAYED WHEN VELOCITY VECTOR IS CAGED OR FLIR IN
LOOK-INTO TURN.
Ñ
9 RADAR ALTITUDE DISPLAY IS SELECTED ON UFC.
Ñ
23 DISPLAYED WHEN CARA IS ON AND RADAR ALTIMETER IS
Ñ
10 VERTICAL VELOCITY DISPLAYED IN NAV/INST MASTER MODE ≤1,500 FEET AGL.
WITH GEAR DOWN ONLY WITH PRIORITY OVER RADAR CUES.
Ñ
24 IN COMBINED MODE THE RATR TAKES PRIORITY OVER THE
Ñ
11 DESTINATION CODE: BASE 1 THRU 99.01C: MARK 1 THRU 10, SRM SHOOT CUE.
BULLSEYE POINTS.
Ñ
25 A/A OR A/G MASTER MODE - DISPLAYED ONLY WHEN TF IS
Ñ
12 A/G MASTER MODE WITH NO TARGET DESIGNATED, XXX E SELECTED.
NAV, CRS, OR TCN, NAV MASTER MODE: XXX E NAV, CRS,
TCN, OR GT. Ñ
26 MAY BE HUD PROGRAMMED IN NAV/INST MASTER MODE
ONLY.
Ñ
13 FOR ANY MRM, ZZZ E SML, MED OR LRG DEPENDS ON
TARGET TYPE SELECTION ON ARMT FORMAT. OFF MISSILE Ñ
27 DISPLAYED IF BOTH A/A AND A/G PACS NOT IN COMBAT
CUE HAS PRIORITY OVER TARGET TYPE CUE. MODE.

Ñ
14 AIRSPEED MAY FLASH. Ñ
28 DISPLAYED ONLY IN ADVISORY MODE WHEN IN A/A, A/G OR
NAV MASTER MODE AND AIRCRAFT IS OPERATING BETWEEN
Ñ
15 WHEN TCN OR ILST IS THE SELECTED STEER MODE, THE 5,000 FEET AND 400 FEET AGL.
ETE/ETA IS TO THE TACAN STATION. OTHERWISE, ETE/ETA IS
TO THE CURRENT STEER POINT. ETE/ETA IS ONLY DISPLAYED Ñ
29 C BEFORE THE DESIGNATION DENOTES THE TARGETING POD
IN A/A AND A/G MASTER MODES FOR 3 SECONDS WHEN THE IS CONTINUOUSLY DESIGNATED.
DISPLAY SELECT/COMMAND SWITCH IS DEFLECTED
OUTBOARD. Ñ
30 SMART WEAPONS ONLY.

Ñ
16 R CAN BE DISPLAYED WITH SNF. Ñ
31 DISPLAYED ONLY WHEN DATA IS RELATED TO GUN ARM
SWITCH POSITION, ROUNDS REMAINING, PACS TRAINING
Ñ
17 DISPLAY TRNG IN HUD WINDOW 21 IN ALL MASTER MODES MODE STATUS, ETC.
WHEN PACS IS IN TRAINING MODE.

Figure 1-71 (Sheet 10)

1-178
 CSTO SR1F-15SA-1-2
HUD
HUD WINDOW 18. HUD WINDOW 20.

Range Displays. MRM Time of Flight.

Window 18 always displays range data. A two or three letter The postlaunch TOF, a function of target position and
designator identifies the source of the range data. velocity data, provides an accurate display of the required
illumination period. See CSTO SR1F-15SA-34-1-1 for
Ranges are displayed with a resolution of 0.1 nm to a indications.
maximum of 999.9 nm. The maximum radar range
displayed is 160 nm. ILS Cues.

For smart weapons, range to the launch point and target are Various cues are displayed for the ILS in the NAV/INST
displayed if there is a launch point. If there is no launch master modes. Refer to applicable paragraphs in this
point, range is to the target only. section.

HUD WINDOW 19. CSET cue.

MRM Time of Flight. In NAV/INST master modes, CSET XXX flashes for 10
seconds when entering TCN, ILST or ILSN steer modes.
The MRM prelaunch TOF cue is steady and appears in radar The flashing of the cue is independent of the previously
track when target range is between Raero and Rmin. The selected mode. The cue does not flash or appear on the
value is the predicted MRM TOF and is continuously NAV/INST HUD when the course select value is changed
updated as range and angle conditions change. on the HSI.

Nav/TACAN Time To Go (Tgo). HUD WINDOW 21.

In the NAV/INST master mode, the Tgo displays pertain to This window displays TRNG in all master modes when the
the NAV/TCN range displays shown in window 18. PACS is in either A/A or A/G training mode.

A/G Attack Mode Tgo. HUD WINDOW 21A.

The A/G Tgo values pertain to the A/G range data of This window displays F, D, M (any one or all three) when
window 18 and the A/G weapon delivery modes displayed the aircraft is below the clearance altitude for the computed
in window 20. frag cue envelope altitude (F), below the computed dud
altitude (D) and/or below the clearance altitude for the
In the A/A and A/G master modes, the ETE/ETA to the entered minimum release altitude MRA (M). Refer to CSTO
selected steerpoint is displayed for 3 seconds when the SR1F-15SA-34-1-1.
throttle right multifunction (hat) switch is pressed outboard.
HUD WINDOW 22.
Time on Target (TOT) is displayed for smart weapons.
This window displays Bullseye to Ownship Bearing and
Range (BOBR). The bearing is displayed with leading
zeros, if needed, but the range is not.

1-179
CSTO SR1F-15SA-1-2
HUD
HUD DISPLAY PROGRAMMING A list of the symbols displayed with default selected are
shown in master mode HUD programming tables under
(REJECT 1 AND 2). master mode programming, this section.

Programming the HUD symbology can be done using menu

2 on the MPCD; HUD PROG is displayed next to PB 17. HUD MRM MODE.
The HUD symbols are programmable for two reject levels
(1 and 2) and for all the master modes. NAV and INST See HUD AIM-120 Mode Symbols, refer to CSTO
master modes cannot be programmed separately. SR1F-15SA-34-1-1.

In order to program the HUD symbology, the aircrew selects

HUD PROG from menu 2. Once selected, the HUD PROG HUD SRM MODE.
display initializes to the master mode and reject level
currently selected on the HUD control panel. Also if the See HUD AIM-9 Mode Symbols, refer to CSTO
pilot changes the master mode or reject level on the HUD SR1F-15SA-34-1-1.
control panel, the HUD PROG display also changes to
reflect the new master mode or reject level. The aircrew can
then select the symbology which is displayed on the HUD
HUD GUN MODE.
and verify the selections using the HUD or the HUD
repeater display. Symbols which are boxed are displayed on See HUD GUN Mode Symbols, refer to CSTO
the HUD and the current master mode and reject level are SR1F-15SA-34-1-1.
displayed at the center of the display.
HUD COMBINED MODE.
The aircrew can also program the HUD symbology
independent of the master mode and reject level selected on
The combined mode is a gun mode with an SRM launch
the HUD control panel. This allows either crew member to
capability and augmented by limited SRM symbology on
change the HUD programming options in flight without
the HUD. See HUD Displays, Combined Mode, refer to
affecting the current master mode. Pressing PB 13 toggles to
CSTO SR1F-15SA-34-1-1.
the next reject level and PB 14 toggles to the next master
mode.

1-180
 CSTO SR1F-15SA-1-2
MPD/MPCD

MULTIPURPOSE DISPLAY (MPD)/MULTIPURPOSE COLOR DISPLAY (MPCD)

There are two MPDs in each cockpit, one MPCD in the MPD/MPCD BRIGHTNESS SWITCH.
FCP, and two MPCDs in the RCP. Each MPCD (5x5 inch)
has a power switch, a brightness switch and a contrast A two-position, spring-loaded-to-center rocker switch
switch. The MPD (6x6 inch) also has a gain switch. Refer to provides a nonlinear adjustment of stroke written symbol
figure 1-72. luminance or brightness. This switch controls brightness and
raster contrast. Backlighted arrow symbols on this rocker
The MPDs display system data, sensor video, and weapon switch indicate an increase or decrease in display
information in monochromatic or multicolor format. The brightness.
MPDs have 20 peripheral pushbuttons by which the crew
can control weapons systems, sensors, and data to be NOTE
displayed. Legends are positioned adjacent to each
pushbutton to advise the crew of the modes and options If color distortions or blotches are displayed,
selectable for operation of the onboard radar, FLIR, reduce the brightness control.
navigation, and weapon systems. The exact content of data
in the display formats is software programmable. MPD/MPCD CONTRAST SWITCH.

The MPCDs display monochromatic or multicolor A two-position, spring-loaded-to-center rocker switch

presentation of sensor and weapon video overlaid with provides adjustment of raster contrast, also called shades of
symbology, advisory readouts and navigation data. Color gray.
coding of display data aids in quick interpretation of
complex formats such as HSI and ADI. Color presentation MPD/MPCD POWER UP OPERATION.
of navigational maps also contributes to easy and accurate
assessment of the tactical situation. The MPCDs also have Once electrical power is available, the individual
20 peripheral pushbuttons which provide control in the same MPD/MPCD must be turned on with the power switch. The
manner as the MPD. display format that is presented at aircraft shutdown is
initialized on each MPD/MPCD. The letter M or M2 is
displayed adjacent to PB 11 on each display to call up the
MPD/MPCD CONTROLS. main menu or menu 2 display. When power is turned on, the
MPD/MPCD come up at a 50% default brightness level and
MPD/MPCD PUSHBUTTONS. are fully active. Default brightness level is a function of the
DAY/NIGHT switch setting on the interior lights control
The 20 pushbuttons on each MPD/MPCD are numbered 1 panel. Pressing PB 11 results in the menu display shown on
thru 20 counterclockwise from the upper button on the left the MPD (figure 1-72).
side of the display to the left button on the top of the
display. MENU FORMAT.

MPD GAIN SWITCH. The menu formats can be selected by pressing the PB 11 on
any format, labeled M or M2. From the menu format the
A two-position, spring-loaded-to-center rocker switch which individual system formats are selected by pressing the
controls the black level. appropriate pushbutton adjacent to the system legend.
Pressing PB 11 alternates between the two menu formats.
MPD/MPCD POWER SWITCH. The menu 1 format has numerous format selections to
choose from and one that permits format programming. Use
A two-position rocker switch provides electrical power to of the various formats are described in other parts of this
the MPDs/MPCDs. When powering up the aircraft, the manual where the affected system(s) is covered, or in CSTO
aircrew must turn on the MPDs and MPCDs. However, if SR1F-15SA-34-1-1.
the aircrew experiences a brief power interrupt inflight, the
MPCD displays automatically come up without reselecting The menu display options are as follows:
the power switch.

Change 2 1-181
CSTO SR1F-15SA-1-2
MPD/MPCD
MENU 1 PB 10 OWS Overload warning system
PB 1 ADI Attitude director indicator PB 11 M3 Menu 3
PB 2 ARMT Armament PB 12 AAI Air-to-Air Interrogator
PB 3 HSI Horizontal situation indicator PB 13 JTIDS JTIDS FDL display
PB 4 TF Terrain following PB 14 SMRT WPNS Smart Weapon
PB 5 TSD Tactical situation display PB 15 text display
PB 6 PROG Program master mode PB 16 VID 8 Weapon video from store
PB 7 M/M loaded on station 8
NAV NAV master mode PB 17 HUD PROG HUD symbol program
declutter
A/A Air-to-air master mode
PB 18 VID 5 Weapon video from store
A/G Air-to-ground master mode
loaded on station 5
BLANK INST master mode
PB 19 RMM Remote Memory Module
PB 8 SIT-P Pilot SIT
PB 20 VID 2 Weapon video from store
PB 9 FCS Flight Control Subsystem loaded on station 2
PB 10 IRST Infrared Search and Track
PB 11 M2 Menu 2 MENU 3
PB 12 TGT IR TGT pod PB 1 Blank
PB 13 EW-P Digital electronic warfare PB 2 Blank
system
PB 3 Blank
PB 14 A/G RDR Air-to-ground radar
PB 4 IMAGERY Blank
PB 15 A/A RDR Air-to-air radar
PB 5 Blank
PB 16 DVR Video recording format of
PB 6 PROG Program master mode
VRAMS
PB 7 M/M
PB 17 HUD Head-up display
PB 8 SIT-W WSO SIT
PB 18 ENG Engine parameters
PB 9 HMD-W Program format
PB 19 EVENT A/G event data
PB 10 Blank
PB 20 BIT Built-in test
PB 11 M Menu 1
PB 12 Blank
MENU 2
PB 13 EW-W Digital electronic warfare
PB 1 WIND Wind model display system
MODEL
PB 14 Blank
PB 2 A/G DLVRY A/G delivery display
PB 15 TEXT Text for FDL
PB 3 MODE S Mode S display
PB 16 Blank
PB 4 HF HF display
PB 17 Blank
PB 5 DATA FRAME VRAMS data frame display
PB 18 Blank
PB 6 PROG Program master mode
PB 19 Blank
PB 7 M/M
PB 20 Blank
A/G Air-to-ground master mode
PB 8 Blank
PB 9 HMD-P Helmet Mounted
Display-Pilot

1-182 Change 2
 CSTO SR1F-15SA-1-2
MPD/MPCD

MPD/MPCD MENU FORMAT

Figure 1-72

Change 2 1-183
CSTO SR1F-15SA-1-2
MPD/MPCD

DISPLAY SEQUENCE PROGRAMMING

Figure 1-73

DISPLAY SEQUENCE PROGRAMING. displayed to the right of the sequence number. The program
numbers are assigned in the order the pushbuttons are
To simplify operation, each MPD/MPCD can be pressed. For example, TGT IR is selected first, A/A RDR
programmed to provide hands-on access for up to three second, and TF third. With this accomplished, the display
display formats. The pilot and/or WSO can then address a formats can now be displayed in the order selected through
specific display with a switch integrated into the stick grip the HOTAS controls. To exit the program mode, press PB 6
for the pilot, and a similar switch integrated into each hand or scroll to one of the programmed displays. The box
controller for the WSO. around PROG is removed. To reprogram a particular
display, reselect program, deselect the undesired display
To program the displays, first select the menu format, then format, and select the one desired. Also, it is not necessary
press the program PROG (PB 6). A box appears around to program all seven head down displays.
PROG as shown (figure 1-73). Then select the display
formats in the order desired. When selected, the boxed To sequence or scroll through the displays in the FCP, toggle
sequence number is displayed in the center of the screen the castle switch toward the desired display as shown
with the format name to the left. When master modes are (figure 1-73). Each time the switch is toggled toward a
assigned to a format, the master mode abbreviation is display, it scrolls to the next programmed display format.

1-184 Change 2
 CSTO SR1F-15SA-1-2
MPD/MPCD
The first aft movement of the FCP castle switch presents the Programming the displays as a function of master mode is
ADI on the FCP MPCD (even if the ADI is already being shown (figure 1-75). Note that a display format cannot be
displayed) and starts a 5 second timer. Aft movements of the programmed to a master mode until that display format is
castle switch within those 5 seconds provide the assigned a display sequence number. To program the
programmed sequence of displays. As soon as the 5 second displays, first select PROG on the menu display, then select
timer expires, the next aft movement presents the ADI again the master mode to be programmed, A/A, A/G, or NAV, by
and restarts the 5 second timer. pressing the pushbutton under the legend M/M on the
MPD/MPCD. Finally, press the pushbutton adjacent to the
The first right movement of the FCP castle switch presents system display format desired. The master mode now
the EW display on the FCP right MPD (even when EW is appears next to the selected display format. All display
already displayed) and starts a 5 second timer. Right formats on the menu can be programmed to three master
movements of the castle switch within 5 seconds provide modes. Also note that each master mode can be assigned to
the programmed sequence of displays. When the 5 second only one display format at a time. Each MPD/MPCD can be
timer expires, the next right switch movement displays the programmed using this procedure.
EW format again and restarts the timer.
HUD PROGRAMMED DECLUTTER.
In the RCP, the coolie switch on the left hand controller,
controls the left MPD/MPCD, the right coolie switch The symbols and description of the HUD symbology and
controls the right MPD/MPCD. Pressing the switch forward whether the symbol is contained in the default set of
scrolls through the display program on the corresponding symbols is shown (figure 1-76).
MPD. Pulling the switch aft scrolls through the display
program on the corresponding MPCD. Program display There are several exceptions for removal of symbology
rotation is summarized (figure 1-74). Note that the FCP from the HUD, as follows:
operation is independent from the rear and vice versa.
a. The bank bar can be selected for removal in
NAV/INST master mode. It is not removed in ILST
MASTER MODE PROGRAMMING. or ILSN.
b. If NAV data is selected for removal from the HUD,
To simplify operation and reduce workload, the displays can the pilot can press the coolie switch outboard to
be programmed as a function of master mode. recall the steer mode, range data, and time.
c. If OWS is selected for removal from the HUD and
By selecting a master mode, as shown (figure 1-75), A/A, an invalid condition occurs, OWOFF is
A/G, and NAV, a specific set of display formats can be automatically displayed on the HUD.
displayed. The A/A, A/G, and NAV master modes are d. If vertical velocity is selected for removal from the
programmable by the crew members while the INST master HUD and an invalid condition occurs, VV OFF is
mode is preprogrammed and cannot be changed by the crew automatically displayed on the HUD.
members.

Change 4 1-185
CSTO SR1F-15SA-1-2
MPD/MPCD

PROGRAMMED DISPLAY ROTATION

Figure 1-74

1-186 Change 2
 CSTO SR1F-15SA-1-2
MPD/MPCD

MASTER MODE PROGRAMMING

Figure 1-75

Change 2 1-187
CSTO SR1F-15SA-1-2
MPD/MPCD

HUD PROGRAMMING
A/A MASTER MODE

DEFAULT
SYMBOL
SYMBOL
PB DESCRIPTION
LEGEND
BOXED UN-
BOXED

1 TGT LOC LINE X Target locator line, off boresight angle, degrees before
break lock

2 TGT IR LOS X Target pod line of sight

3 ASPECT ANGLE X Analog aspect line

4 WPN RNG SCALE X Weapon range scale, scale range, half range, radar
range caret, closing rate, SRM/MRM launch zones

5 TGT ALT X Digital target altitude and digital target aspect

ASPECT

6 HDG SCALE X Heading scale, magnetic heading, command heading,

digital command heading

7 PITCH LAD X Flight path pitch ladder

8 BANK SCALE X Bank angle scale and pointer

9 NAV DATA X Navigation LOS and data block (windows 17-20),

steer-to-point/range/time

10 RALT SCALE X CARA altitude scale and set clearance marker

16 WATERLINE X Aircraft waterline

17 OWS X Current and maximum allowable g

18 MACH X Aircraft Mach number

19 AOA X Angle of attack

20 CMD VEL X Analog command velocity

Figure 1-76 (Sheet 1 of 3)

1-188 Change 2
 CSTO SR1F-15SA-1-2
MPD/MPCD

HUD PROGRAMMING (Continued)

A/G MASTER MODE

DEFAULT
SYMBOL
SYMBOL
PB DESCRIPTION
LEGEND
BOXED UN-
BOXED

1 NAV LOS X Navigation line of sight

2 TGT IR LOS X Target pod line of sight

3 RETICLE RNG X Reticle analog range scale and range index and digital
slant range

4 WPN RNG SCALE X Weapon range scale, weapon range caret, optimum
range marker, Tmax range marker, Tmin range marker

5 BANK X Bank steering bar

STEER

6 HDG SCALE X Heading scale, magnetic heading, command heading,

digital command heading

7 PITCH LAD X Flight path pitch ladder

8 BANK SCALE X Bank angle scale and pointer

9 NAV DATA X Navigation LOS and data block (windows 17-20),

steer-to-point/range/time

10 RALT SCALE X CARA altitude scale and set clearance marker

17 OWS X Current and maximum allowable g

18 MACH X Aircraft Mach number

19 AOA X Angle of attack

20 CMD VEL X Analog command velocity

Figure 1-76 (Sheet 2)

Change 2 1-189
CSTO SR1F-15SA-1-2
MPD/MPCD

HUD PROGRAMMING (Continued)

NAV/INST MASTER MODE

DEFAULT
SYMBOL
SYMBOL
PB DESCRIPTION
LEGEND
BOXED UN-
BOXED

1 TGT LOC LINE X Target locator line, off boresight angle, degrees before
break lock

2 TGT IR LOS X Target pod line of sight

3 A/A TD BOX X A/A target designation line of sight, IFF cues

5 BANK STEER X Bank steering bar (not removed in ILST or ILSN)

6 HDG SCALE X Heading scale, magnetic heading, command heading,

digital command heading

7 PITCH LAD X Flight path pitch ladder

8 BANK SCALE X Bank angle scale and pointer

9 NAV DATA X Navigation LOS and data block (windows 17-20),

steer-to-point/range/time

10 RALT SCALE X CARA altitude scale and set clearance marker

16 WATERLINE X Aircraft waterline

17 OWS X Current and maximum allowable g

18 MACH X Aircraft Mach number

19 AOA and VVI X Angle of attack and vertical velocity

20 CMD VEL X Analog command velocity

Figure 1-76 (Sheet 3)

1-190 Change 2
 CSTO SR1F-15SA-1-2
MPD/MPCD
The aircrew can use the CRMM to load two customized include HUD take command, press and release the castle
HUD programs (REJECT 1 and REJECT 2) for each master switch; then move the switch within 2 seconds, in the
mode. A display of HUD PROG is also seen on the direction of the HUD or MPD/MPCD which displays the
CRMM/PRMM READ IN PROGRESS menu. desired format to take command of. This takes command of
the desired MPD/MPCD display in any master mode, and
INSTRUMENT MASTER MODE. the HUD in any master mode except A/A. To include HMD
take command, move the castle switch in the appropriate
The preprogrammed set of display formats associated with direction of the desired MPCD/HMD display and hold for
the instrument master mode provides a one-step procedure greater than 0.3 seconds. This action works for the
to rapidly call up the A/A RDR (left MPD), ADI (MPCD), MPCD/HMD in any master mode. Vertical bars are
and the HSI (right MPD) in the FCP. In the RCP, the left presented at the bottom of the display format on the
MPCD displays HSI format, the right MPCD displays ADI MPD/MPCD to indicate take command is accomplished
format and the MPDs continue to display the previous (figure 1-77). Command of the HUD is indicated by the IN
selection. CMD cue displayed in window 4.

Take command is initiated in the RCP from the left and right
TAKE COMMAND OPERATION. hand controllers by the four way collie switches. Moving
the switch on the left hand controller to the left takes
A method of take command of operation without the need to command of the format on the left MPCD and to the right
have a separate take command control panel in either takes command of the format on the left MPD. Moving the
cockpit is provided. Display indications are shown and switch on the right hand controller to the left takes
display selection is shown (figure 1-77). Command can be command of the right MPD and to the right takes command
taken from but cannot be given to the other cockpit. The of the right MPCD.
FCP can have command of one display but the RCP can
have command of two displays (one on each side). The To minimize the need for the crew to converse about who is
following display formats have take command capability: in command of a given system, visual cues are provided
within the display format. A typical radar search display is
TSD Tactical Situation Display shown (figure 1-77). The display on the left shows a solid
A/A RDR Air-to-Air Radar cursor plus command lines between the display options.
A/G RDR Air-to-Ground Radar This indicates to the crew member with this display format
DATA Data Frame Display in his cockpit that he has command of the radar. The display
FRAME on the right has a dashed cursor and no lines between
TGT IR Targeting pod options indicating that the crew member does not have
VID 2 Video weapon on station 2 command of the radar.
VID 5 Video weapon on station 5
VID 8 Video weapon on station 8 If a crew member is attempting to take command of a
HUD Head-Up Display (FCP only) system the other crew member is active on (for example,
SIT-P Situation Display Pilot moving the acquisition symbol), SYSTEM IN USE is
SIT-W Situation Display WSO presented on the display he is attempting to command. If
IRST Infrared Search and Track command of the display is required, a second command
EW-P Electronic Warfare Pilot request within 5 seconds is honored. Command of a display
EW-W Electronic Warfare WSO. format remains until that format is commanded on another
display or that display is used to take command of another
Take command is initiated in the FCP using the stick grip format. When scrolling off of a commanded display format,
castle switch. There are two methods available, determined command of that display format is retained. The HOTAS
by whether the HUD or HMD take command is desired. To controls of that format are nonfunctional

Change 2 1-191
CSTO SR1F-15SA-1-2
MPD/MPCD
while it is out of view. Control function and command are
provided when the display format is recalled.

NOTE
Command cannot be taken for A/G radar
operations when less than 15 seconds Time to
Release (TREL) for an AUTO release from a NAV
or radar designation (AGR programmed in the
active sensor hierarchy), or if the radar is
supporting an MRM in flight.

1-192 Change 2
 CSTO SR1F-15SA-1-2
MPD/MPCD

TAKE COMMAND FORMATS

Figure 1-77

Change 2 1-193
CSTO SR1F-15SA-1-2
RSD

REFERENCE STANDBY DISPLAY (RSD)

The RSD displayed in both cockpits, provide standby The RSD has two control switches; a multi-purpose
information to the aircrew in the event the primary displays pushbutton/rotary knob and a menu pushbutton. The
are not available (figure 1-78). The RSD is connected to the pushbutton/rotary knob is labeled BARO across the center
aircraft pitot-static system and interfaces with the FCCs. of the knob with PUSH and BRT above and below the
BARO nomenclature respectively. The menu button is a
momentary pushbutton labeled M.
DISPLAY.
The BARO knob is used to adjust the barometric setting by
The RSD is a color display that provides a symbolic visual rotating clockwise/counter-clockwise. Depressing and
display of aircraft pitch and roll attitude along with a slip holding the BARO knob while rotating adjusts the
indicator. The RSD displays data for altitude, airspeed, brightness of the display. The current brightness setting
vertical velocity, angle-of-attack, and barometric pressure appears when the knob is depressed and held.
setting in a numeric format. The angle-of-attack is provided
by information from the FCCs. The RSD provides BIT The M pushbutton is used for activating/deactivating the
status back to the FCCs. The RSD also provides BARO menu options. When the menu mode is activated, the BARO
data. knob is used to scroll through the menu options and, when
pushed, activates the selection.

REFERENCE STANDBY DISPLAY

Figure 1-78

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RSD
PERFORMANCE. The RSD uses internal sensors to calculate aircraft attitude
in pitch, roll, and yaw.
The RSD calculates and displays the following information:
Attitude Accuracy.
a. Pitch and roll attitude
The RSD displays the pitch, and roll attitude of the aircraft
b. Indicated airspeed (IAS)
for dynamic and static conditions for an operating range of
c. Roll scale and pointer (bank angle)
360° for pitch and roll.
d. Inclinometer (slip indication)
e. Vertical velocity
Dynamic performance of the RSD is maintained with
f. Barometric altitude
pitch/roll/yaw rates up to 300°/second, normal acceleration
g. Barometric setting value (set by aircrew)
(vertical) -6g to +9g, longitudinal acceleration from -3g to
h. Angle-of-attack (data from FCC).
+2g, and lateral acceleration from -2g to +2g. Upon
resuming level flight, following dynamic maneuvers, the
In the event of a failure to one of these above elements, the
attitude smoothly stabilizes within 3 minutes.
individual display for that element is removed and a red box
indicating the system and the word FAIL is displayed.
Roll Maneuvers.
Figure 1-79 shows a normal display 1, and then a failed IAS
on display 2.
The RSD during rolling maneuvers exceeding 360° provide
roll accuracies of 2.0° maximum error. Roll attitude
ATTITUDE DATA.
accuracies return to specified values after roll maneuvers in
excess of 360° are complete.

IAS FAIL INDICATION

Figure 1-79

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RSD
Pitch Maneuvers. ALTITUDE DATA.

The RSD during pitch maneuvers in excess of 360° provides The RSD operating range for altitude is -1,000 feet to
a pitch accuracy of 5.0° maximum error. Pitch attitude 70,000 feet, with a rate of 50,000 feet per minute. The
accuracies return to specified values after pitch maneuvers accuracies are as follows:
in excess of 360° are complete. For attitudes greater than
90°, a zenith symbols is used with a solid pitch bar ladder.
For attitudes less than 90°, a nadir symbol is used with ALTITUDE ACCURACY
dashed pitch bar lines, (figure 1-80). -1,000 feet to sea level ± 30 feet

Attitude Alignment. Sea level to 10,000 feet ± 50 feet

The RSD under normal operating conditions and assuming 10,000 to 30,000 feet ± 100 feet
no aircraft motion, aligns to within 1° within 2 minutes of 30,000 to 50,000 feet ± 200 feet
power application.
50,000 to 70,000 feet ± 600 feet.
NOTE
In-flight alignments require more time to complete NOTE
due to aircraft motion. The aircraft needs to fly The RSD always displays BARO corrected
straight and level to allow the alignment to run to altitude. Refer to CSTO SR1F-15SA-1-1 for the
completion. position error correction at 1g flight.

ZENITH AND NADIR SYMBOLS

Figure 1-80

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RSD
Barometric Setting. NOTE

Barometric setting is adjustable and displayed throughout The RSD displays uncorrected airspeed. Refer to
the range of 28.10 to 30.99 inches of mercury with 0.01 inch CSTO SR1F-15SA-1-1 for the position error
increments. Each RSD uses its own barometric set value for correction.
altitude corrections. The FCCs normally use the barometric
setting from the FCP RSD for HUD, ADI and HMD altitude Airspeed Data Accuracy.
corrections. Upon initial engine start, the ADCP defaults to
designating the FCP RSD as the active source for the FCCs. The RSD airspeed is displayed with the following accuracy:
The active source can be manually changed through the
BIT/MAINT/DISP/UFC/EMD format. Selecting BARO P
(PB 2) toggles the legend from BARO P to BARO W and AIRSPEED ACCURACY
designates the RCP RSD as the active source. The selection 100 to 150 IAS ± 4 IAS
handoff between the ADCP and FCCs is confirmed when a
box appears around the W. Subsequent selections toggle 200 IAS ± 6 IAS
between BARO P and BARO W .
300 IAS ± 12 IAS

400 IAS ± 18 IAS

500 IAS ± 20 IAS

With weight on wheels, any ADCP power cycle or 800 IAS ± 20 IAS.
reset returns the active source of barometric setting
back to the FCP RSD for HUD, ADI, and HMD
NOTE
altitude corrections. With weight off wheels, the
existing source remains active. Airspeeds above 800 IAS are displayed with amber
characters to indicate that airspeed accuracies are
ANGLE-OF-ATTACK DATA. not calibrated.

The FCCs provide true angle-of-attack data for display on Vertical Velocity Accuracy.
the RSD in angle-of-attack degrees. AOA displayed data
comes from the FCCs via the aircraft mux. The RSD vertical velocity operating range is -6,000 to
+6,000 feet/minute in 50 feet/minute increments.
AIRSPEED.

The RSD provided with pitot and static pressure sources

calculates indicated airspeed and vertical velocity using
internal sensors.

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RSD
STARTUP. RSD STATUS AND HISTORY.

System Status.
The RSD displays the configuration, software and firmware
version of the RSD (figure 1-81, display 1) approximately 3
The SYSTEM STATUS format reports the functional status
seconds after power is applied. After approximately 5
of the RSD with respect to the current power cycle. The
seconds, the screen transitions to the attitude alignment
SYSTEM STATUS format separates the system status into
screen. It takes approximately 20 seconds for the RSD to
two sections (figure 1-82, display 1). The two sections are
complete the attitude alignment. No aircrew interaction is
as follows:
required during the alignment. A green horizontal system
alignment progress bar is displayed (figure 1-81, display 2).
a. RSD system status (internal RSD systems)
Once the alignment is complete, the RSD automatically
b. RSD sensors status.
transitions to the normal display (figure 1-81, display 3).
Any detected system failure that affects one or more of the
If the system detects a failure in the rate or level sensors
functions result in a NOGO status displayed in white.
ATT FAIL is displayed and the attitude elements of the RSD
are removed and the background goes black (figure 1-81,
System History.
display 4). A red box with a ATT FAIL caution is displayed
directly above the aircraft symbol. If the failure condition is
The SYSTEM HISTORY format (figure 1-82, display 2)
corrected, the ATT FAIL caution is removed, and the normal
displays information from the current power cycle and the
attitude display returns. This may result in an additional
history of the last four power cycles. The operator is able to
attitude alignment. You can confirm that there is an attitude
access the SYSTEM HISTORY format by pressing the M
failure by accessing the SYSTEM STATUS format. Refer to
(menu) button, then rotating the BARO set knob to highlight
System Status section later in this chapter.
SYSTEM HISTORY, then select it by pressing the BARO
set knob.
NOTE
In the event of an attitude alignment failure, The SYSTEM HISTORY format displays data in both white
airspeed, altitude, vertical velocity, and AOA data and grey text format:
is still available and displayed.
a. Failure data in white text, indicates that the data is
Figure 1-81 display 3 shows typical barometric setting, generated in the current power cycle, and that the
airspeed, vertical velocity and altitude information. The failure is still asserted in the current power cycle.
RSD defaults to the barometric setting that is present when In this case, the asserted failure can also be
the RSD is last powered down. The airspeed, altitude, and observed as a NOGO on the SYSTEM STATUS
vertical velocity data is provided by internal sensors and format.
displays values calculated by the RSD. The AOA displays b. Failure data in grey text format indicates that the
the value received from the FCCs. listed failure had occurred sometime in the last 4
power cycles. This includes the current power
The altitude and airspeed on the ground may be influenced cycle, if the fault cleared by itself in the current
by wind over the pitot/static ports and can produce some power cycle.
minor movement of the displayed information.
The SYSTEM HISTORY clears itself after 4 power cycles
in the order in which the history data is recorded. As long as
a detected failure is present in the RSD, the SYSTEM
HISTORY format does not clear the asserted fault history,
regardless of the number of power cycles.

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 CSTO SR1F-15SA-1-2
RSD

RSD POWER UP CYCLE

Figure 1-81

Change 4 1-199
CSTO SR1F-15SA-1-2
RSD

SYSTEM STATUS/HISTORY

Figure 1-82

1-200
 CSTO SR1F-15SA-1-2
RSD
MENU. menu items with a triangle after them opens a full-screen
menu. The desired option is selected by momentary pressing
of the BARO knob.
GROUND MENU.
Align Attitude (Ground).
The RSD displays the ground menu when the aircraft is less
than 80 knots for 10 seconds. Ground menu options are
With > ALIGN ATTITUDE highlighted and the BARO
shown in figure 1-83, display 1. On the ground the RSD
knob pressed (figure 1-83), the RSD confirms that a new
displays five menu options that are available for the
alignment is desired; therefore, the menu changes to a
operator. To access the menu, push the M button. Once the
highlighted in blue > INITIATE ALIGNMENT. To confirm
M menu button is pushed and the menu screen activated the
the requested alignment, the BARO knob must be pressed a
BARO rotary knob is used to scroll through the available
second time. Alignment begins, with an ATT ALIGNING
options (figure 1-83). Once the desired option is highlighted
message displayed above the aircraft water-line and a green
a push on the BARO set knob activates that option.
horizontal system alignment progress bar is displayed.
Scrolling does have a wrap around feature for easy menu
Alignment takes approximately 20 seconds.
selection. The ground menu options are displayed in white
as follows:
IBIT.
a. > ALIGN ATTITUDE
With > IBIT highlighted and the BARO knob pressed
(figure 1-84), the RSD confirms that an IBIT is desired;
b. SYS STATUS
therefore, the menu changes to a highlighted in blue >
CONTINUE IBIT. To confirm the requested IBIT, the
c. SYS HISTORY
BARO knob must be pressed a second time. Once activated,
IBIT runs to completion without user interaction. An IBIT
d. SYS ID
can only be performed on the ground.
e. > IBIT.
The RSD displays five different colors on the screen with
the words IN TEST displayed at the top of the display. The
The M pushbutton is used to enter and exit the menu screen
screen cycles through red, green, blue, black, and then white
both on the ground or in the air. If the M pushbutton is
for visual pixel and color integrity. Bus communication with
depressed to enter the menu mode but no Baro knob rotation
the FCCs is temporally interrupted as part of the BIT cycle.
is sensed for approximately 5 seconds, the menu is exited.
After completion of the IBIT the system status format
appears with GO or NO/GO of the internal and external
The BARO knob may be rotated in either direction to the
elements of the RSD (figure 1-84). Next, the RSD starts a
desired location. When turned, the menu option currently
warm-start with a re-alignment. Once the alignment is
highlighted changes from white to blue menu items with a >
complete a normal display appears.
symbol before them opens on the existing screen, while

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CSTO SR1F-15SA-1-2
RSD

GROUND MENU ALIGNMENT

Figure 1-83

1-202
 CSTO SR1F-15SA-1-2
RSD

GROUND MENU IBIT

Figure 1-84

1-203
CSTO SR1F-15SA-1-2
RSD
IN-FLIGHT MENU. Just as in the ground menu, > ALIGN ATTITUDE in the
above list opens on the existing screen, while SYS STATUS
The in-flight menu is limited to ALIGN ATTITUDE and opens in a full-screen menu.
SYS STATUS options. IBIT is inhibited once an airborne
condition is detected. The RSD considers the aircraft in the ALIGN ATTITUDE (In-flight).
air with airspeed greater than 80 knots. There is no
weight-on-wheels signal to the RSD. With > ALIGN ATTITUDE highlighted and the BARO
knob pressed, the RSD confirms that a new alignment is
Similar to ground menu operation, to select the in-flight desired; therefore, the menu changes to a highlighted in blue
menu display, simply push the M button on the front of the > INITIATE ALIGNMENT (figure 1-85, display 3). To
RSD. Once the M button is pushed and the menu screen confirm the requested alignment, the BARO knob must be
activated the BARO rotary knob is used to scroll through pressed a second time. ATT ALIGNING is displayed along
the available options (figure 1-85). Once the desired option with the alignment status bar until the alignment is
is highlighted a push on the BARO set knob activates that complete.
option. If no action is taken the menu mode times-out and
returns to a normal display. A second push on the M button NOTE
also causes the RSD to return to normal operation. In-flight
the available menu options are reduced to, and displayed as In-flight alignments requires more time to
follows: complete due to aircraft motion. The aircraft needs
to fly straight and level to allow the alignment to
a. > ALIGN ATTITUDE run to completion.
b. SYS STATUS.

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 CSTO SR1F-15SA-1-2
RSD

IN-FLIGHT MENU

Figure 1-85

1-205
CSTO SR1F-15SA-1-2
RSD
RSD Brightness Control. brightness of the RSD. The day/night brightness adjust scale
is activated by pushing in and holding the BARO set knob.
The RSD adjusts for day or night operations based on the Once activated, the brightness scale (0 - 30) is displayed in
position of the DISPLAY DAY/NIGHT switch on the the upper right corner of the RSD (figure 1-86). With the
interior lights control panel. The night mode is BARO set knob pushed in, rotate the knob to adjust the
automatically set to 43% of the brightness of the day mode. brightness scale for optimum viewing.
When transitioning from night to day, the RSD
automatically sets the brightness to a comparable brightness The power-up brightness setting defaults to 26 in day mode
of the value that is selected in night mode. However, the and 27 in night mode as shown on figure 1-86.
aircrew does have the capability to manually adjust the

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 CSTO SR1F-15SA-1-2
RSD

RSD BRIGHTNESS CONTROLS

Figure 1-86

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CSTO SR1F-15SA-1-2
INSTRUMENTS

INSTRUMENTS
Refer to foldout section for FCP and RCP instrument panel ON Radar altimeter is activated.
illustrations. For information about instruments that are an
integral part of the system, refer to applicable paragraphs in OVERRIDE Radar altimeter is de-activated. If LAW is
this section. enabled, the LAW warnings are activated.
If auto TF is coupled, TF FAIL warning is
activated. If armed manual TF is engaged
STANDBY MAGNETIC COMPASS. (FLYUP ENABLE on) or unarmed manual
TF is engaged (FLYUP ENABLE off), a
A conventional aircraft magnetic compass (figure 1-87) is signal is sent to the terrain following sys-
mounted on the canopy arch in the FCP only. tem that radar altitude is not available.

STANDBY MAGNETIC COMPASS

RDR ALT switch in OVERRIDE is selectable for

emergency situations only during manual TF. All
TF low altitude flyup and warning functions are
inoperative. To ensure the greatest protection
against low altitude conditions, the OVERRIDE
Figure 1-87 position must not be used.

HUD DISPLAY, RADAR ALTITUDE.

RADAR ALTIMETER.
With the radar altimeter turned on, radar altitude is
The radar altimeter indicates clearance over land and water displayed in window 14A of the HUD provided radar
from 0 to 50,000 feet. Radar altitude is utilized by the FCS, altitude is selected on the UFC data 1 format. The display
navigation pod and the ADCP for terrain following and low includes radar altitude rounded to the nearest 10 feet above
altitude warning (LAW). Radar altitude is displayed on the 150 feet AGL and the nearest 1 foot below 150 feet AGL.
TF display and is selectively displayed on the HUD, ADI An R appears to the left of the readout indicating the
and UFC. A radar altitude scale (thermometer) is also altitude is radar. If the altitude source become invalid, OFF
displayed on the HUD and ADI during TF. Refer to CSTO is displayed in place of radar altitude.
SR1F-15SA-34-1-1 for a detailed operational description of
TF. The radar altimeter is controlled by the radar altimeter UFC LOW ALTITUDE WARNING (LAW).
switch on the Sensor Control Panel (SCP).
The UFC is used to set the LAW altitude, to enable the
RADAR ALTIMETER SWITCH. LAW function, and to select CARA altitude for display on
the HUD and ADI. The present LAW altitude, in feet, is
The RDR ALT switch on the sensor control panel on the left displayed at PB 1 on UFC menu 1. To set a different LAW
console in the FCP has three positions: altitude, the desired LAW altitude is entered in the UFC
scratchpad using the UFC keyboard. After verifying the
OFF Radar altimeter is deactivated. If LAW is correct altitude in the scratchpad, the upper left pushbutton
enabled, the LAW warnings are activated. adjacent to the LAW readout is pressed to change the LAW
If TF is enabled, TF FAIL warning is acti- altitude to that in the scratchpad. Alternately pressing the
vated. upper left pushbutton with the scratchpad blank enables and
disables the LAW function. Baro altitude is always

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 CSTO SR1F-15SA-1-2
INSTRUMENTS
corner of the HUD and ADI. Pressing PB 9 on UFC Data 1 TERRAIN FOLLOWING.
displays CARA altitude on the HUD and ADI in addition to
baro. When selected, an R with the CARA readout is Radar altitude is used by the TF system to monitor
displayed below the baro altitude on the HUD and ADI. proximity to the selected set clearance. When TF is enabled
and either the navigation pod or the FCS detects the radar
LOW ALTITUDE WARNING. altitude approaching or below 75% of the TF set clearance,
a SET CLEARANCE warning is activated. A manual or
NOTE automatic fly-up is initiated and the red LOW ALT warning
light comes on. No voice warning is activated for the set
If the LAW is enabled on the ground, the aircraft clearance warning condition. If the radar altimeter fails, is
must first climb above the preset altitude to trigger turned off, or breaks track during TF, the TF fail warnings
the warning. are activated and an automatic or manual fly-up is initiated.
The RDR ALT OVERRIDE switch position is available for
When LAW is enabled on the UFC menu 1, audio and emergency use only during manual TF. This switch position
visual warnings are activated when the aircraft descends powers off the radar altimeter and sends a signal to the FCS
below the selected LAW altitude. The warnings are removed that radar altitude is not available. The FCS during RDR
when either the aircraft climbs 20 feet above the selected ALT OVERRIDE does not perform its low altitude
LAW altitude, the LAW function is disabled on the UFC monitoring logic. For maximum protection from TF low
menu 1, or the LAW altitude is changed to below the altitude conditions, the OVERRIDE position must not be
present radar altitude. If LAW is enabled and the radar used. Refer to CSTO SR1F-15SA-34-1-1 for a detailed
altimeter fails, the LAW warnings are activated. If LAW is description of terrain following.
enabled, radar altitude is less than 50,000 feet, aircraft
attitude is less than 50° of roll and less than 20° of pitch,
and the radar altimeter breaks track, the LAW warnings are ATTITUDE DIRECTOR INDICATOR
activated. The warnings are removed for these cases when (ADI).
either the fail condition corrects itself or the LAW function
is disabled on the UFC menu 1. The ADI (figure 1-88) can be displayed on any
MPD/MPCD and consists of the items indicated. The
NOTE attitude sphere displays pitch and bank. The pitch markings
on the sphere are in graduations of 5°, the bank markings
At higher altitudes, occasional loss of valid radar begin at 10° increments up to 30°, then 45° and 60°. Signals
altitude data can result in momentary false low are received from EGI1 or EGI2.
altitude warnings.
The primary attitude source is EGI1 with EGI2 as backup.
LOW ALTITUDE VOICE WARNING.
The pitch and bank steering bars are driven by signals from
The LOW ALTITUDE voice warning repeats twice when the ADCP. The bank steering bar provides command
the aircraft descends below the selected LAW altitude and steering information to intercept TACAN radials and
resets when the LAW condition is removed. This voice navigation computer destinations. The ADI displays vertical
warning is a function of LAW only. It is not used by the TF velocity under the altitude window if gear is down. It is
system. displayed as descending (-) or ascending (+).
Angle-of-attack is displayed under the airspeed window
LOW ALTITUDE WARNING LIGHT. when the landing gear is down. Command Velocity (CV) is
displayed if valid and landing gear is up, under the airspeed
A red low altitude warning light, labeled LOW ALT, is window. The units of CV are KCAS unless TAS or GS are
located on the upper instrument panel in both cockpits. The selected on UFC data 1. For example, if PB 4 (on data 1) is
LOW ALT light comes on when a LAW condition is selected (asterisk), then CV is in knots GS. The CV
encountered and remains on until the LAW condition is reference point is displayed next to the CV. It is displayed as
removed. This warning light is also used by the TF system a function of entering data into the UFC
to indicate a set clearance warning.

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CSTO SR1F-15SA-1-2
INSTRUMENTS
for TOT purposes. When ILST or ILSN steer modes are the lubber line. Command heading and course selection
selected on the HSI, ILS data is also displayed on the ADI function, plus the steering modes of TCN (PLAN or CDI),
(figure 1-88). CRS (PLAN or CDI), GT, HDG, ILST, ILSN and NAV are
provided by using the display pushbutton. An additional
SYSTEM ATTITUDE SOURCE SELECTION. steer mode, autonomous landing guidance (ALG) is also
provided. A selection for disabling/enabling automatic
Pressing PB 5 on the ADI (figure 1-88) toggles between destination sequencing is available on the HSI format.
EGI1 and EGI2 as the attitude source for the ADI; EGI1 is AUTO SEQ is displayed below PB 18 and is boxed when
the default selection. auto-sequencing is enabled. The selection is automatically
enabled when power to the ADCP is cycled and the aircraft
ADI INVALID FORMATS. is on the ground. Data associated with ILS operation is also
displayed, but only when ILSN/ILST is selected. The ALG
The major indication of an attitude format problem is an X steer mode also provides ILS type information to the
written across the attitude sphere and OFF written by the selected landing site. Additional symbols which are
selected attitude source at PB 5, in conjunction with the displayed on the HSI are:
ATTITUDE caution. The ATTITUDE caution indicates that
EGI1 or EGI2 attitude is invalid. If the attitude source RANGE SCALE There are five range scales (10, 20,
selected on the ADI is the failed source, the X and the OFF 40, 80 and 160 nm). The range rep-
are displayed on the ADI. If the X and the OFF are resents the distance from the aircraft
displayed on the ADI without the ATTITUDE caution being symbol to the perimeter of the com-
activated, the attitude data on the ADI may still be valid. pass rose. The navigation steer point
and/or selected TACAN station is pre-
If the turn rate and/or inclinometer (slip indicator) sented so that their position with
information is invalid, OFF is written adjacent to the data. If respect with current heading can be
the heading source is invalid, OFF is written in the middle seen and easily interpreted.
of the heading scale. If airspeed information is invalid, OFF
is displayed in the airspeed window. If vertical velocity is TACAN AND Two data blocks provide bearing,
invalid, OFF is written adjacent to it. If the selected source NAV DATA distance, and ETE or ETA informa-
of altitude information is invalid, OFF is written in the tion about the selected TACAN or
altitude window. NAV sequence point selected. The
format also includes the TACAN
channel mode X or Y, or sequence
HORIZONTAL SITUATION point number.
INDICATOR (HSI).
HEADING The marker is moved around by
The HSI can be displayed on any MPD/MPCD when MARKER command heading selections made by
selected from the MPCD main menu. The data is color the operator in all modes except NAV
coded as follows: and GT. In NAV the marker is posi-
tioned to the command heading to fly
a. TACAN data is green for the steer point selected. In GT the
b. PPKS data is blue marker is positioned to the command
c. Heading data is orange heading to fly to maintain a constant
d. All other information is white. ground track.

The HSI (figure 1-88) provides a horizontal or plan view of BEARING Two bearing pointers are displayed,
the aircraft with respect to the navigation situation. The POINTERS one for PPKS nav bearing and one for
aircraft symbol in the center of the HSI is the airplane TACAN station bearing. The two
superimposed on the compass rose. The compass rose pointers are shaped and color coded.
rotates so that the aircraft heading is always under the top of

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 CSTO SR1F-15SA-1-2
INSTRUMENTS
RUNWAY A rectangular symbol displayed on CRS steer mode has both PLAN and CDI views and it can
SYMBOL the HSI plan arrow in ALG steer be autopilot coupled.
mode with PLAN view selected. In
addition a tick mark is also displayed Pressing PB 6 on the HSI (figure 1-89, sheet 9 or 10) boxes
indicating the Final Approach Fix the selection at PB 6; subsequent actuations of PB 6 toggle
(FAF) to the designated landing site. between CRS and TCN (TACAN). Actuation of PB 6 never
unboxes the legend. If a steer mode other than CRS or TCN
is selected, the legend at PB 6 is unboxed. When PB 6 is
NAVIGATION/STEERING MODES. reselected, the current PB 6 selection is boxed; another
actuation of PB 6 toggles between CRS and TCN.
There are eight steering modes listed on the HSI format.
They are HDG, ALG, TCN, CRS, ILST, GT, ILSN, and When flight director CRS is selected, HUD window 17
NAV, and are selected by pressing the desired mode displays CRS XX.XXX (XX.XXX is the selected steer
pushbutton. The mode selected becomes boxed. point). When CRS steering is autopilot coupled, the steer
mode identification is ACRS, and A/P is displayed under
If the autopilot is coupled, the two ILS steer modes are the compass rose on the HSI. When CRS is selected, HUD
removed from the format and autopilot (A/P) is written on window 18 displays N followed by ground range to the
the format. A coupled ILS is not selectable. The ALG steer current steer-to point. Window 19 displays time to go. Upon
mode is not selectable with either autopilot or terrain selection of CRS steer mode, CSET flashes for 10 seconds
following engaged. (figure 1-89).

HEADING SELECT (HDG) STEERING MODE. AUTONOMOUS LANDING GUIDANCE (ALG)

STEERING MODE.
The HDG steer mode provides a capability to enter a
selected heading for the aircraft to acquire and hold (figure The ALG steer mode provides an independent capability for
1-89, sheet 8). It is mutually exclusive with other steering instrumented approaches and landings at any location
modes but it is compatible with terrain following. Once the (figure 1-89, sheet 7). Steering cues are provided to a
desired heading is entered and coupled with the autopilot, designated point on the ground via a selected course.
the aircraft rolls to the selected heading using a standard Aircraft formats are similar to the traditional ILS localizer
turn rate (30° bank angle or max 3°/second turn rate). Once formats.
the heading is reached, the mode remains selected.

The heading select mode is entered using the HSI format,

PB 3 (HDG). If this mode is entered from another steering
mode, the heading defaults to the current heading. The
heading can be changed by scratchpad transfer or by using ALG is a backup approach mode. Terrain
the up/down arrows at PB 1 and PB 2. The heading marker avoidance is the responsibility of the aircrew.
on the HSI, the command steering bug on both the HUD and
the ADI indicate the selected heading. The bank steering From NAV or INST master mode, the aircrew selects ALG
bars on the HUD and ADI are to the selected heading. mode from the HSI format using PB 5. The intended
touchdown point can be selected in four ways: using A/G
COURSE STEER MODE. radar, using TGT pod, using HUD designation or by
selecting/entering a navigation sequence point. Once the
CRS steering mode operates the same as TCN steering; it point is designated, the inbound course is set in one of three
drives the existing ADCP TACAN steering equations with ways: using PB 14 and PB 15 on the HSI, entering the
the best available data, based on the actual PPKS rather than course in the UFC scratchpad and transferring to PB 14 or
with TACAN data. Therefore, horizontal range and bearing PB 15 or aligning the Pattern Steering Line (PSL) vector on
to the selected steer point is calculated as in NAV steering the A/G radar with the runway. The ALG algorithm then
based on best available PPKS data. No filtering of the range plots a point 10 miles from the designated point, marks it as
and bearing is required and validities for course steering are the FAF and provides steering cues to the
set based on the best available present position validity.

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FAF. A rectangular runway symbol is displayed on the HSI All other features of the HSI display format are the same for
PLAN arrow and a tick mark represents the FAF. If CDI either CDI or PLAN. The course set pushbuttons (PB 14
mode is selected, the runway symbol and tick mark are not decrement, PB 15 increment) are used to select the desired
displayed. After the aircraft reaches the FAF, the system inbound or outbound radial to fly. The course can also be set
provides guidance to the runway based on the specific by entering the value in the UFC scratchpad and transferring
course. it to the HSI by pressing either PB 14 or PB 15. Since the
TACAN channels and modes are selected with the UFC,
The same symbology used to display ILS raw localizer data additional information is provided on the HSI display
is used to display computed deviation from the selected format to indicate TACAN status. When the TACAN system
inbound course on the HUD, ADI and HSI (CDI mode). The is off, OFF is written in large red letters in the TACAN data
azimuth steering bar used for ILS steering is also used for block and above the TCN steer mode cue, and all TACAN
ALG steering on the HUD and ADI when the ALG indications such as the station position symbol, set course
prerequisites are met and a point is designated. arrow, set course pointer, CDI, bearing pointer and to/from
indicator are removed.
For the glidepath/elevation portion of the approach, verify
elevation (VER EL) and pitch steering (P/STR) are ILST/ILSN STEERING MODES.
displayed at PB 4. Pressing PB 4 boxes (selects), which
allows the aircrew to confirm the runway elevation and Selecting ILST or ILSN mode displays the format shown
enables the pitch steering to the designated point. If there is (figure 1-89, sheets 3 and 4). The CDI displays localizer
no designated point, the legends VER EL and P/STR are not deviation and the TACAN to/from indicator is removed. The
displayed. When the point is designated, the elevation is course point indicates the selected inbound course to the
displayed in the upper left corner of the HSI. If no point is localizer. The course set pushbutton (or UFC scratchpad)
designated, ELEV OFF is displayed. This elevation value can be used to change the inbound course. The heading set
changes over time depending on the sensor source being pushbutton or UFC scratchpad can be used to move the
used for designation. The sensor being used is displayed in heading marker.
HUD window 20.
GROUND TRACK STEERING MODE.
TACAN STEERING MODE.
Selecting GT mode presents the HSI format shown (figure
The display format with TCN selected is shown (figure 1-89, sheet 5). The desired ground track is selected using the
1-89, sheets 1 and 2). There are two format options course set pushbutton or UFC scratchpad. The course
available with TCN selected: PLAN or CDI. The current pointer and CDI are not displayed.
selection is shown at PB 20 and pressing PB 20 alternates
between the two options. NAVIGATION STEERING MODE.

With CDI selected (figure 1-89, sheet 1), a white set course Selecting NAV mode displays the bearing and heading to fly
pointer and course deviation indicator are drawn on the to get the steer point selected as shown (figure 1-89, sheet
format. The set course pointer is drawn through the center 6), the heading marker moves to indicate the heading to fly.
of the aircraft symbol according to the course value shown Command heading is also printed in the command heading
between PB 14 and PB 15. The to/from indicator is drawn window on the left side of the format. Course window
adjacent to the aircraft symbol, and the course deviation displays ground track. Bearing, distance, and
indicator is drawn on the course deviation scale with full time-to-arrive/time enroute are displayed in the lower right
deflection being 10° of displacement. hand data block.

With PLAN selected (figure 1-89, sheet 2), a green set NOTE
course arrow is drawn through the center of the TACAN
station symbol according to the course value shown between When selecting the NAV STEER mode with
PB 14 and PB 15. There is no to/from indicator and no CDI. AUTO TF engaged, the aircraft may begin an
The course arrows and digital course readout are always immediate turn.
displayed regardless of TACAN range and bearing validity.

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ADI/HSI FORMATS

Figure 1-88

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CSTO SR1F-15SA-1-2
INSTRUMENTS

STEERING FORMATS
(TACAN MODE/CDI)
GEAR DOWN

Figure 1-89 (Sheet 1 of 10)

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 CSTO SR1F-15SA-1-2
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STEERING FORMATS (Continued)

(TACAN MODE/PLAN VIEW)
GEAR DOWN

Figure 1-89 (Sheet 2)

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STEERING FORMATS (Continued)

(ILS/TACAN MODE)
GEAR UP

Figure 1-89 (Sheet 3)

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STEERING FORMATS (Continued)

(ILS NAV MODE)
GEAR DOWN

Figure 1-89 (Sheet 4)

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CSTO SR1F-15SA-1-2
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STEERING FORMATS (Continued)

(GROUND TRACK MODE)
GEAR UP

Figure 1-89 (Sheet 5)

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 CSTO SR1F-15SA-1-2
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STEERING FORMATS (Continued)

(NAV MODE)
GEAR UP

Figure 1-89 (Sheet 6)

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STEERING FORMATS (Continued)

(ALG MODE/PLAN VIEW)
GEAR DOWN

Figure 1-89 (Sheet 7)

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STEERING FORMATS (Continued)

(HEADING SELECT MODE)
GEAR UP

Figure 1-89 (Sheet 8)

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STEERING FORMATS (Continued)

(COURSE MODE/CDI)
GEAR DOWN

Figure 1-89 (Sheet 9)

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STEERING FORMATS (Continued)

(COURSE MODE/PLAN VIEW)
GEAR DOWN

Figure 1-89 (Sheet 10)

Change 2 1-223
CSTO SR1F-15SA-1-2
NAV DISPLAYS

NAVIGATION DISPLAYS

CRUISE MODE. 2,000 feet of the COMMAND ALTITUDE and the aircrafts
actual Mach is within 0.02 of the COMMAND MACH. At
The cruise mode provides the aircrew a recommended max all other times the maximum range and endurance are
range profile. The profile determines max range based on interpolated flight manual estimates of what the aircraft is
current fuel less a desired ending fuel which may not be less capable of doing if it is flying the commanded profile at the
than 1,200 pounds. The cruise mode assumes a specific implied drag index.
flight profile which consists of a constant airspeed climb to
a configuration dependent Mach. The cruise profile is The cruise data algorithm assumes the following implied
broken into three parts, climb, cruise, and descent. The max drag indices for a given aircraft gross weight in determining
cruise profile is based on the aircraft performing a standard the commanded profile and calculating the maximum range
constant airspeed climb to the recommended altitude, and endurance.
cruising at that altitude at the recommended airspeed, and
making a standard descent to the destination. GROSS WEIGHT IMPLIED DRAG INDEX

CRUISE DATA DISPLAY. 45,000 lbs. 20

Cruise data (range, time, altitude, and Mach) is displayed on 55,000 lbs. 60
the engine monitor format (figure 1-6). This data provides
the aircrew with a recommended flight profile to land with a 60,000 lbs. 90
minimum of 1,200 pounds of fuel remaining.
65,000 lbs. 100
The aircrew enters the sequence point desired as the final
point via scratchpad transfer from the UFC to PB 10 on the 70,000 lbs. 120
MPD/MPCD. The system defaults to BASE as the return
point at power up. Note that the cruise data does not change NOTE
based on the steer point entered at PB 10. The current
The actual drag index for a given gross weight can
straight line range to the selected point appears above the
be less than half of the implied drag index in some
entry. The aircrew enters the desired ending (reserve) fuel
cases. The cruise data may command a less than
via scratchpad transfer to PB 8. The system defaults to
optimum profile for the aircraft actual
1,200 pounds at power up. The scratchpad flashes if a fuel
configuration. It may also under or over estimate
weight less than 1,200 pounds or more than the current fuel
the aircrafts actual maximum range and endurance
weight minus 1,200 pounds is entered.
unless the aircraft actual drag index matches the
implied index.
The climb is based on the mil power climb schedule in
CSTO SR1F-15SA-1-1, defined by current aircraft weight,
A lookup table based on the current aircraft weight (and
with drag indices implied from the weight (drag not based
implied drag) is used to select and display the optimum
on actual stores). Two profiles are used for the computation.
cruise altitude/airspeed combination (COMMAND
For weights under 55,000 pounds, the climb is a constant
ALTITUDE KFT ##, and COMMAND MACH #.##). The
airspeed climb at 350 KCAS to Mach 0.90 to the
system then subtracts the fuel used to climb (from the
recommended altitude. For weights over 55,000 pounds, the
current altitude to the cruise altitude), the fuel consumed
climb is at 300 KCAS to Mach 0.75 to the recommended
during the descent (from cruise altitude to the destination),
altitude. The descent is based on idle power, 220 KCAS,
and the end (reserve) fuel from the available fuel. The
speed brake retracted.
resultant fuel available for cruise is divided by the fuel
consumption rate to determine the maximum time at
The actual maximum range and endurance calculations
optimum cruise. Cruise time is converted to cruise
(using the aircraft true airspeed and fuel flows) are
displayed only when the aircraft actual altitude is within

1-224 Change 2
 CSTO SR1F-15SA-1-2
NAV DISPLAYS
range using nominal true airspeed and current winds to (RANGE nm ###). If there is invalid or missing data
calculate ground speed. Differences of wind speed and required for the computations, or there is no fuel available
direction at command altitude affect actual fuel time for cruise, advisory messages are displayed instead of
performance. Time to climb, cruise, and descend are values. When data is restored, the computed values are
summed to give total time at the max cruise profile (TIME redisplayed. The following advisory messages are displayed
HRS:MIN #:##). Distance covered during climb, cruise, and in (figure 1-90).
descent are summed to give total range at maximum cruise

CRUISE ADVISORY MESSAGES

CONDITION LEGEND PARAMETERS REPLACED

BARO corrected altitude invalid INVA Range, time

Weight invalid INVW Range, time, command altitude, command mach

Zero fuel available for cruise INVF Range, time, command altitude, command mach

Aircraft position invalid INVP Range, time

Figure 1-90

HUD NAVIGATION DISPLAYS. switch to any position other than gun and pressing the NAV
master mode PB in the FCP. In NAV mode, in addition to
the flight parameters, the HUD displays bank steering to the
The HUD displays the following aircraft parameters in all
destination selected, time-to-go and range to destination,
modes: magnetic heading, airspeed, altitude, aircraft load
steering mode selected, and nav destination selected.
factor (g), velocity vector, pitch scale, aircraft symbol, and
(in air-to-air modes) aircraft Mach.
In the CRS mode, the HUD displays are the same as in NAV
mode except NAV XX.XXX and ANAV XX.XXX are
The aircraft load factor to the nearest tenth of a g is
replaced by CRS XX.XXX and ACRS XX.XXX in HUD
displayed in all modes. The HUD displays both current and
window 17.
maximum allowable g for existing flight conditions, aircraft
configuration, and gross weight. Current g is displayed on
In TCN mode, the HUD displays are the same as in NAV
the left and maximum allowable g is displayed on the right.
mode except that the bank steering displayed is to the
The maximum allowable display changes automatically as
selected TACAN radial, the time-to-go and range displayed
flight conditions and gross weight changes. If the OWS
is to the TACAN station, and destination is not displayed.
fails, the g display reverts to displaying only the current g
and OWOFF appears on the display next to the current g.
In ILS/NAV and ILS/TCN modes, in addition to the flight
parameters, the HUD displays the following: bank and pitch
The aircraft is also equipped with a provision to cage the
steering bars for approach and landing on runway
velocity vector symbol. When the NAV master mode is
destination, time-to-go and range to destination (in
initially selected, the velocity vector is positioned at the
ILS/NAV) or TACAN station (in ILS/TCN), the steering
correct position. Flashing of the velocity vector indicates
mode selected, and the glideslope deviation scale and
that the actual symbol position is out of the HUD field of
pointer for glideslope steering. ETE is displayed to the
view. Pressing and releasing the left multi-function switch
hours, minutes and seconds (maximum reading: 99:59:59).
on the throttle, with command of the HUD, centers the
Also with ILSN or ILST steer mode selected, when the
velocity vector and pitch scale in azimuth. A subsequent
aircraft passes over the outer marker or middle marker
actuation frees the symbols in drift.
beacon, MKR is displayed on the HUD. Range to the
nearest tenth of a nm is displayed on the HUD for any mode
In addition to the flight parameters, the HUD displays
selected on the steering mode panel. In all modes, AOA data
navigational data if the avionics system is in the NAV mode.
is displayed on the HUD. When
The NAV mode is selected by positioning the weapon select

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CSTO SR1F-15SA-1-2
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gear is down, all the HUD window symbols (the bank scale, used to verify data loaded into the aircraft via the CRMM,
ILS course deviation indicator, ILS glideslope) on the HUD provide steering and timing data for route navigation and
are lowered to reduce pilot look angles from the velocity target attack, and to enter or change data for navigation and
vector to the displays. target attack. Route navigation and steering are described in
CSTO SR1F-15SA-34-1-1.
Airspeed and altitude parameters are displayed in digital
formats. The crew members have the option of selecting In order to enter or change a specific item on the UFC, the
either true (T) airspeed, or groundspeed (G) for display. appropriate submenu must be accessed. Procedures to enter
Either T or G is displayed next to the digital display. or change data is included in section II, UFC Procedures.
Calibrated airspeed is always displayed and does not need to
be selected from the UFC. Baro-corrected altitude is also LIST POINTS.
always displayed. Radar altitude can be selected for display
using the UFC. These selections are made from the UFC The ADCP can store a total of 99 list points. These points
data 1 menu and are displayed in digital format. can be used to generate steer, aim, target, and offset points.

A bank scale is at the bottom of the HUD display and is SEQUENCE POINTS.
graduated into 10° segments up to 30°, then 15° segments
up to 60°. If the command heading is beyond the 30° scale Sequence points are geographical points which can be
displayed, a digital readout of the heading appears at the end overflown, attacked or used for sensor cuing during a
of the scale. mission. All points are stored as latitude, longitude and
elevation but can be displayed in other formats. Three sets
The HUD commanded velocity is displayed next to the of sequence points (called routes) can be stored in the
calibrated airspeed. When the aircraft is flying the proper ADCP, labeled A, B and C. Sequence points are divided into
airspeed to the next sequence point with a TOT, the the following categories.
indicator (command velocity wiper) is in the horizontal
position. When the wiper is pointed up (above the horizontal Steer Points.
position), the aircrew must increase the airspeed to make the
TOT. When the wiper is pointed down (below the horizontal Steer points, along with target points, define the basic route
position), the aircrew must decrease airspeed to make the of flight. They are displayed as a number followed by a
TOT. Except for changing TOTs, modifying the information route letter (17A). Combined steer and target points from all
on data 2 menu does not affect the HUD commanded the routes cannot exceed 100. Initial points are a special
velocity wiper as it can for the data 2 command subset of steer points and are defined as the last point before
groundspeed. a target. They cannot be loaded separately and are only used
for display purposes on the A/G RDR and TSD.
During terrain following mode, radar altitude is displayed as
a thermometer scale with the selected terrain clearance Aim Points.
displayed as an accented tic mark on the right side of the
scale. A box provides pitch command steering information Aim points are always associated with a steer point. Up to
referenced to the velocity vector and is displayed when seven aim points can be assigned to each steer point. They
manual TF is selected. TF warning cues are displayed above are displayed as the number of the assigned steer point
the velocity vector when a problem arises. TF caution cues followed by a decimal point and tenths digit (1 thru 7) along
are displayed below the velocity vector. If auto TF is with a route letter (17.1A).
selected, the command signal is changed to a pitch
command bar. Target Points.

Target points are specialized points for attack. They are

UFC NAVIGATION DISPLAYS. displayed as a number followed by a decimal point and
route letter (18.B). When in A/G master mode and steering
Navigation displays consisting of sequence point to a target point, that point becomes designated. Automatic
coordinates, elevation, range and bearing, and offset data are sequencing is available for
contained on several submenus and are accessed from the
menu and data displays on the UFC. These submenus are

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 CSTO SR1F-15SA-1-2
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target points provided they are undesignated. Deleting a Bullseye Point.
target point also deletes the offsets associated with that
target. Bullseye points are used as reference points for bullseye
Bearing and Range (BBR, magnetic bearing from the
NOTE bullseye point to a reference point). BE points can also be
used as steer-to points independent of the current point
A target point cannot be modified if any of its being used for bullseye bearing and range. Up to 10 BE
offsets is currently being used as a steer-to point. points can be stored in the ADCP. They are displayed as the
letters BE followed by a number (BE1) or BEX (in the HSI
Offset Points. or DEWS NAV data block) if selected as the current steer
point. It is possible to delete a BE point as long as it is not
Offset points are visually associated with a target point. Up the current steer-to point, or selected on menu 2. Once a BE
to seven offset points can be assigned to each target point. point is deleted, data associated with the point on the A/G
They are displayed as the number of the assigned target radar, TSD, or TGT IR formats are removed. If a BE point
point plus a decimal point followed by a hundredth point selected for deletion is displayed under PB 17 on the A/G
(01 thru 07) with a route letter (18.01B). RDR format it is changed to SP. The TSD and TGT IR
formats continue to display the point even if deleted. Once a
Mark Points. BE point is deleted the point is skipped over when scanning
through the bullseye table.
Mark points are reference points which can be entered in
flight to mark a particular location for future use. Mark UFC POINT DATA SUBMENU.
points can be created by the A/G radar, the targeting pod,
overfly, or automatically at weapon release. Up to 10 mark The UFC point data submenus are used to input and display
points can be stored in the ADCP. They are displayed as the the coordinates, along with other data, associated with
letter M followed by a number (M10). sequence points. It is entered from either the data 1 or menu
1 display by pressing PB 10 with an empty scratchpad as
When a mark is initiated, the mark point format is displayed shown (figure 1-92).
on the UFC (figure 1-91). When selected, the XMIT C2
option (PB 8) back-links the mark point data to the TGT 19.A (PB 1). Pressing PB 1 with an empty
command and control platform. XMIT C2 is not available scratchpad sequentially selects each point in the route. If a
when MGRS programming is enabled. The XMIT F/F mark or BE point is displayed, it is stepped through
option (PB 9) transmits the mark point data sequentially. With a number in the scratchpad, pressing PB
fighter-to-fighter when selected. XMIT C2 and XMIT F/F 1 steps to that point within the route. If that point does not
selections are one-time transmissions and an asterisk is exist, it is created, except for mark points. To step to a point
displayed next to the applicable pushbutton when selected. on a different route, the number in the scratchpad must be
If the same data needs to be sent again, the desired followed with the route ID letter. With a zero in the
pushbutton must be pressed to remove the asterisk and scratchpad, pressing PB 1 erases the sequence point;
pressed again to re-end the data. To delete a mark from the however, the current steer point cannot be erased. To step to
mark point list, access the desired mark point on the UFC, the next route point after the one just erased, press PB 1
enter 0 in the scratchpad and select PB 1. To delete all the with a blank scratchpad. A new route point can also be
mark points, access any mark point in the list, enter 0M in entered by typing its number and letter in the scratchpad and
the scratchpad and select PB 1. Deleted mark points are pressing PB 1. A steer point can be changed to a target point
removed from all displays (SIT display included). by entering the sequence point number followed by a
decimal point in the scratchpad and pressing PB 1. A target
Base Point. point can be changed to a steer point by entering the target
number without a decimal point in the scratchpad and
The base point is a single point common to all three routes pressing PB 1. A target point cannot be changed to a steer
which is normally the point where the EGI is aligned (home point while the target is designated. The base point cannot
plate). It is displayed as the letter B. be changed to a steer or target point.

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CSTO SR1F-15SA-1-2
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MARK POINT MENU

Figure 1-91

N 23°43.342¢/E 104°34.342¢ (PB 2/3). When the point 12:45:30 (PB 9). A TOT can be entered for each steer and
data submenu is initially selected, sequence point target point. If no TOT is assigned, TOT OFF is displayed.
coordinates are displayed as latitude and longitude. A new To enter a TOT, first type it into the scratchpad and then
latitude/longitude is entered by first typing it into the press PB 9; colons and trailing zeros are not required. If a
scratchpad and then pressing the appropriate PB. TOT is displayed and a second one is entered through the
scratchpad, the difference between the two is added to or
MGRS (PB 4). Sequence points can also be displayed as subtracted from all sequence points TOTs on the route. If an
MGRS. Pressing PB 4 changes the lat/long display to the individual point’s TOT is to be changed without affecting
MGRS display. the other TOTs, it must be done using the data 2 display. If a
TOT is displayed at PB 9 and it is pressed with a blank
ELV 465¢ (PB 7). The elevation of the displayed scratchpad, the delta TOT format is entered. From here, the
sequence point is entered by first typing it into the aircrew has the capability to enter a delta TOT (positive or
scratchpad and then pressing PB 7. Positive elevations do negative) that is added or subtracted to all sequence points
not require a +, but negative elevations require a - to be in the route. Valid delta TOT entries are from 1 to 59
entered first. If no elevation is entered, ELV OFF is minutes (in whole minute increments). After the aircrew
displayed. enters a valid TOT, the display returns to the point data
submenu with the new TOT displayed at PB 9.
MEA 500¢ (PB 8). Minimum enroute altitude is entered
through PB 8 in 1-foot increments from 400 to 30,000 feet. LIST 37 (PB 10). A list point can be married to the
The default MEA is 30,000¢. MEA only applies to steer and sequence point at PB 1 by typing the list point into the
target points. The MEA is always displayed on the terrain scratchpad and pressing PB 10. Latitude, longitude, and
following E-scope format; however, MEA values are zeroed elevation are automatically changed to that of the list point.
out and MEA OFF is displayed on the TF format when
either aircrew changes the position of the current designated
waypoint.

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Steer and target points has all of the above data. Mark, base of latitude 0, longitude 0. If an invalid MGRS coordinate is
and BE points do not have TOTs or MEAs. Aim and offset entered, the data at PB 2 and PB 3 flashes. If the MGRS
points do not have TOTs or MEAs either, but in addition to submenu is exited and re-entered, the illegal coordinate is
being displayed or entered as lat/long and MGRS, they can reset to the MGRS equivalent of latitude 0, longitude 0. If
also be entered as range and bearing (RNG/BRG) and valid data is entered at PB 2 and/or PB 3 the flashing stops
direction and range (DIR/RNG). The paragraphs below and the new valid coordinate is displayed.
describe the MGRS, RNG/BRG, and DIR/BRG submenus.
MGRS PROGRAMMING SUBMENU.
MGRS SUBMENU.
The MGRS programming submenu (figure 1-92, sheet 1)
To convert to MGRS geographical coordinates from lat/long allows the aircrew to select a new ellipsoid or to change the
coordinates, the crewmember presses PB 4 adjacent to MGRS 100,000 meter squared block identifier. The MGRS
MGRS (figure 1-92, sheet 1). If both the forward and aft programming submenu is selected from the point data
cockpit UFC are on the point data latitude/longitude MGRS submenu by pressing PB 8 adjacent to PROGRAM.
submenu and the MGRS submenu is selected from one of If both the forward and aft cockpit UFC are on the point
the cockpits, both UFCs go to the MGRS submenu. data MGRS submenu and the MGRS program submenu is
selected from one of the cockpits, both UFCs go to the
18 SFE represents the MGRS grid zone and 100,000 meter MGRS program submenu. For the MGRS coordinate
squared block; the x and y coordinates are 1234054320. system, there are several ellipsoids that can be selected. The
18>S represents the grid zone designation and FE represents default ellipsoid is WGS-84. To select a new ellipsoid, press
the 100,000 meter square identification. The number PB 9. Successive actuations of PB 9 rotate thru the ellipsoid
1234054320 represents 12,340 meters in the eastern options:
direction, and 54,320 meters in the northern direction. If
data to the nearest meter is not available, the aircrew is not a. INTL (International)
required to enter all five digits for each of the east and north b. BESSEL
coordinates. The aircrew must enter an even number of c. CLARKE 66
digits; the first half of the entry is defined as the east d. CLARKE 80
coordinate, and the second half is the north coordinate. For e. EVEREST
example, if the aircrew enters 123456, then east = 12,300 f. AUST NAT (Australian national)
meters and north = 45,600 meters offset from the corner of g. WGS 72
the grid zone. A quick means is provided to return the h. WGS 84.
latitude/longitude coordinates; simply press PB 4 adjacent
to LAT/LONG. To change the 100,000 meter squared block, first press PB 2
adjacent to grid zone letter or 18>S FE until the
The grid zone and east and north coordinates can be entered identification caret is pointing at the letter which you wish
on the MGRS submenu. If an entry is started on the MGRS to change. Next, press and hold either the increment (INC)
submenu, it must be completed on the MGRS submenu. or decrement (DECR) button until the desired letter of the
Once an entry is made at PB 2, the data at PB 3 blanks and alphabet is displayed. This procedure is repeated until the
the coordinate entry is not considered complete until an three desired characters are displayed. (The letters I and O
entry is made at PB 3. If the MGRS submenu is exited are not used.) Programming is exited by pressing PB 8
before the completion of the coordinate entry, the coordinate adjacent to PROGRAM*; the display returns to the MGRS
is not considered valid and is reset to the MGRS equivalent submenu displayed.

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CSTO SR1F-15SA-1-2
NAV DISPLAYS
RNG/BRG SUBMENU. PRESENT POSITION KEEPING SOURCE (PPKS)
SUBMENU (PB 4).
The RNG/BRG submenu is available from the lat/long
submenu only if there are offsets stored for a target (target The PPKS submenu allows selection of the source of
offset point). Press RNG/BRG to enter the range/bearing navigation data used to drive the navigation displays as
submenu. On this display, the following items may be shown (figure 1-94). It is entered from Menu 2 by pressing
changed: current range to the point in nm and tenths of a PB 4.
nm, true bearing to the point, TOT to the point (not
available for aim, mark, or offset points), and point PPKS defines best available position and velocity which is
elevation. used for navigation, and steering. PPKS choices are RLN,
EGI1, EGI2, INS1, INS2, and MN. The FDL terminal
DIR/RNG SUBMENU. provides a relative navigation (RELNAV) solution which is
based on free inertial data inputs from the EGI1 (primary) or
Pressing the button next to DIR/RNG on the range/bearing EGI2 (backup), precision position inputs from the EGI
submenu selects the direction/range submenu. The blended solution, and TOA information from other members
DIR/RNG submenu is available only if there are offsets in the FDL network. EGI provides a blended solution from
stored for a target (target offset point). Direction N, S, E, an internal INS aided with embedded GPS data. INS1 and
orWand range in feet to the point shown may be changed. INS2 are from the internal INS in the EGI. This is an INS
To return to the data 1 display at any time from the only solution that can be updated from the A/G Radar,
submenus, press the data button once. TPOD, either EGI, or OFLY. If the best available position or
velocity associated with the selected PPKS is not available,
the PPKS defaults to the next mode in the default hierarchy
(figure 1-93).

1-230 Change 2
 CSTO SR1F-15SA-1-2
NAV DISPLAYS

POINT DATA SUBMENUS

Figure 1-92 (Sheet 1 of 2)

1-231
CSTO SR1F-15SA-1-2
NAV DISPLAYS

POINT DATA SUBMENUS (Continued)

Figure 1-92 (Sheet 2)

1-232
 CSTO SR1F-15SA-1-2
NAV DISPLAYS
The selected PPKS is the source of aircraft position, b. [Y, P, C] [0-7]EGI1 (Y/P/C = type of satellite code
altitude, and velocity data. This affects targeting data. EGI1 is tracking; 0-7 = number of satellites EGI1
is using in its blended solution)
EGI1 is always the primary source of navigation data to the c. [Y, P, C] [0-7]EGI2 (Y/P/C = type of satellite code
radar (via the radar high speed data bus), the navigation pod, EGI2 is tracking; 0-7 = number of satellites EGI2
the targeting pod, the FDL terminal (for RELNAV), and the is using in its blended solution)
flight control system. In addition, EGI1 is the primary d. MN
source of attitude and heading data. PPKS selection does not e. INS1
affect the source of attitude and heading, or the source of f. INS2
data to the navigation pod and flight control computer. If g. NONE.
EGI1 fails, EGI2 becomes the source of this data.
PB 2 and PB 3 (Present position latitude and longitude).
Displays present position latitude and longitude of the actual
PPKS DEFAULT HIERARCHY PPKS.
PPKS
PPKS
DEFAULT PB 4 (Magnetic variation). The magnetic variation
displayed at PB 7 is automatically updated through a
RLN EGI1 look-up table stored in EGI1/2 if EGI1/2 is valid. If EGI1/2
are not valid MV OFF is displayed. EGI1 is the primary
EGI1 EGI2 or NONE
(if EGI2 failed)
source of magnetic variation, EGI2 is backup.

EGI2 EGI1 or NONE PB 7 (HUD Titling). The HUD titling submenu is entered
(if EGI1 failed) by pressing PB 7.

INS1 INS2 or NONE PB 8 (Horizontal Position Error). If EGI1/2 is the selected

(if EGI2 failed) PPKS, indicates the blended estimated horizontal position
error from EGI1/2, followed by an H for horizontal,
INS2 INS1 or NONE
(if EGI1 failed)
displayed in feet until 3,000 feet, and then in nm. If EGI1/2
data is unavailable or invalid, INV is displayed. If RLN is
MN NONE the selected PPKS, the RELNAV solution estimated
horizontal position error is displayed in feet until 3,000 feet,
and then in nm. If MN, INS1, or INS2 is the selected PPKS,
Figure 1-93 PB 8 is blank.

System altitude source (EGI1- SYSG1, EGI2 - SYSG2, PB 9 (Vertical Position Error). Indicates the blended
RLN - SYSF, MN, INS1, or INS2 - SYSB) is PPKS estimated vertical position error from the EGI, followed by
dependent. SYSG1 is the system altitude if EGI1 is the V for vertical, displayed in feet until 3,000 feet, and then in
PPKS; SYSG2 is the system altitude if EGI2 is the PPKS, nm. If EGI data is unavailable or invalid, INV is displayed.
SYSF is the system altitude if RLN is the PPKS, SYSB is If RLN is the selected PPKS, the RELNAV solution
the system altitude if MN, INS1, or INS2 is the PPKS. The estimated vertical position error is displayed in feet until
system altitude source and value are shown on the A/G 3,000 feet, and then in nm. If MN, INS1 or INS2 is the
DLVRY (delivery) format. selected PPKS, PB 9 is blank.

PB 1 (PP-XXXX). Indicates the PPKS that is currently PB 10 (EGI1, EGI2, MN, INS1, INS2, or RLN) selects the
being used by the ADCP. This may or may not match the PPKS. This may be different than what is displayed at PB 1
PPKS shown at PB 10, depending on whether the ADCP if a default has occurred; the selected PPKS is displayed
has defaulted to a lower priority PPKS. Possible displays are even if the ADCP has defaulted to a lower priority PPKS.
as follows: PPKS options are RLN, EGI1, EGI2, and MN, INS1 or
INS2 with the default at powerup being EGI1.
a. RLN*

Change 2 1-233
CSTO SR1F-15SA-1-2
NAV DISPLAYS
UPDT SUBMENU (PB 9). SYS ALT RST When PB 2 is pressed, SYSB #####¢
(PB 2) is displayed for 5 seconds if a system
Pressing PB 9 (UPDT MENU) selects the update submenu, altitude reset occurred. Only the
(figure 1-94, sheet 1). This display allows the aircrew to SYSB system altitude is reset during a
reset the MN present position and SYSB system altitude SYS ALT RST. INV is displayed for 5
independently. It also provides the ability to select the seconds if a reset did not occur (the
following position/altitude update submenus: EGI, overfly system altitude is invalid). SYSG1,
(OFLY), and altitude (ALT). SYSG2 and SYSF cannot be reset.

A position update using EGI data can be applied to the MN, AUTO UPDT Enables and disables automatic MN
INS1 or INS2. The MN, INS1 or INS2 can be updated with (PB 4) updates from EGI. An asterisk is dis-
any PPKS selected. played if automatic updates to MN
and SYSB are enabled. This is the
Listed below are some general notes to remember when default. The asterisk is removed if
performing an update. automatic updates are disabled.

a. Once calculated, errors for MN, INS1, INS2, and EGI (PB 7) Selects the EGI position update sub-
ALT (if applicable) can be inspected by toggling menu.
PB 10. ALT (PB 8) Selects the altitude update submenu.
b. To clear displayed errors without accepting them,
both aircrew must exit the update format by OFLY (PB 10) Selects the overfly position update
selecting UPDT MENU, DATA, or MENU. submenu.
c. Auto-sequencing is inhibited while any update
submenu is selected, including the UPDT MENU EGI Update Submenu (PB 7).
submenu with the following exception: after OFLY
errors are entered, the UFC OFLY update page The EGI position update submenu is selected by pressing
returns to the starting format and the PB 1 EGI (PB 7) on the update menu. When the EGI update
displayed steer-to point sequences to the next submenu is selected, EGI is displayed between PB 4 and PB
steer-to point if AUTO SEQ is boxed on the HSI 7.
and the auto-sequencing conditions are satisfied.
d. When entering an update format from the UPDT During EGI position updates with any PPKS, the ADCP
MENU submenu, PB 10 update source defaults to continuously computes the north/south and east/west
MN. These pushbuttons are available. position error between the EGI and MN, INS1 or INS2 and
displays the position errors at PB 2 and PB 3 respectively.
MN PP RST Pressing PB 1 resets the MN position The ADCP also continuously computes a vertical error in
(PB 1) to the EGI1 (primary) or EGI2 feet between SYSG and SYSB (H/L ####). Pressing
(backup) free inertial position. MN ENTER (PB 7) updates the MN, INS1 or INS2 with the
RESET is displayed for 5 seconds if displayed position deltas.
the MN reset occurred; INV is dis-
played for 5 seconds if a reset did not Any PPKS may be selected to view the MN, INS1 or INS2
occur. errors and update the MN, INS1 or INS2.

PB 1 (Y 7EGI1 27’) allows selection of EGI1 or EGI2 as

the update source and displays status of the selected EGI.
The satellite code that the EGI is tracking is indicated by Y
(Y code), P (P code), or C

1-234
 CSTO SR1F-15SA-1-2
NAV DISPLAYS
(C/A code). This is followed by the number of satellite PB 2 (N/S) and PB 3 (E/W). The direction and amount of
measurements being incorporated into the EGI blended error is displayed in feet if the error is less than 3,000 feet.
solution. This number ranges from 0 to 7. EGI1 or EGI2 is If the amount of error is greater than 3,000 feet, the error is
followed by the blended estimated spherical position error displayed in nautical miles. INV is displayed if the either
(in feet up to 3,000 feet, then nm). If the EGI is in an error is invalid.
alignment mode, the type of alignment is displayed in place
of the EGI estimated position error. The possible indications If ALT is the selected update source, PB 2 displays ELV and
are GCA, SHA, or IMA. EGI1 or EGI2 OFF is displayed if the elevation of the displayed steer to point (or ELV OFF if
the EGI is in off mode. invalid) and PB 3 displays SYSB and the system altitude (or
SYS OFF if invalid).
EGI1 INV or EGI2 INV is displayed if the EGI is invalid
due to an SRU failure. PB 4 (H/L). Displays the amount of altitude error in feet.
INV is displayed if invalid. The altitude error displayed is
PB 2 (N 2371’) displays one of the following, scratchpad always based on SYSB regardless of the PPKS.
entries are not allowed:
PB 7 (ENTER). Pressing this pushbutton initiates the update
a. North (N) or South (S) and errors in feet or nm process.
b. INV if either error is invalid.
PB 8 (FREEZE). Pressing this pushbutton allows the ADCP
PB 3 (E 1255’) displays one of the following, scratchpad to compute the position and/or altitude errors between
entries are not allowed: current update source and displayed steer-to point.

a. East (E) or West (W) and errors in feet or nm PB 9 (UPDT MENU). Pressing this pushbutton returns to
b. INV if either error is invalid. the update submenu.

PB 4 (H/L) toggles between vertical errors and blank. If PB 10 (MN, INS1, INS2, or ALT). When the OFLY update
ENTER is pressed when errors are displayed at PB 4, the submenu is selected, the update source defaults to MN. The
one-shot update is a three-dimensional (3D) update. If aircrew has the ability to select MN, INS1, INS2, or ALT as
ENTER is pressed when PB 4 is blank, the one-shot update the update source.
is a horizontal update only.
After the aircrew presses PB 8 on the UFC to freeze the
In any PPKS, if a horizontal update cannot be performed errors, the ADCP calculates errors for MN, INS1, INS2 and
(for any reason), the vertical update is not performed either ALT. The errors displayed on the UFC are associated with
(even if the data is valid). If this condition occurs, INV is the displayed update source. The aircrew can cycle between
displayed at PB 4 when ENTER is pressed. update sources to view the errors for each source.

PB 7 (ENTER) initiates the position update process. If MN, INS1, and INS2 is the selected source when the
errors are entered, the MN, INS1, INS2, and SYSB system
PB 9 (UPDATE MENU) returns to the update submenu. altitude are both updated. If ALT is the selected update
source when the errors are entered, only the SYSB system
PB 10 allows selection of the source to be updated. It can be altitude is updated.
MN, INS1, INS2.
After the errors are entered, the UFC OFLY update menu
OFLY Update Submenu (PB 10). returns to the starting format and the PB 1 steer-to point
sequences to the next steer-to point provided AUTO SEQ is
PB 1 (STR 4A). When the overfly update submenu is selected on HSI. The aircrew also has the option to return to
selected, the current steer-to point is displayed next to PB 1. the UFC update select submenu.
The aircrew can select a different steer-to point using the
UFC scratchpad.

1-235
CSTO SR1F-15SA-1-2
NAV DISPLAYS
ALT Update Submenu (PB 8). PB 9 (UPDT MENU). Pressing this pushbutton returns to
the UPDATE select submenu.
The system altitude source is coupled to the PPKS selection.
In EGI1 PPKS, the system altitude is SYSG1. In EGI2 The aircrew has the ability to update the system altitude
PPKS, the system altitude is SYSG2. In RLN PPKS, the over known surfaces from the UFC ALT update submenu.
system altitude is SYSF. In MN, INS1, INS2 the system The aircrew enters the elevation of the known surface next
altitude (SYSB) is the temperature corrected pressure to PB 2. The altitude update is performed over that known
altitude. SYSG1, SYSG2, and SYSF cannot be updated. surface. After the aircrew freezes the errors by pressing PB
SYSB updates can be performed in any PPKS. 8, the ADCP calculates the system altitude error. The UFC
displays system altitude error associated with the PB 1
PB 1 (STR 1A). When the ALT update submenu is selected, displayed reference. Switching the PB 1 displayed reference
the current steer to point is displayed next to PB 1. The after the altitude error is calculated causes the original
aircrew can select a different steer-to point using the UFC format to be displayed.
scratchpad. If the altitude update is being performed over a
known surface elevation not associated with a lat/long, After the system altitude error is entered, the ALT update
SURF can be selected by pressing PB 1 to switch between menu returns to the starting format and the PB 1 displayed
STR 1A and SURF. steer to point sequences to the next steer-to point provided
the update is done to the steer-to point and not the known
PB 2 (ELV 2570¢). Displays the altitude of the current surface and AUTO SEQ is selected on HSI. The aircrew
steer-to-point. ELV OFF is displayed if invalid. If SURF is also has the option to return to the update select submenu.
selected at PB 1, the surface altitude is entered at PB 2.
The ability to reset mission navigator present position and
PB 3 (SYSB 24990¢). Displays current SYSB altitude system altitude independently is provided only from the
value. SYS OFF is displayed if invalid. UPDT MENU submenu. Selecting PB 1 displays MN
RESET (or INV, if invalid) for 5 seconds indicating
PB 4 (H/L). Displays the amount of altitude error in feet. theMNis reset to the EGI1 (primary) or EGI2 (backup) free
inertial position. Similarly, pressing PB 2 displays SYS and
PB 7 (ENTER). Pressing this pushbutton initiates the update the ADCP provided system altitude (or INV, if invalid) for 5
process. seconds, indicating that the SYSB altitude is reset.

PB 8 (FREEZE). Pressing this pushbutton allows the ADCP

to compute the altitude error between current aircraft
position, displayed steer-to point or surface altitude.

1-236
 CSTO SR1F-15SA-1-2
NAV DISPLAYS

PPKS AND UPDATE SUBMENUS

Figure 1-94 (Sheet 1 of 2)

1-237
CSTO SR1F-15SA-1-2
NAV DISPLAYS

PPKS AND UPDATE SUBMENUS (Continued)

Figure 1-94 (Sheet 2)

1-238
 CSTO SR1F-15SA-1-2
TSD

TACTICAL SITUATION DISPLAY (TSD)

The TSD is a presentation of aircraft position with respect to followed by a decimal point and tenths digit (1 thru 7) along
a planned mission route superimposed over a digital map. with a route letter (17.1A).
Its primary function is to provide planned navigation
information and sensor positioning control to the crew. The Target.
TSD is selectable on either the MPD or MPCD from the
menu format (figure 1-72). Target points are specialized points for attack. They are
displayed as a number followed by a decimal point and
Two primary operational uses of this display are navigation route letter (18.B). When in A/G master mode and steering
(position awareness) and sensor cueing operation. to a target point, that point becomes designated. Automatic
sequencing is available for target points provided they are
undesignated.
TSD NAVIGATION.
Offset.
The navigation function is the display of the aircraft present
position, based on the current PPKS, relative to a planned Offset points are associated with a target point. Up to seven
route which is programmed into the system via the CRMM offset points can be assigned to each target point. They are
or UFC. There are several different navigation symbols displayed as the number of the assigned target point plus a
displayed on the TSD. decimal point followed by a hundredth point (01 thru 07)
with a route letter (18.01B).
SEQUENCE POINTS.
Mark.
Sequence points are geographical points which can be
overflown, attacked, or used for sensor cueing during a Mark points are reference points which can be entered in
mission. All points are stored as latitude/longitude and flight to mark a particular location for future use. Mark
elevation but can be displayed in other formats. Three sets points can be created by the A/G radar, targeting pod,
of sequence points (routes), labeled A, B and C, can be overfly, or automatically at weapon release. Up to 10 mark
stored in the ADCP. Sequence points are divided into the points can be stored in the ADCP. They are displayed as the
following categories. letter M followed by a number (M10). The XMIT C2 option
on the UFC (PB 8) back links the mark point data to the
Steer points. command and control platform. XMIT C2 is not available
when MGRS programming is enabled. The XMIT F/F
Steer points along with target points, define the basic route option (PB 9) transmits the mark point data on the JTIDS
of flight. They are displayed as a number followed by a net when selected. XMIT C2 and XMIT F/F selections are
route letter (17A). Combined steer and target points from all one-time transmissions.
the routes cannot exceed 100.
Base.
Aim Points.
The base point is a single point common to all three routes
Aim points are always associated with a steer point. Up to which is normally the point where the EGI is aligned (home
seven aim points can be assigned to each steer point. They plate). It is displayed as the letter B.
are displayed as the number of the assigned steer point

1-239
CSTO SR1F-15SA-1-2
TSD
Bullseye. be added, modified, or deleted. Bullseye points can also be
used as steer-to points independent of the current point
Bullseye points are used as reference points for bullseye being used for BBR. In this case, the point is identified as
magnetic bearing and range (from the bullseye point to the BEX in the nav data block on the HSI and EW formats.
aircraft ownship position).
Initial Point (IP).
The computation of bullseye points is done using EGI
remote magnetic variation at the latitude and longitude of The IP is defined as the last steer point before a target point
the bullseye point. Ownship mag var is used as a backup except when the point before a target is another target point.
source in the event EGI fails and cannot supply remote IPs are displayed with a square symbol and a steer point
magnetic variation. number. They cannot be loaded separately and are only used
for display purposes on the A/G RDR format and TSD.
Up to 10 BE points can be stored in the ADCP, displayed as
the letters BE followed by a number (BE1). A bullseye can

1-240
 CSTO SR1F-15SA-1-2
INTERCOM

INTERCOM SYSTEM
The Intercom System (ICS) (figure 1-95) provides ON Selecting ON provides direct communica-
communication between the two crew members, and tion from the cockpit in which it is selected
between the crew members and the ground crew. An with the other cockpit and/or the ground
external receptacle and volume control are installed on the crew.
aircraft exterior for the ground crew. The exterior volume
control knob controls intercom volume to the ground crew OFF Selecting OFF turns off the microphone
headset. for intercom purposes; however, the crew
member can still transmit on the radio and
normal side tone is provided.
INTERCOM CONTROLS.
Controls for the intercom are on the remote AUDIO TONES/WARNINGS.
intercommunications control panel in FCP and the
intercommunications set control panel in the RCP. These The ICS provides various system warning tones and voice
controls are the ICS volume control knob and the intercom warnings for crew member information or action. Detailed
function selector switch. description about each system’s use of voice/tone warning is
described in their respective sections. The following
ICS VOLUME CONTROL KNOB. systems generate these tones and voice warnings:

The ICS volume control knob adjusts the intercom audio a. Audio Voice Warning (Voice)
volume level for the crew member’s headset. b. Overload Warning System (Tone/Voice)
c. Terrain Following System (Tone/Bink/Voice)
INTERCOM FUNCTION SELECTOR SWITCH. d. DEWS (Tone/Voice)
e. CMWS (Tone/Voice)
This switch, labeled MIC, has positions of RAD ORIDE, f. AOA System (Tone)
ON, and OFF. It is not spring-loaded to return to ON g. Ground Collision Warning System (Voice)
position. h. Have Quick Radio (Tone/TOD)
i. FCS Departure Warning (Tone/Voice).
RAD Selecting radio override attenuates
ORIDE the radio communications in favor of
intercom communication; however, the
voice warning messages are not overrid-
den, and the following warning tones are
not overridden: yaw rate, AOA, unsafe
landing gear, over-g, and DEWS.

Change 2 1-241
CSTO SR1F-15SA-1-2

REMOTE INTERCOMMUNICATION
CONTROL PANEL

Figure 1-95

1-242
 CSTO SR1F-15SA-1-2
UHF/VHF COMM

UHF/VHF COMMUNICATIONS SYSTEM

The UHF/VHF communications system provides air-to-air REMOTE INTERCOMMUNICATIONS CONTROL

and air-to-ground communications and monitoring of guard PANEL.
(emergency frequency). The system consists of two separate
receiver-transmitters Radio 1 (R1), Radio 2 (R2) with the The RICP is on the left console in the FCP. Controls
associated controls and indicators. Both radios can transmit associated with the UHF/VHF radios are the RAD 1 antenna
either on a manually selected frequency or on one of 40 selector switch, the tone selector switch, and the intercom
preset frequencies. The operator has control of the function selector (MIC) switch.
modulation type in certain frequency ranges (figure 1-96).
The UHF/VHF communications system includes provisions RAD 1 Antenna Selector Switch.
for secure communications speech. The radios can operate
on UHF frequencies (AM only) in an anti-jam mode (Have The RAD 1 antenna selector switch has positions of
Quick). The radios can be operated from ground power UPPER, LOWER, and AUTO. Placing the switch to
without cooling air; however, transmissions should be UPPER selects the upper antenna and putting the switch to
minimized. LOWER selects the lower antenna. Placing the switch to
AUTO (automatic) causes RAD 1 to automatically select
NOTE the antenna receiving a signal. The RAD 2 radio always
transmits and receives on the lower forward antenna.
If there is a sidetone squeal from one UHF/VHF
radio while one crew member transmits on the Tone Selector Switch.
other radio, the sidetone can be eliminated by
placing the RAD 1 antenna selector switch in The tone selector switch has positions of RAD 1 and RAD
UPPER or by keeping the two radios tuned more 2. The crew member can transmit tone on RAD 1 or RAD 2
than 10 MHz apart or by moving guard receive to by selecting either position. A tone cannot be transmitted
the other radio. using the tone selector switch while in AJ mode.

MICROPHONE SWITCH.
UHF/VHF CONTROLS AND
INDICATORS. A three-position microphone switch is on the right throttle
in each cockpit for UHF/VHF transmission. It is
The UHF/VHF radios are operated by controls on the spring-loaded to the center, receive position. Pushing the
ICSCP, the RICP, the microphone switch on the throttles, switch forward enables transmission on R1. Pushing the
the foot operated switches on the RCP floor, and the upfront switch aft enables transmission on R2. There are two
control. foot-operated, push to transmit pushbuttons on the RCP
floor. The left pushbutton controls transmissions on R1, the
INTERCOMMUNICATIONS SET CONTROL PANEL. right pushbutton controls transmission on R2. When either
radio is transmitting, a letter T is displayed to the immediate
The ICSCP is on the left console in the RCP (figure 1-97). left of the manual mode frequency at PB 5 of the UFC (if
Controls on the panel associated with the UHF/VHF radios R1 is transmitting) or at PB 6 of the UFC (if R2 is
are the tone selector switch and the intercom function transmitting) except while operating on a receive-only
selector (MIC) switch. frequency. Similarly the letter T is displayed to the left of
the preset channel, maritime channel or guard transmit
mode (G or GV display, located adjacent to the left channel
control knob (if R1 is transmitting) or the right channel
control knob (if R2 is transmitting) except while operating
on a receive-only frequency.

1-243
CSTO SR1F-15SA-1-2
UHF/VHF COMM

R1 & R2 FREQUENCIES AND MODULATIONS

MODULATION
BAND FREQUENCY (MHZ) TUNING
AVAILABLE

LOW VHF 30.000 - 87.975 FM ONLY 25 kHz

108.000 - 117.975
VHF AM ONLY 25 kHz
(RECEIVE ONLY)

GV 121.5 AM ONLY -

G 243 AM ONLY -

VHF
118.0000 - 136.9917 AM ONLY 8.33 kHz
(ATC)

VHF
118.000 - 136.975 AM/FM 25 kHz

HIGH VHF
136.000 - 155.975 AM/FM 25 kHz
(LAND MOBILE)

VHF
156.000 - 173.975 FM ONLY 25 kHz
(NON-MARITIME)

MARITIME
CHANNELS OFFSET
MARITIME 156.000 - 173.975 FM ONLY
WITH
INTERNATIONAL

UHF 225.000 - 399.975 AM/FM 25 kHz

Figure 1-96

UHF/VHF RADIO OPERATION. the COMM1 or COMM2 detail BIT display

formats if COMM1* or COMM2* are displayed on
the MPD/MPCD BIT failure window.
CRYPTO LOADING.
OPERATION.
The radios must be on before CRMM/PRMM HAVE
QUICK data or COMSEC keys can be loaded.
The UHF/VHF radios are operated using the following
controls on the UFC in either cockpit: PB 5 and PB 6, left
NOTE and right channel select knobs located directly below these
The radios have a Radio Initialization Key Split pushbuttons, the inner, R1 and R2 rotary knobs labeled
(RIKS). A RIKS is required for radio operation. R1 VOL on either side of the keypad, and the GREC/CM keys
NO RIKS or R2 NO RIKS is displayed on the UFC on the keypad (figure 1-98). Note that the right radio
and LOAD RIKS is displayed on either COMM1 advisory (display at PB 6 and display at the right channel
Detail BIT or COMM2 Detail BIT MPCD/MPD selector) is shared with radio 4 (HF radio). When keying aft
display formats when a Load RIKS condition is on the throttle or
reported by R1 or R2. Aircrew is prompted to view

1-244
 CSTO SR1F-15SA-1-2
UHF/VHF COMM

RCP INTERCOMMUNICATION
SET CONTROL PANEL

Figure 1-97

the right foot switch, the radio currently displayed at the c. Entering a preset channel number (1 thru 40) in the
right radio advisory is keyed. PB 5 displays R1 OFF when scratchpad and pressing the left/right channel
power is removed from R1 and the manually selected selector knob.
frequency when R1 is turned on. PB 6 displays the same d. Pressing PB 5 or PB 6 with a blank scratchpad
information for R2. selects either the R1 or R2 submenu. With either of
these submenus displayed, pressing PB 1 displays
Preset radio channels are displayed in the bottom row of the an asterisk next to PB 1.
UFC adjacent to the left and right channel select knobs. The e. Entering M or MXX maritime channel in the
volume control for R1 is on the left side of the UFC. The left/right channel selector knob.
volume control for R2 is on the right side. Turning the left
channel selector knob selects a preset channel for R1 FREQUENCY SELECTION.
operation. The right channel selector knob controls R2
preset channel selection if R2 is the active radio. There are two modes for selecting the operating frequency
of the UHF/VHF radios, manual and channel
RADIO TURN ON/OFF. (preset/maritime/guard). The manual mode is indicated by
the presence of an asterisk next to the manual frequency.
The UHF/VHF radios can be turned on using several The channel mode is indicated by an asterisk next to the
methods: channel number. Choose between manual and channel mode
by pressing the left or right C/M key for R1 or R2
a. Turning the knob cw/ccw (Also respectively provided the GV (121.5 MHz VHF guard) or G
increments/decrements the preset channel). (243.0 MHz UHF guard) is not selected. To change the
b. Entering a manual frequency in the scratchpad and manual frequency, type the new frequency into the
pressing PB 5 or PB 6.

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CSTO SR1F-15SA-1-2
UHF/VHF COMM
scratchpad (a decimal is not required) and then press PB 5 be rotated until GV or G appears adjacent to the channel
or PB 6. The new frequency is now displayed next to PB 5 selector in order to setup R1 or R2 for guard transmission.
or PB 6 and the old frequency moves to the scratchpad. The guard transmit/receive function is available with either
Pressing PB 5 or PB 6 once more switches the old and new UHF/VHF radio. Selection of GUARD overrides the secure
frequencies. To change the channel number, turn the channel voice or manual frequency selection. GV denotes VHF
select knob or type the channel into scratchpad (an M is guard. G denotes UHF guard.
required for maritime mode) and press channel select knob.
R1 AND R2 SUBMENUS.
USE OF GUARD.
A separate UFC submenu display is provided for R1 and
To monitor a guard channel, press and release the shift R2. Selection of R1 submenu (figure 1-99) is accomplished
(SHF) pushbutton, then press the desired guard receiver by pressing PB 5 with a blank scratchpad. The R2 submenu
(GREC) pushbutton. The letter G appears next to the is selected by pressing PB 6. This may be done from any
manual frequency readout (figure 1-98) indicating that the menu or submenu. This format permits the programming of
guard receiver is now active with that radio. The process is preset channels (1 thru 40), maritime channels, selection of
repeated to deselect the guard receiver. cipher and anti-jam modes, and the selection of HAVE
QUICK (HQ) functions. The functions of these pushbuttons
A guard the frequency (121.5 MHz for VHF and 243 MHz (PB) are described below.
for UHF) must be entered or the channel select knobs must

1-246
 CSTO SR1F-15SA-1-2
UHF/VHF COMM

UHF/VHF OPERATION DISPLAY

Figure 1-98

1-247
CSTO SR1F-15SA-1-2
UHF/VHF COMM
*R1-11 (PB 1). manual frequency in the scratchpad. Entering a valid
channel number in the scratchpad and pressing the channel
When power is applied to the UHF/VHF radio, an asterisk is selector knob changes the channel number to the scratchpad
displayed next to PB 1 on the appropriate radio submenu. entered channel number and displays the old channel
The preset channel is also displayed next to PB 1 and can be number in the scratchpad. When the radio is off, entering a
changed via a scratchpad entry followed by pressing PB 1. manual frequency in the scratchpad and pressing PB 5 or PB
If PB 1 is selected while the asterisk is displayed and with 6 powers on the radio (manual mode) to the scratchpad
no entry in the scratchpad, the asterisk is replaced with a entered manual frequency.
blank and the radio is turned off. If PB 1 is selected while
no asterisk is displayed and with no entry in the scratchpad, When R1/R2 is transmitting in manual mode, the U or V is
the radio is powered on in the last mode selected, prior to replaced by a T on both the forward and aft UFC radio
the radio being turned off, and the asterisk is displayed advisory.
adjacent to PB 1.
When R1/R2 is transmitting in channel mode, a T is
MARITIME (PB 2). displayed prior to the channel number (located adjacent to
the left channel knob (R1) or right channel knob (R2)) on
PB 2 is used to select the maritime submenu. both the forward and aft UFC radio advisory.

AJ (PB 3). SQUELCH* (PB 7).

PB 3 is used to select AJ. An asterisk is displayed next to PB 9 is used to disable/enable the radio squelch control
PB 3, to indicate that AJ mode is enabled, upon selection of which is default enabled and suppresses the audio of
PB 3 with no asterisk displayed. The asterisk is replaced received weak signals when enabled.
with a blank space, to indicate that AJ mode is disabled
upon selection of PB 3 with an asterisk displayed. HQ PROGRAM (PB 8).

SECURE (PB 4). PB 8 is used to select HQ program format.

PB 4 is used to select the R1 secure voice or R2 secure MAN-FM (PB 9).

voice submenu.
PB 9 is used to display the current modulation and provide a
PB 5 and PB 6. means to change the modulation for the selected manual
frequency.
When power is removed from R1 or R2, the system name
followed by the word OFF is displayed on the UFC radio 118.035-AM (PB 10).
advisory.
PB 10 displays the frequency which is preset into the
The aircrew can swap scratchpad entries with currently channel displayed at PB 1. This frequency can be changed
selected channel or manual frequencies by pressing the via a scratchpad entry. To change the preset, enter in the
channel select knob or PB 5 or PB 6. When the radio is on, new frequency, and then press PB 10. The new frequency is
entering a manual frequency in the scratchpad and pressing now displayed. If pressed with an empty scratchpad the
PB 5 or PB 6 changes the manual frequency to the modulation type changes if it is operator selectable.
scratchpad entered manual frequency and displays the old

1-248
 CSTO SR1F-15SA-1-2
UHF/VHF COMM

UHF/VHF SUBMENUS

Figure 1-99

1-249
CSTO SR1F-15SA-1-2
UHF/VHF COMM

MARITIME SUBMENU

Figure 1-100

Channel Selector Knobs. COAST-23 (PB 9).

With power removed from the UHF/VHF radio, turning the PB 9 is used to enable the radio maritime coast sub-mode,
appropriate channel selector knob powers the radio on, disable the radio maritime ship sub-mode and display/select
selects channel mode and increments the channel number. the maritime coast sub-mode channel. An asterisk at PB 9
Entering a channel number in the scratchpad and pressing indicates radio maritime coast sub-mode is selected and
the appropriate channel select knob powers the radio on used if maritime mode is enabled. Pressing PB 9 with a
(channel mode) to the scratchpad entered channel number. valid channel number 1-28, 60-88, with or without a leading
character M in the scratchpad sets that channel for maritime
MARITIME SUBMENU. coast sub-mode operation, but does not select maritime
coast sub-mode for operation or enable maritime mode.
A separate UFC submenu display is provided for maritime
mode. Selection of maritime submenu (figure 1-100) is SHIP-88* (PB 10).
accomplished by pressing PB 2 on the R1 or R2 submenu
with a blank scratchpad. This format permits the selection of PB 10 is used to enable the radio maritime ship sub-mode.
maritime mode and the programming of frequencies for ship An asterisk at PB 10 indicates radio maritime ship
or coast submodes. The functions of the PB are described sub-mode is selected. Pressing PB 10 with a valid channel
below. number 1-28, 60-88, with or without a leading character M
in the scratchpad sets that channel for radio maritime ship
R1-MARITM (PB 1) sub-mode operation, but does not select radio maritime ship
sub-mode for operation or enable maritime mode.
PB 1 is one of the two ways to enable maritime mode for R1
or R2. Pressing PB 1 toggles the asterisk and maritime
mode is enabled when the asterisk is displayed.

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 CSTO SR1F-15SA-1-2
UHF/VHF COMM
SECURE VOICE SUBMENU. indicated by KEYNONE and KEYED-NONE displays at
PB 2 and PB 3, respectively.
A separate UFC submenu display is provided for secure
communications mode. Selection of the R1 or radio secure BB (PB 8).
voice submenu (figure 1-101) is accomplished by pressing
PB 4 on the R1 or R2 submenu with a blank scratchpad. The radio is commanded to baseband mode if BB is
This format permits the selection of secure communications displayed at PB 8. If PB 8 is selected while BB is displayed,
mode for the currently selected radio channel. The functions the scratchpad is empty, and the radio tuned to a UHF
of the PBs are described below. frequency with AM modulation, the display changes to DP
and the radio is commanded to diphase mode. If PB 8 is
R1-PLAIN (PB 1). selected while DP is displayed, the display is changed to BB
and the radio is commanded to baseband mode. If the radios
PB 1 is used to select R1 or R2 PLAIN > CIPHER > frequency is changed to a VHF frequency and/or the
CIPHER ONLY rotary mode (figure 1-101). Selections of modulation is changed to FM while DP is displayed at PB 8,
PB 1, with an empty scratchpad, cycles through the selected the PB 8 option display changes to BB and the radio is
modes in the following manner: R1-PLAIN > R1-CIPHER commanded to baseband.
> R1-CIPHER ONLY > R1-PLAIN. The radio receives and
transmits in non encrypted plain text voice when R1 PLAIN DELAY (PB 9).
is selected. The radio transmits in encrypted mode and
receives in both non encrypted plain text and encrypted Selecting PB 9 with an empty scratchpad selects time delay
when R1 CIPHER is selected. The radio transmits and mode if HAVE QUICK is not enabled. Selection of PB 9 or
receives, only in encrypted mode, when R1 CIPHER ONLY enabling HAVE QUICK, while time delay mode is enabled,
is selected. If no keys are loaded, the aircrew is unable to disables time delay and replace the asterisk with a blank
select R1 (or R2) CIPHER or CIPHER ONLY modes. space.

KEY-2 (PB 2). RV-0 (PB 10).

PB 2 defaults to the lowest numbered key that is loaded into This PB is used to enable/disable receive variable mode and
the radio, valid entries are 1-6. PB 2 displays KEY-NONE if select the key to be loaded. This mode, when enabled allows
the selected radio reports that no keys are loaded into the the radio to receive a key variable over the air into the
radio. PB 2 selection causes the selected crypto key to rotate selected key number (1-5). Key 6 must be loaded with data
through the loaded keys in the following manner: 1 > 2 > 3 and the radio must be in a CIPHER mode to enable this
>4>5>6>1 operation.

KEYED-123456 (PB 3). PB 10 displays the last selected display option for this PB
unless the radio guard channel (G or GV) is selected, or
PB 3 displays current key loaded status. PB 3 displays radio is in plain mode or Key 6 has not been loaded into the
KEYED- followed by the list of six numbers or less), that radio prior to selection of the R1 or radio secure voice
are loaded into the radio. It displays KEYED-NONE when submenu, in which case, RV-0 (receive variable disabled) is
the radio reports that no keys are loaded. displayed. If PB 10 is selected with RV-0 displayed as the
option label, with key 6 of the radio loaded, and a number
ZERO KEYS (PB 4). from 1 - 5 entered in the scratchpad, the 0 in the option label
is updated to the scratchpad value and an asterisk is
PB 4 displays ZERO KEYS. Selection of PB 4 with a blank appended to the option label display (RV-#*). This results in
scratchpad results in the display of EXECUTE for 5 the radio being placed in receive variable enabled mode
seconds. Selection of PB 4, while EXECUTE is displayed with the key select number (#) set to the value in the
changes the label to *ZERO KEYS for 2 seconds and updated option label. If RV-#* is displayed at PB 10 and PB
commands the radio to zeroize all encryption keys. PB 4 10 is selected with a blank scratchpad, or plain mode is
returns to ZERO KEYS after *ZERO KEYS is displayed for selected, or a guard channel is selected, the display is
2 seconds and the radios crypto keys are zeroized as changed to RV-0 and the radio is commanded to disable the
receive variable mode.

1-251
CSTO SR1F-15SA-1-2
UHF/VHF COMM

SECURE VOICE DISPLAY

Figure 1-101

1-252
 CSTO SR1F-15SA-1-2
UHF/VHF COMM
HAVE QUICK (HQ). AIR displayed as the legend at PB 4. Similarly, the radio can
be set to receive GPS time by depressing PB 7, with TOD
The Have Quick radio network (net) uses a frequency RCV currently displayed as the PB 7 legend and RCV GPD
hopping method to change the transmit and receive displayed as the legend at PB 4.
frequency many times a second. The radio can operate in
Have Quick I combat mode, Have Quick I training mode, WORD-OF-DAY (WOD).
Have Quick II combat net mode, or Have Quick II training
mode. The radio requires multiple data components to enter The WOD (Word of the Day) defines the frequency hopping
HQ mode and all radios operating in the same HQ net must pattern for Have Quick radio operation. It does not contain
have the identical data components (TOD, WOD, Net, and an operational day identifier and is loaded manually when
FMT). Frequency Management Training (FMT) is required the day is set to 0. The day can be manually set to any other
only if operating in HQ II training mode. day, provided an Multiple Word of the Day (MWOD) is
loaded for that day using the DAY ## function at PB 8 of
Net. the HQ program submenu.

The net is a 6-digit number in frequency format that is A Have Quick I WOD consists of 6 WOD segments. These
entered as an operating frequency (manual or preset mode). segments are used by a radio algorithm for hopping in Have
Quick (HQ) I combat mode. The radio is HQ I training
TIME-OF-DAY (TOD). mode when the first segment (corresponding to channel 20)
if the WOD is set to 300.000. The segments are the actual
TOD synchronizes the Have Quick radio to the net control frequencies that are used for hopping. The remaining 5 data
station and the other radios in the net. The TOD consists of segments are used for HQ I training mode. HQ II training
the operational time and the operational day (does not need mode commands the radio to use the loaded FMT data when
to be the current time and/or date). Normally, the TOD is 300.025 is loaded in the first segment.
automatically loaded from the EGI (GPS time and day)
when the radio is turned on (anytime radio power is off MULTIPLE WORD-OF-DAY (MWOD).
more than 7 seconds). TOD VALID is displayed at PB 3 on
the radio UFC HQ Program submenu when TOD is An MWOD is comprised of 6 WOD segments (frequencies)
correctly loaded. TOD may be restarted manually (set to and a unique date tag, which corresponds to the day of the
00:00:00) by using the RESTART function at PB 4 on the month that the MWOD is to be used. A date tag can be
radio UFC HQ Program submenu (and optionally set day entered as any number from 300.XXX - 331.XXX (where
using PB 7 during RESTART). XXX is any valid frequency in multiples of 25 kHz) on PB
9 on the HQ WOD load submenu. The first day of the
The TOD is synchronized with the Have Quick net by month equals 301.xxx and the and the last day of month
sending TOD to all other radios in the net or requesting (i.e., 31) equals 331.XXX. The day may also be entered by
TOD from another radio operating in the same net. NO selecting a one or two digit number in the range of 0 - 31,
TOD is displayed at PB 3 on the radio UFC HQ Program followed by a selection of PB 9 on the HQ WOD load
submenu if there is no TOD loaded. When TOD is submenu (Group 2). Date code entries of 1 - 31 are applied
transmitted/received (using UFC), it is heard as a short burst to MWODs. A date code entry of 0 is applied when the
of varying tones followed by a steady tone. previous 6 WOD segments are intended to store a HQ I
WOD. If operating HQ II at midnight on day 1 - 31, the
If the radio has TOD loaded, the TOD is transmitted over radio automatically switches to the MWOD for the next day.
the air by selecting PB 7 when TOD XMIT is displayed as
the legend at PB 7 and XMIT AIR is displayed as the legend NOTE
at PB 4. If the radio does not have the TOD loaded, it can be
The radio does not switch to a new WOD at
set to receive the time over air by depressing PB 7, with
midnight when operating in HQ I mode.
TOD RCV currently displayed as the PB 7 legend and RCV

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CSTO SR1F-15SA-1-2
UHF/VHF COMM
The radio can store up to 6 MWODs and 1 WOD. The MWOD or WOD, the WOD or MWOD is invalid,
operational day for each loaded MWOD has to be a unique or the radio does not have a TOD.
value in the range of 1 - 31. The first/oldest loaded MWOD
is deleted and replaced when a seventh MWOD is loaded DAY ROLL OVER.
unless the operational day contained in the seventh MWOD
is the same as one of the 6 MWODs already in use. If that is The radio automatically changes from one day’s MWOD to
the case, it replaces the MWOD with the same date tag. the next day’s MWOD without any aircrew action required.
If operating in *AJ mode, the date in the radio rolls over to
Frequency Management Training list (FMT). the next day, and radio uses a new MWOD if one is
previously loaded for the new day. If the roll over occurs
The FMT consists of 16 frequencies the radio uses for and no MWOD is loaded for the new day, the radio
hopping when operating in Have Quick II training mode. At continues to use the MWOD for the previous day only until
least one loaded WOD or MWOD is required to use the exiting *HQ mode and selecting another radio mode.
FMT.
To continue operating in AJ mode with the MWOD for the
LOADING MWOD AND FMT. previous day, use the HQ program submenu DAY ## (where
## = 1-31) function (PB 8) to change the operational day to
The MWODs and FMT are normally loaded using the the previous day.
CRMM. If the radio is not turned on or does not load the
WOD/MWOD/FMT, the CRMM read format displays ERASE.
COMM 1 - PARTIAL XFER or COMM 2 - PARTIAL
XFER. The WOD, MWOD, and FMT can also be manually When the remote intercommunications control panel
entered during flight using the UFC. CRYPTO switch is placed to ZERO (for 6 seconds if radios
are off or 0.5 seconds if radios are on), a discrete is sent to
NOTE remove the HAVE QUICK data and COMSEC keys from
both R1 and R2. Likewise, in the event of an ejection, a
The radio must be turned on and not in STBY discrete signal is sent to remove the HAVE QUICK data and
(displayed at UFC PB 5/PB 6) in order to COMSEC keys from the UHF/VHF systems.
successfully load MWOD and FMT.
NOTE
ENABLING HAVE QUICK MODE.
• Ejection automatically removes the COMSEC keys
The radio must have a TOD, an MWOD, and NET ID from R1 and R2, and AAI/IFF; removes the mission
loaded when operating in Have Quick II combat mode. The data from the Recce pod, HF radio, and the radar;
radio must have a TOD, a WOD, and NET ID loaded when removes the HAVE QUICK data from R1 and R2;
operating in Have Quick I combat or training mode (Note: erases and destroys the CC OFP, any recorded data
the first WOD segment must equal 300.000 for training from DEWS and OFPs, the radar, and the Sniper pod;
mode). The radio must have a TOD, an MWOD, FMT, and and disables the CRMM (if the aircraft is
NET ID loaded when operating in Have Quick II training weight-off-wheels with airspeed greater than 80
mode. knots).

When Anti-Jam (AJ) is enabled, the UFC Radio submenu • Placing the CRYPTO switch to ZERO removes the
displays *AJ STBY followed by *AJ adjacent to PB 3. If initialization data from the HF radio; removes the
the radio does not go into Have Quick mode, PB 3 displays HAVE QUICK data from R1 and R2; removes mis-
one of the following display sequences. sion data from the radar; removes the COMSEC keys
from R1 and R2, FDL, and AAI/IFF; and erases the
a. Asterisk (*) momentarily displayed followed by CRMM (if the aircraft is weight-off-wheels with air-
AJ: The net is not valid. speed greater than 80 knots).
b. *AJ STBY followed by AJ: The radio has no

1-254 Change 2
 CSTO SR1F-15SA-1-2
UHF/VHF COMM
System Recovery. h. NO FMT - No FMT loaded; only displayed if
attempting to operate in HQ II training mode.
In the event of an erasure of the HAVE QUICK data,
manually by the CRYPTO switch being placed to ZERO or XMIT AIR (PB 4).
automatically by an ejection, HAVE QUICK data can be
reloaded into R1 and R2 via DTD. PB 4 is used to set up (cycle/select) TOD action to be
performed when PB 7 (TOD XMIT) is pressed. The default
display is RCV GPS. The following PB 4 options are
HQ PROGRAM SUBMENU. displayed before and after pressing PB 7:

Selection of HQ PROGRAM submenu (figure 1-102) is a. RCV GPS: *RCV GPS (for 1 minute or until TOD
accomplished by pressing PB 8 on the R1 or R2 submenu is received). When the radio indicates that it has
with a blank scratchpad. The purpose of this submenu is to received the TOD from GPS, GPS TOD RCVD is
allow manual WOD or MWOD segment loading. Previously displayed until PB 4 is depressed to make a
loaded WOD or MWOD segment data cannot be reviewed. different TOD selection.
The submenu PB functions are described below. b. XMIT AIR: *XMIT AIR (2 seconds) changes to
XMIT AIR - Transmits HQ TOD over the air. The
WOD (PB 1). radio must have a previously established TOD via
RCV GPS, RCV AIR, or RESTART.
PB 1 is used to select HQ WOD Load submenu. Any c. RCV AIR: *RCV AIR (for 1 minute or until TOD
preexisting WOD or MWOD cannot be displayed. is received). When the radio indicates that it has
received the TOD, AIR TOD RCVD is displayed
WOD ERASE (PB 2). until PB 4 is depressed to make a different TOD
selection. RCV GPS is displayed after the AIR
PB 2 is used to manually erase the 6 HQ MWODs and 1 HQ TOD RCVD display has ben removed.
WOD stored in the radio. Pressing the button causes the d. RESTART: *RESTART (2 seconds) changes to
legend to change to EXECUTE and the button must be RESTART - Resets the time to zero. If the day is
pressed again within 5 seconds to erase the WOD and entered in the scratchpad before pressing PB 7, the
MWODs. If PB 2 is depressed while EXECUTE is operational day is loaded in addition to resetting
displayed, the PB 2 display legend changes to WOD the time.
ERASE for 2 seconds. The radio is commanded to erase the
MWODS for 1.5 seconds, upon initial display of WOD PB 5 and PB 6.
ERASE.
PB 5 is used to select the R1 and PB 6 is used to select R2
NO FILL (PB 3). submenu.

PB 3 displays the TOD status. One of the following is TOD XMIT/TOD RCV (PB 7).
displayed depending on the status:
The PB 7 option label is displayed as TOD XMIT when PB
a. NO FILL - HAVE QUICK Channel not filled 4 displays XMIT AIR. The PB 7 option label is displayed as
b. FILL OK - Everything loaded TOD RCV when PB 4 displays RCV GPS, RCV AIR or
c. NO WOD - Radio is operating on day zero, but no RESTART. The PB 7 option label is displayed as LOAD
WOD is loaded for the current day TONE for 3 seconds if PB 7 is pressed with a valid day
d. NO MWOD - Radio is operating on day 1-31, but entered in the scratchpad and RESTART displayed at PB 4.
no MWOD is loaded for the current day This serves as a reminder to the operator that a beep is heard
e. NO TIME - Time of day has not been established in the headset to confirm that the day is loaded. The PB 7
since radio power-up. option label is displayed as TIME TONE for 3 seconds if
f. NO DAY - An operational day has not been loaded PB 7 is selected with an empty scratchpad and RCV AIR is
into the radio displayed at PB 4. This serves as a
g. INV NET ID - Invalid HQ network ID is loaded

1-255
CSTO SR1F-15SA-1-2
UHF/VHF COMM

HQ PROGRAM SUBMENU

Figure 1-102

reminder to the operator that a beep is heard in the headset VERIFY DAY (PB 9).
to confirm that the time is received. The PB 7 option label is
displayed as TIME TONE for 3 seconds if PB 7 is selected Pressing PB 9 with an entry in the scratchpad (see PB 7 for
with an empty scratchpad and XMIT AIR is displayed at PB the scratchpad entry format) compares the day entered with
4. This serves as a reminder to the operator that a beep is the WOD and MWOD loaded in the radio. The option label
heard in the headset to confirm that the time is sent. at PB 9 is displayed as VRFY TONE for 3 seconds if PB 9
is selected with a valid (0-31 or 00-31) day entry in the
DAY ##/LOAD DAY (PB 8). scratchpad. If a WOD or MWOD is loaded for the entered
day, a momentary beep is heard in the headset. If a WOD or
The PB 8 option label is displayed as DAY ## (where ## = 0 MWOD is not loaded for the entered day, a momentary beep
-31) or LOAD DAY, depending on the radio OFP version is not heard.
currently loaded in the radio. Pressing PB 8 with a valid day
(0-31) entry in the scratchpad commands the radio to use the FMT (PB 10).
entered day as the radios operational day if an MWOD for
the selected operational day is loaded in the radio. The PB 10 is used to select HQ FMT Load submenu. Any
option label at PB 8 is displayed as DAY OFF if the radio pre-existing FMT cannot be displayed.
reports a NO DAY status or the radio is off. The option label
at PB 8 is displayed as LOAD TONE if PB 8 is selected R1 OR R2 HQ WOD LOAD SUBMENU.
with a valid day entered into the scratchpad and the
operational day is loaded into the radio. The radio must Selection of R1 or R2 HQ WOD Load submenu (figure
have a previously established TOD via RCV AIR, RCV 1-103) is accomplished by pressing PB 1 on the HQ
GPS, or RESTART in order to load a day. Program submenu with a blank scratchpad. This submenu’s
purpose is to allow manual load and review of the WOD
(only prior to loading). Previously loaded WODs (manually
or from the CRMM) cannot be reviewed. The functions of
the PB are described below.

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 CSTO SR1F-15SA-1-2
UHF/VHF COMM
R1 OR R2 HQ (PB 1). 17-225.000 (PB 8).

PB 1 is used to select HQ program submenu. PB 8 is used to enter segment 4 from the scratchpad based
on the WOD group selected from PB 4 or PB 7 (must be in
20-225.000 or 16-225.000 (PB 2). the window displaying segments 1-4). Valid entries are
200.000 to 399.975 MHz in increments of 25 kHz (.025).
PB 2 is used to enter segment 1 or 5 from the scratchpad
based on the WOD group selected from PB 4 or PB 7. Valid 18-225.000 or 14-300.000 (PB 9).
entries are 200.000 to 399.975 MHz in increments of 25
kHz (.025). PB 9 is used to enter segment 3 or 7 from the scratchpad
based on the WOD group selected from PB 4 or PB 7. Valid
19-225.000 or 15-225.000 (PB 3). entries are 200.000 to 399.975 MHz in increments of 25
kHz (.025). A calendar day (segment 7 only) = 0 may be
PB 3 is used to enter segment 2 or 6 from the scratchpad entered as 300.XXX (XXX is a multiple of 025) or 0 for a
based on the WOD group selected from PB 4 or 7. Valid HQ I WOD, or 3DD.XXX (DD = 01 to 31, XXX is a
entries are 200.000 to 399.975 MHz in increments of 25 multiple of 025) or 1 -31 for a HQ II MWOD.
kHz (.025).
LOAD OR BLANK (PB 10).
PREV (PB 4).
LOAD is displayed as the option label at PB 10 on the
PB 4 is used to sequence to the previous group of WOD WOD Group 2 format only (the format with WOD data
segments and display the manual WOD segments for entry segments 5 - 7). It is blank on the WOD Group 1 format.
and review in that segment group. PB10 is used to initiate the radio WOD fill/load. All seven
WOD segments must be entered before selecting LOAD. If
NEXT (PB 7). the segments are valid, LOAD* is displayed for 3 seconds
after LOAD is selected. When the load is complete, the
PB 7 is used to sequence to the next group of WOD display values for the seven segments is reset to the default
segments and display the manual WOD segments for entry value of 225.000 for segments 1 - 6, and 300.000 segment 7.
and review in that segment group. If the segments are not loaded, LOAD* is momentarily
displayed (flashed).

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CSTO SR1F-15SA-1-2
UHF/VHF COMM

R1 OR R2 HQ WOD LOAD SUBMENU

Figure 1-103

1-258
 CSTO SR1F-15SA-1-2
UHF/VHF COMM
HQ FMT LOAD SUBMENU. PREV (PB 4).

FMT. PB 4 is used to sequence to the previous group of manual

FMT net frequencies and display the FMT net frequencies
The FMT consists of 16 frequencies that the radio uses for for entry or review in that segment group.
hopping when operating in HQ II training mode. FMT mode
requires at least one loaded MWOD to function. Selecting NEXT (PB 7).
the HQ FMT LOAD submenu (figure 1-104) is
accomplished by pressing PB10 on the HQ PROGRAM PB 7 is used to sequence to the next group of manual FMT
submenu with a blank scratchpad. The HQ FMT LOAD frequencies and display the manual FMT frequencies for
submenu allows manual loading of one set of 16 FMT entry or review in that segment group.
network frequencies in 4 groups.
17-225.000 or 13-225.000 or 9-225.000 or 5-225.000
NOTE (PB 8).

All FMT loading segments must be complete PB 8 is used to enter FMT net frequency 4, 8, 12, or 16
before pressing LOAD (PB 10) on the FMT group from the scratchpad based on the group selected from PB 4
4 display for successful FMT operation. or PB 7. Valid entries are 225.000 to 399.975 MHz in
increments of 25 kHz (.025).
The functions of the PB are described below.
18-225.000 or 14-225.000 or 10-225.000 or
R1 HQ or R2 HQ (PB 1). 6-225.000 (PB 9).

PB 1 is used to select either the R1 HQ PROGRAM or R2 PB 9 is used to enter FMT net frequency 3, 7, 11, or 15 from
HQ PROGRAM submenu. the scratchpad based on the group selected from PB 4 or PB
7. Valid entries are 225.000 to 399.975 MHz in increments
20-225.000 or 16-225.000 or 12-225.000 or of 25 kHz (.025).
8-225.000 (PB 2).
LOAD (PB 10).
PB 2 is used to enter FMT net frequency 1, 5, 9, or 13 from
the scratchpad based on the group selected from PB 4 or PB NOTE
7. Valid entries are 225.000 to 399.975 MHz in increments
of 25 kHz (.025). LOAD is only displayed in the last FMT group
(group 4) of frequencies, and is blank for other
19-225.000 or 15-225.000 or 11-225.000 or 7-225.000 FMT groups.
(PB 3).
PB 10 is used to initiate the radio FMT load. All sixteen
PB 3 is used to enter FMT net frequency 2, 6, 10, or 14 FMT segments must be entered before selecting LOAD.
from the scratchpad based on the group selected from PB 4 When PB 10 is pressed, LOAD* is displayed for 3 seconds.
or PB 7. Valid entries are 225.000 to 399.975 MHz in When complete, the 16 segment displays reset to 225.000.
increments of 25 kHz (.025).

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CSTO SR1F-15SA-1-2
UHF/VHF COMM

HQ FMT LOAD SUBMENU

Figure 1-104

1-260
 CSTO SR1F-15SA-1-2
UHF/VHF COMM
/

COMM DETAIL BIT FORMAT

Figure 1-105

COMM DETAIL BIT FORMAT. DETAIL (PB 17).

Selected by pressing COMM (PB 18) on the detail BIT The format returns to main BIT (BIT 1) format upon
format (figure 1-105). selection of boxed DETAIL (PB 17).

COMM1 (PB 1). COMM (PB 18).

Pressing PB 1 COMM1 selects COMM1 detail BIT and Pressing PB 18 COMM returns the format to detail BIT
displays the COMM1 OFP ID and COMM1 detected format.
failures (figure 1-106).
HF (PB 20).
COMM2 (PB 2).
Pressing PB 20 displays maintenance faults on the HF detail
Pressing PB 2 selects COMM2 detail BIT and displays BIT subformat.
COMM2 OFP ID and COMM2 failures (figure 1-106).

1-261
CSTO SR1F-15SA-1-2
UHF/VHF COMM

COMM1 COMM 2 DETAIL BIT FORMAT

Figure 1-106

1-262
 CSTO SR1F-15SA-1-2
HF COMM

HIGH FREQUENCY (HF) COMMUNICATIONS SYSTEM

HF RADIO OPERATION. through the MPD/MPCD and BIT formats.

Communications on the HF radio are not encrypted and
The high frequency (HF) radio provides long range, high there is no anti-jam capability.
frequency, single-sideband, amplitude modulation, and
continuous wave communications from 2.0000 to 29.9999 DATAFILL.
MHz. The HF radio also includes the Automatic Link
Establishment (ALE) function. The HF radio provides The HF radio requires data to be loaded into the radio
beyond line of sight communications using ionospheric before it can be used. That data is contained in a datafill file
reflections. Many variables impact HF radio signal and consists of system parameters, preset channels
propagation which requires optimum frequency selection for (frequency and emission modes), scan lists, other addresses,
HF communications. The ALE function automates and net addresses, self addresses (that the radio can be
attempts to optimize the process of setting up assigned), and pre-loaded messages. That data is generated
communications with other HF radios while minimizing the using HF Communications Planning System (HF-CPS)
operator workload. software. HF-CPS outputs a datafill file which is input by
JMPS and included on the CRMM device along with an HF
The ALE function operates by having each HF station support file that JMPS derives from the datafill file.
assigned unique ALE self addresses that the radio can
transmit/receive (sounding) without operator assistance. The
primary mode for ALE is scan mode where the receiver
scans a number of channels, momentarily stopping on each
channel listening for a call to your ALE self address from To prevent injury to personnel during ground
another HF station. Periodically, each HF station sounds transmissions, ensure that the top of the aircraft is
(transmit their own self address sequentially on each of the clear of personnel, no personnel are under the
channels being scanned). Each station hearing your aircraft, and that all personnel are a minimum of 20
sounding logs the frequency, your ALE self address, and the feet from the aircraft. HF/ALE transmissions must
signal quality in a database. If that station later decides to not be attempted inside hangers or under structures.
place a call to you, their radio uses that database and HF/ALE transmissions must not be attempted
automatically select the best frequency for placing that call. within 265 feet of electro-explosive devices not
installed on the aircraft.
Note that the right radio advisory (display at PB 6 and
display at the right channel selector) is shared between R2 When the ADCP reads the CRMM, the ADCP stores the
and Radio 4 (R4) (HF Radio) (figure 1-107). When keying datafill file for subsequent transfer to the HF radio (via AIU
R2 or R4, the radio currently displayed at the right radio 2) and the ADCP uses the HF support file for MPD HF
advisory is keyed. displays.

EQUIPMENT. The only data loaded into the radio that can be changed
using the UFC is the preset channel frequencies and preset
HF communications are provided by the ARC-217 radio, channel emission modes.
consisting of the receiver/transmitter, antenna coupler, HF
antenna feedline, and shunt fed antenna (located on the left ERASE.
vertical stabilizer leading edge). The ARC-217 interfaces
with the ICSCP, ADCP, and AIU systems. Loss of either When the remote intercommunications control panel
AIU 2 or ADCP results in the loss of the HF radio (AIU 1 CRYPTO switch is placed to ZERO, a discrete is sent to
cannot control the HF radio). The primary control for the remove the mission data from the HF radio system.
ARC-217 is the UFC. Additional controls are provided

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CSTO SR1F-15SA-1-2
HF COMM
Likewise, in the event of an ejection, a discrete signal is sent Keying the transmitter twice within one second initiates a
to remove the mission data from the HF radio systems. call to the ALE Address displayed at PB 6 on the UFC.
Keying the transmitter one time is a non-ALE transmission
NOTE (similar to a UHF/VHF radio transmission).

• Ejection automatically removes the COMSEC keys PRESET CHANNEL MODE.

from R1 and R2, and AAI/IFF; removes the mission
data from the Recce pod, HF radio, and the radar; Preset channel mode allows selection of an HF preset
removes the HAVE QUICK data from R1 and R2; channel number (1-35). The preset channels are preloaded
erases and destroys the CC OFP and any recorded data from the CRMM, but can be reprogrammed by the operator
from DEWS and OFPs, and the radar, and the Sniper via the UFC. Emission modes of UV, LV, or AM can be
pod; and disables the CRMM (if the aircraft is used with preset channels. The CW emission mode can be
weight-off-wheels with airspeed greater than 80 selected, but is not recommended (transmitter keying and
knots). release times are not suitable for normal CW operation).
ALE operation is of very limited value in preset channel
• Placing the CRYPTO switch to ZERO removes the mode since the radio is operating only on the channel
initialization data from the HF radio; removes the frequency.
HAVE QUICK data from R1 and R2; removes mis-
sion from the radar; removes the COMSEC keys from However, ALE operation is supported (calls can be
R1 and R2, FDL, and AAI/IFF; erases OFP and initiated/received) if in UV, LV, or AM emission mode.
recorded data from the DEWS/CMWS; and erases the Keying the transmitter twice within one second initiates a
CRMM (if the aircraft is weight-offwheels with air- call to the ALE Address displayed at PB 6 on the UFC.
speed greater than 80 knots). Keying the transmitter one time is a non-ALE transmission
(similar to a UHF/VHF radio transmission).
System Recovery.
SCAN MODE.
In the event of an erasure of the mission data, manually by
the CRYPTO switch being placed to ZERO or automatically Scan mode allows for selection of a scan list number (1-20).
by an ejection, mission data can be reloaded into the HF Each scan list can contain up to 20 preloaded datafill scan
radio systems via DTD. channels. The scan lists and scan channels cannot be
modified in the aircraft. Scan mode is only used with the
EMISSION MODES. ALE function (see next paragraph).
There are 4 emission modes supported by the HF radio Scan mode is the primary/optimum mode for ALE
consisting of Upper Sideband Voice (UV), Lower Sideband operation. Keying the transmitter twice within one second
Voice (LV), Amplitude Modulation (AM), and Continuous initiates a call to the ALE address displayed at PB 6 on the
Wave (CW). UFC. Keying the transmitter one time is not allowed (the
transmitter is not keyed) unless the radio is in a link (see
OPERATING MODES. below).
The HF radio has three operating modes. They are manual, ALE CALLS.
preset channel, and scan mode.
The ALE function allows the operator to place three types
MANUAL MODE. of calls to the unique ALE addresses assigned to other HF
stations. The first is an individual call to an other ALE
Manual mode allows the operator to transmit and receive address. The second is a net call to a net address (that net
CW or voice (UV, LV, or AM) using a frequency and address consists of a group of other addresses), and the third
emission mode entered via the UFC. ALE operation is of is an all call which is a blind call to anyone hearing the call.
very limited value in manual mode since the radio is After transmitting an individual call or a net call, the called
operating only on the operator selected manual frequency. station (or
However, ALE operation is supported (calls can be
initiated/received) if in UV, LV, or AM emission mode.

1-264 Change 2
 CSTO SR1F-15SA-1-2
HF COMM
stations) automatically transmits a response to the call. TX until the operator manually deselects it (selecting
Upon receiving the response or responses, the calling station SILENT or ALL TX). In the NO TX mode, no HF
automatically transmits an acknowledgment. At that point, transmissions are allowed, even if the operator tries to key
the calling station is linked with the stations called and the the HF radio transmitter. When SILENT mode is selected,
aircrews are alerted by a double beep in the headsets and the HF system is prevented from transmitting without
LNK displayed on the UFC. Normal communications are operator command. No automatic transmissions are allowed,
then possible between the calling station and the linked but the operator can initiate a transmission. When the air
stations. refuel slipway door is open, NO TX mode is selected and
cannot be de-selected as long as the refuel door is open.
ALE LINK TERMINATION. When EMIS LMT is selected, SILENT mode is
automatically selected. If NO TX mode is selected before
A linked call (where two or more stations are linked on a EMIS LMT is selected, NO TX mode remains selected and
common frequency/emission mode) can be terminated the air crew can select SILENT but not ALL TX.
(aborted) either manually or automatically. If a
pre-programmed time elapses (time set up in the datafill HF SYSTEM BIT.
file), the radio automatically terminates the link and go back
to scanning (if in scan mode). If the radio is in manual or There are four BIT types, consisting of PBIT, continuous
preset mode, it just exits the Link state. The operator can BIT, receiver BIT, and transmitter BIT. The first two are
terminate the link by aborting. This is accomplished by automatic, while the last two are operator initiated.
entering an A (shift A) in the UFC scratchpad and pressing
the right channel knob. POWER-UP BIT.

MESSAGES. When the HF radio is turned off for approximately 10

seconds or more, it performs a PBIT. This BIT function
The HF system is capable of transmitting a text message takes approximately 24 seconds and BIT is displayed at the
when making an ALE call or receiving a text message when UFC right channel selector knob during that operation. The
receiving an ALE call. The maximum length of each text HF radio is not operational during PBIT and this BIT cannot
message is 90 alphanumeric characters. Up to 10 messages be terminated early by the operator. When PBIT is
can be stored (displayed on the MPD). Up to 9 of the 10 completed, AIU 2 initializes the radio (INIT displayed at the
messages can be pre-programmed (loaded via the datafill). right channel selector knob for about 18 seconds).
The operator cannot generate new messages in the aircraft.
CONTINUOUS BIT.
SQUELCH.
When the HF radio is not running PBIT or any operator
Six levels of squelch are selectable from the UFC. In scan IBIT, it is running continuous BIT in the background.
mode the receiver is always muted until a link is
established. In manual mode, preset channel mode, or in RECEIVER BIT (RX BIT).
scan mode (after a link is established), squelch level 1, 2, 3,
4, or 5 enables the receive muting function for the HF/ALE RX BIT can be initiated by the operator from the MPD. This
system, blocking noise to the headsets while a squelch level BIT tests the receiver function of the radio. It takes about 28
setting of zero disables the squelch function. HF squelch seconds to perform and there is a BIT tone occurring about
levels 1, 2, 3, 4, and 5 each require a successively higher 8 seconds before BIT completes. The radio is not
signal to noise ratio on the received HF audio before the operational while running RX BIT and BIT cannot be
audio is passed to the aircrew. terminated early by the operator.

TRANSMITTER CONTROL MODES. TRANSMITTER BIT (TX BIT).

There are three transmitter control modes: NO TX, SILENT, TX BIT can be initiated by the operator from the MPD. This
and ALL TX. After a power cycle with weight on wheels BIT tests the receiver and transmitter function of the radio.
the AIU enforces an HF transmit inhibit condition of NO TX BIT first runs RX BIT to

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CSTO SR1F-15SA-1-2
HF COMM
test the receiver function and then it runs the transmitter BIT SQL 4 (PB 4).
section. The RX BIT portion takes 28 seconds as described
above. When RX BIT completes, the operator is instructed Indicates HF radio squelch setting (0-5). A display of 5
via the MPD to key the HF transmitter (to enable the requires a large received signal to break squelch. The
transmitter to be tested). The operator has 5-seconds to squelch setting can be changed by pressing PB 4 with an
respond. If the transmitter is keyed in time, HF RADIO IN empty scratchpad (sequencing 0=>1=>2=>3=>4=>5), or by
TEST remains displayed for another 9 seconds. Otherwise, pressing PB 4 with a value in the scratchpad (0-5).
the BIT is terminated and HF RADIO IN TEST is removed
from the BIT display. *HGC2-A01 (PB 6).

The UFC in the FCP and RCP are the primary HF radio Indicates the current HF/ALE radio frequency or ALE
control devices for the operator. HF data can be entered on address (station to be called or last station linked with this
the UFC from either cockpit. However, the data last entered station). If the radio is not in a linked state (LNK not
is used by the radio. displayed at the right channel select knob), pressing PB 6
with data in the scratchpad changes the radio setting based
Pressing the right selector knob on the UFC toggles the on the entry. A frequency entry commands the radio to
display in the right radio advisory (display at PB 6 and manual mode at the frequency entered. An ALE index entry
display at the right channel select knob) between HF radio displays that index and ALE address (first 3 characters) at
and radio 2. When HF data is being displayed, HF is PB 6. If RCV ONLY is displayed, it indicates the current
displayed at PB 6. The HF submenu can be accessed either preset channel is programmed to not allow transmitting.
by pressing PB 10 on menu 2 of the UFC with radio 2 That channel can be programmed to a new frequency (using
displayed at the right selector knob (figure 1-107) or by PB 1 and PB 10), but it is still receive only.
pressing PB 6 with the HF radio displayed at the right
selector knob. Once in the HF radio submenu, the UFC SCAN 10* (PB 7).
controls the HF functions as listed below.
Pressing PB 7 toggles scan mode on and off (if radio is not
*HF-12 (PB 1). in a linked state). An asterisk (*) indicates that scan mode is
enabled while lack of an asterisk indicates scan mode is off.
With scratchpad empty, pressing PB 1 turns the HF radio on Pressing PB 7 with data (1-20) in the scratch pad selects that
and off. An asterisk (*) indicates the radio is on, while the scan list and enables scan mode. When scan mode is
lack of an asterisk indicates the radio is off. enabled, the last ALE address (called or received) is
displayed at PB 6. A NO SCAN LISTS is displayed when
With a valid channel (1-35) in the scratchpad, pressing PB 1 the radio indicates that it has no operable scan lists After
displays that channel next to PB 1 and the frequency - reloading the AIU OFPs, zeroizing (via ICSCP or RICP), or
modulation for that channel at PB 10. loading the HF radio, NO SELF ADRS is displayed,
indicating the HF system has no ALE self address (required
HF SECURE (PB 2). for ALE operation). In that condition, only manual mode
and channel mode non-ALE operation is allowed. See HF
Selects HF SECURE menu. Self Address Selection for instructions to load the self
address.
*MSG-9 (PB 3).
SILENT (PB 8).
Indicates ALE message selection (1-10). Pressing PB 3 with
an empty scratchpad toggles the asterisk. When the asterisk Pressing PB 8 sequences NO TX=>SILENT=>ALL
is present, the selected ALE message (displayed on the TX=>NO TX at PB 8. No HF radio transmission is possible
MPD HF message format) is sent during the next ALE call when NO TX is selected. No automatic sounding or
and the asterisk is reset when the ALE link is terminated. automatic response to an ALE call is enabled while SILENT
The ALE message selection can be changed by pressing PB is selected (normal push-totalk operation and ALE Calls are
3 with data in the scratchpad (1-10). available). The HF

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 CSTO SR1F-15SA-1-2
HF COMM
radio is fully operational when ALL TX is selected. HF channel select knob and can be one of the following mes-
radio power-on while on the ground always defaults to NO sages:
TX. HF radio power-on while airborne selects the previous
transmitter control mode. HF radio power-on while on the OFF HF system is turned off.
ground always selects NO TX. If ALL TX is enabled and
Emission Limit is selected, the mode changes to SILENT. If BIT HF system powerup BIT or initiated
NO TX is enabled and Emission Limit is selected, the BIT (RX or TX).
display does not change but the operator can only select
SILENT while Emission Limit is enabled. Opening the INIT System initialization.
refuel door always selects NO TX (operator cannot select
anything else while door is open). Transitioning to weight XFR Displayed during datafill from the
on wheels also selects NO TX. ADCP to AIU 2 to HF radio.

MAN-AM (PB 9). T Transmitting (T Prefix).

Pressing PB 9 cycles the emission mode (in sequence: UV, R Radio providing active output to head-
LV, AM, CW, UV) for use in manual mode. If in channel or sets (R Prefix).
scan mode, pressing PB 9 stores the setting for when
manual mode is selected. STBY MUX bus communication lost between
HF Radio and AIU 2. (Also displayed
29.9999-UV (PB 10). during zeroization part of datafill.)

Pressing PB 10 with an empty scratchpad sequences the ABRT Aborting link state or sounding.
preset channel (displayed at PB 1) emission mode (UV, LV,
AM, CW, UV). Pressing PB 10 with an HF frequency SCN System in scan mode.
(2.0000-29.999) entered in the scratchpad loads the channel
adjacent to PB 1 with the scratchpad frequency and selected MAN System in manual mode.
emission mode.
Pxx System in preset mode with associated
RIGHT CHANNEL SELECT KNOB. channel (1-35).

Rotating the right channel select knob changes the HF CALL Call being made or call status being
channel when the radio is in channel mode. Pressing the reported.
right channel knob with data (1-35) in the scratchpad selects
that channel and enables channel mode. If the radio is ANS System status is answering a call.
currently in a linked state, data entries and knob rotations
are not accepted. LNK System status is linked.

Manual ALE sounding is initiated by entering S (shift-S) in RCV System reporting call received with auto
the UFC scratchpad and pressing the right channel select response inhibited (SILENT mode).
knob. Manual sounding can be initiated in channel, manual,
or scan mode but is disabled with NO TX mode enabled. SND Manual or automatic sounding.
Manual ALE sounding, and the ALE linked state of the
radio can be aborted by entering A (shift-A) in the UFC NO TX Transmitter key inhibited.
scratchpad and pressing the right channel select knob.
SIL System in SILENT mode.
HF Status Display.
MSG Message received or being transmitted.
Current HF status is displayed adjacent to the UFC right

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CSTO SR1F-15SA-1-2
HF COMM

HF UFC CONTROLS AND DISPLAYS

Figure 1-107

1-268
 CSTO SR1F-15SA-1-2
HF COMM
HF MPD/MPCD CONTROLS AND FORMATS. On either the address or message displays, the up/down
arrows next to PB 13 and PB 14 are used to go to the next
The HF menu on the MPD/MPCD is accessed by selecting (up arrow) or previous (down arrow) menu. The current
HF, next to PB 4 in menu 2 (M2). Pressing PB 4 displays menu shown, and the total number of menus available, is
the HF self address list format, if an ALE self address has displayed between the arrows (e.g., 3/9). The address menu
not been selected. Otherwise the HF address list format is can have up to 9 formats while the message menu can have
displayed, with HF MSG (HF message) displayed above PB up to 5 formats. Pressing RCD (PB 12) initiates VRAMS
7 (figure 1-108). Pressing PB 7 removes HF MSG from the recording of the currently displayed menu.
format, presents the chosen format, and displays HF ADDR
above PB 6. Pressing PB 6 again displays the HF address HF RADIO LOADING.
list format. Pressing PB 9 on either the HF address list
format or on the HF MSG format is displayed the HF self When reading the CRMM in the aircraft, the HF datafill
address list format where a new ALE self address can be data and the HF support data is read and stored in the
selected by entering the self address index (with or without ADCP. The datafill transfer from the ADCP => AIU 2 =>
the C prefix) in the UFC scratchpad and pressing PB 10 on HF radio is initiated by pressing PB 8 (on the MPD HF
the MPD. address format, HF self address format, or HF message
format) when HF INIT is not boxed and the HF radio is
The HF ADDRESS menu contains three columns. The first turned on. The legend at PB 8 is boxed when the transfer
column lists the ALE address index, the second column lists from the ADCP to AIU 2 starts and remains boxed until the
ALE addresses, and the third column lists descriptions transfer from AIU 2 to the radio is complete. Pressing PB 8
(added to the CRMM via JMPS). An N in the ALE index is ignored if the legend is not displayed (ADCP has no
column indicates a net address, and a C indicates an other stored HF data), the legend is boxed, or the radio is not
(individual) address. The boxed other address is the self turned on. It is recommended that power-on BIT and
address. initialization (BIT or INIT displayed at the right channel
knob) be completed before loading the radio.
The HF MESSAGE menu displays messages preloaded
from the CRMM and stored in the ALE memory. Preloaded HF SELF ADDRESS SELECTION.
messages always start with 1 and follow in numeric order up
to a maximum of 9. Received messages start in the first slot If no HF self address is selected, pressing PB 4 on the MPD
following the preloaded messages and are numbered menu 2 displays the HF self address format rather than the
(starting with the next sequential message number) up to 10. HF address page. From the list of displayed self addresses,
The next received message replaces the oldest received locate the index associated with the desired ALE self
message (never replacing a preloaded message). The address. Enter that index (with or without the C prefix) in
received messages can only be stored in slots that do not the UFC scratchpad and press PB 9 on the MPD self address
contain a preloaded message. Each message can be a format to load the desired ALE self address in the radio.
maximum of 5 lines with a blank line between messages.

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CSTO SR1F-15SA-1-2
HF COMM

HF MPD/MPCD CONTROLS
AND FORMATS

Figure 1-108

1-270
 CSTO SR1F-15SA-1-2
HF COMM
HF BIT CONTROLS AND FORMATS.
The HF system has power-on, continuous, and initiated BIT
functions. Power-on Built In Test (PBIT) runs To prevent injury to personnel during ground
approximately 24 seconds (plus 18 seconds for HF radio transmissions, ensure that the top of the aircraft is
initialization), and initiated BIT runs approximately 28-37 clear of personnel, no personnel are under the
seconds. HF IBIT can be selected on the communications aircraft, and that all personnel are a minimum of 20
maintenance BIT format (press PB 9 on the maintenance feet from the aircraft. HF/ALE transmissions must
BIT format). not be attempted inside hangars or under structures.
HF/ALE transmissions must not be attempted
Receive BIT (RX BIT) is initiated by selecting PB 20. within 265 feet of electro-explosive devices not
While RX BIT is active, HF IN TEST appears on the installed on the aircraft.
communications maintenance BIT format for about 28
seconds. A short BIT tone is heard in the headset about 8 If HF TX BIT cannot be run (NO TX displayed at PB 8 on
seconds before the test is complete. the UFC HF submenu), the ADCP displays TX BIT
INHIBITED for 3 seconds.
Transmit BIT (TX BIT) is initiated by selecting PB 16.
While TX BIT is active, HF IN TEST appears on the MPD Pressing BIT (PB 20) on menu 1 displays the BIT menu and
for about 37 seconds. Before running the TX BIT section, HF (figure 1-109). An asterisk ( * ) next to HF indicates an
RX BIT is run. About 8 seconds before completion of RX HF radio failure and detailed BIT information is available.
BIT, there is a short BIT tone in the headset. About 8 To access the HF radio detailed BIT menu, press DETAIL
seconds later, a prompt is displayed, instructing the air crew (PB 17), then HF (PB 18).
to activate the HF radio PTT. The PTT must be activated
within 5 seconds to perform the transmitter portion of the
BIT which takes about 9 seconds.

1-271
CSTO SR1F-15SA-1-2
HF COMM

HF BIT CONTROLS AND FORMATS

Figure 1-109

1-272 Change 4
 CSTO SR1F-15SA-1-2
IFF

IDENTIFICATION FRIEND OR FOE (IFF) FUNCTION

IFF TRANSPONDER FUNCTION. B Enables mode 4/B reply.

The IFF transponder function provides automatic A Enables mode 4/A reply.
identification of the airplane in which it is installed when
challenged by surface or airborne interrogator sets, and OUT Disables all mode 4 replies.
provides momentary Identification of Position (I/P) upon
request. The modes provided are mode 1, mode 2, mode MODE 4 REPLY SWITCH.
3/A, C, 4, and S. Modes 1, 2, and 3/A are Selective
Identification Feature (SIF) modes. Mode C is used for LIGHT Places IFF to STBY even when all IFF
altitude reporting. Mode S is a civilian traffic mode that modes are deselected. When the mode 4 sys-
reports position and altitude. The codes for modes 1, 2, and tem replies to valid interrogation being trans-
3/A can be set in the cockpit. Mode 4 is keyed in door 3R mitted above a minimum threshold rate, the
by maintenance personnel. APX-119 transponder REPLY light illuminates.
capabilities are shown (figure 1-110).
AUDIO REC Places IFF to STBY even when all IFF
modes are deselected. Allows audio tone
NOTE when interrogations are not replied to. The
With mode 3/A selected, mode C altitude reporting light operation works as described in LIGHT
may be selected or inhibited. above.

OFF Disables the mode 4 AUDIO REC and

TRANSPONDER CONTROLS. LIGHT functions.

Controls for the IFF are located on the remote intercom IFF MASTER SWITCH.
control panel in the FCP and the UFC. The IFF controls
consist of the mode selector switch, the light switch, the LOW System operates with reduced sensitivity.
master switch, the IFF antenna selector switch, and the
crypto switch. A duplicate crypto switch is in the RCP on NORM System operates at full sensitivity.
the ICSCP.
EMERG Selects normal full sensitivity and emer-
MODE 4 SELECTION. gency IFF. Modes 1, 2, 3/A, C, S, and 4 are
automatically enabled. This position uses
Mode 4 selections can be made either by the MODE switch 7700 automatically for mode 3 regardless of
on the FCP remote intercom control panel or on the UFC. what is entered into the UFC.
The mode 4 selection on the UFC reflects the last of either
MODE 4 selector switch or UFC pushbutton selection. MODE 4 CRYPTO SWITCH.

The CRYPTO switch in the cockpit is a springloaded,

NOTE
return-to-norm switch with positions of HOLD, NORM and
Mode 4 must be enabled on the UFC for the ZERO. The CRYPTO switch in the RCP is spring loaded to
AAI/IFF mode 4 loop BIT to pass. NORM from both HOLD and ZERO positions.

MODE 4 SELECTOR SWITCH.

The mode selector switch is a lever-lock switch with

positions of B, A, and OUT.

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IFF
HOLD Not used. Once entered, the Mode 4 code is (if the aircraft is weight-off-wheels and airspeed is
retained until intentionally cleared by setting greater than 80 knots).
to ZERO.
System Recovery.
NORM Permits normal operation of the crypto codes
and automatic zeroing of the crypto codes at In the event of a removal of the COMSEC keys, manually
power shutdown. by the CRYPTO switch being placed to ZERO or
automatically by an ejection, keys can be reloaded into the
ZERO Sets the code settings back to zero when the IFF system via keying device.
switch position is held for a minimum of 0.5
seconds. When the codes are successfully IFF ANTENNA SELECTOR SWITCH.
zeroized, the IFF MODE 4 caution appears
on the MPD/MPCD and the AV BIT caution The antenna selector switch is on the left console next to the
and MASTER CAUTION lights come on. ICSCP. Selection of UPPER or LOWER provides 60
Seat ejection also zeroes the codes automati- seconds of reception and replies through only the selected
cally. antenna. With weight off wheels the 60 second timer is
active. With weight on wheels the transponder follows the
ERASE. selected antenna from the selector switch:

When the CRYPTO switch is placed to ZERO, a discrete is UPPER Selects upper antenna (for 60 seconds)
sent to remove the COMSEC keys from the IFF system.
Likewise, in the event of an ejection, a discrete signal is sent LOWER Selects lower antenna (for 60 seconds)
to remove the COMSEC keys from the IFF system.
BOTH Provides automatic antenna selection.
NOTE
BIT FORMAT.
• Ejection automatically removes the COMSEC keys
from R1 and R2, and AAI/IFF; removes the mission IFF* is displayed on the main BIT display format when
data from the Recce pod, HF radio, and the radar; selected faults exists in the IFF system. The IFF BIT detail
removes the HAVE QUICK data from R1 and R2; format is available for selection at PB 5 of the detail BIT
erases and destroys the CC OFP and any recorded data menu format as shown (figure 1-110).
from DEWS and OFPs, and the radar, and the Sniper
pod; and disables the CRMM (if the aircraft is
weight-off-wheels with airspeed greater than 80 IDENTIFICATION OF POSITION (IP).
knots).
Pressing the I/P pushbutton on the UFC enables the IFF
• Placing the CRYPTO switch to ZERO removes the system to transmit momentary identification of position
initialization data from the HF radio; removes the when interrogated on modes 1, 2, and 3. The response is
HAVE QUICK data from R1 and R2; removes mis- continued for 15 to 30 seconds after the pushbutton is
sion from the radar; removes the COMSEC keys from released.
R1 and R2, FDL, and AAI/IFF; and erases the CRMM

1-274 Change 2
 CSTO SR1F-15SA-1-2
IFF

AAI/IFF BIT FORMAT

Figure 1-110

1-275
CSTO SR1F-15SA-1-2
IFF
IFF UFC SUBMENU. d. Mode 4 (A or B) - PB 4 is a rotary PB that toggles
to select (4A not Enabled -> 4A Enabled -> 4B
Enabled -> 4A not Enabled).
The IFF submenu is selected and displayed from UFC menu
1. Pressing MENU 1 PB 3 with an appropriate scratchpad
entry allows enabling of Modes 1, 2, 3, 4, C, S, and NOTE
selection of Mode 1-3 codes (figure 1-111). Additionally,
The largest value for any code digit is 7. Trailing
pressing PB 3 without a Scratchpad entry enters the IFF
zeros are not required (e.g., an entry of 7 is
submenu. From this display the various functions, modes,
accepted as code 7000).
codes, and programming of the IFF can be done. For
example, mode C is enabled or disabled from this submenu,
To enter the phase programming mode, press PRGM (PB
mode 1 code can be selected and deselected. The IFF can be
10). The IFF program submenu is displayed with PH at PB
programmed to reply to modes and codes as a function of
10. The UFC displays either a 1 or most recently
the time. This is referred to as phasing (PH). Phasing
programmed phase and the pre-stored associated data. To
permits the selection of up to 13 mission segments for
select a different phase number for monitoring or
automatic change of IFF operation based on TOD
programming, enter the desired phase number in the UFC
information and is expected to be based on authentication
scratchpad and press PH (PB 10). The UFC displays the
procedures for a given theater of operation. Phasing can be
new phase number and its associated data (modes/codes and
preprogrammed by the CRMM. Note that the IFF operation
time).
here refers to all IFF modes and codes including mode C.
The programming option, when selected, permits changing
To remove the indicated phase from the phases, type a zero
of the phasing program.
(0) phase number on the keyboard and enter by pressing PH.
The current phase number remains displayed but the modes
To enable or disable an IFF mode, press the pushbutton next
1, 2, 3, 4, C, and S are disabled and the phase time is
to the displayed mode. If the mode is previously enabled it
invalidated (TIME OFF is displayed at PB 8). To enable or
becomes disabled; if it is previously disabled it becomes
disable a mode for the displayed phase, press the mode
enabled. An asterisk appears next to all enabled modes.
pushbutton next to the displayed mode (mode 1, 2, 3, C). If
Changing the codes or mode selection is as follows:
the mode is previously enabled it becomes disabled; if it is
previously disabled it becomes enabled. An asterisk appears
a. Mode 1 - type the code on the scratchpad and enter
next to all enabled modes. The enabled modes are stored in
by pressing the mode 1 pushbutton (PB 1).
memory for the displayed phase.
b. Mode 2 - type the codes on the scratchpad and
enter by pressing the mode 2 pushbutton (PB 2).
To exit the programming mode, press the menu or data PB
c. Mode 3 - type the codes on the scratchpad and
on the UFC scratchpad.
enter by pressing the mode 3 pushbutton (PB 3).

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 CSTO SR1F-15SA-1-2
IFF

IFF AND IFF PROGRAMMING SUBMENUS

Figure 1-111 (Sheet 1 of 2)

1-277
CSTO SR1F-15SA-1-2
IFF

IFF AND IFF PROGRAMMING SUBMENUS (Continued)

Figure 1-111 (Sheet 2)

1-278
 CSTO SR1F-15SA-1-2
IFF
MODE S OPERATION. The MODE S ADDR is displayed near the top center of the
format. The primary and secondary flight IDs are displayed
starting two spaces below the MODE S ADDR. When
Mode S is a civil air traffic control surveillance system that
selected for mode S replies, the selected items are colored
can respond to selective interrogations and provide aircraft
green on the MPCD. When the mode S function is turned on
identification. The carriage and operation of mode S
via UFC, a green asterisk is displayed to the left of the
elementary surveillance functionality applies to aircraft that
MODE S ADDR legend.
fly Instrument Flight Rules (IFR) and Visual Flight Rules
(VFR) flights in mode S designated airspace.
Selection of primary or secondary ID is toggled via PB 18
actuation. Selection of either primary or secondary ID
Mode S uses sophisticated interrogation and reply
causes the selected value (PRI ID xxxxxxxx or SEC ID
modulation wave forms, permitting the discrete addressing
xxxxxxxx, where xxxxxxxx is the value) to change color
of aircraft. A unique 48-bit mode S address is assigned to
from white to green.
each aircraft so that each aircraft can be identified and
addressed. The unique addressing capability of mode S
The mode S format provides access to change the aircraft
establishes positive identification and communication,
primary identification (PRI ID), and aircraft secondary
ensuring that replies do not overlap. Mode S supports a
identification (SEC ID) as shown (figure 1-112).
variety of data link communications capabilities with a
number of applications.
NOTE
The mode S format can be used for either preflight or in
The mode S address can only be edited WOW from
flight programming of mode S options. The mode S format
the BIT MAINT AAI IFF Format.
allows for selection of primary or secondary mode S IDs
and reprogramming of those codes.
MODE S ID EDITING.
MODE S FORMAT.
The flight ID selected for editing is boxed by a cyan colored
box.
The format shows the mode S aircraft address (MODE S
ADDR) and flight IDs (ID), weight on/off wheels status
(WOW/weight off wheels), and altitude.

1-279
CSTO SR1F-15SA-1-2
IFF

MODE S FO12AT

Figure 1-112

1-280
 CSTO SR1F-15SA-1-2
IFF
Alpha-Numeric Editing. RCD (PB 12) controls videotape recording.

Pressing any of the individual PB 1 thru PB 8 pushbuttons STEP (PB 14) cycles between PRI ID and SEC ID for
boxes that character unless there is a space character to the editing. Selected ID is boxed.
left of the selected character. If there are one or more spaces
prior to the selected character, that character cannot be UFC ENTRY (PB 15) allows character entry via the UFC.
selected (boxed).
SAVE (PB 16) saves the last edited entry.
NOTE
PB 18 Toggles between mode S primary and mode S
Spaces are only allowed in characters 2 - 7 of the secondary
flight ID and may not be used between characters
(only trailing characters can be spaces). Spaces are UNDO (PB 20) pressed once discards the last edited entry.
not included in alpha-numeric addresses for flight Pressed twice discards all changes made since the start of
IDs as the first character (PB 1) or in any character editing or the last press of PB 16.
location where there are non-space characters
following the currently selected character. If Entry via UFC.
required, flight ID codes containing spaces at the
end of the code has the spaces entered in the The UFC scratchpad can be used to enter an individual
right-most locations first. character or 8-character entry. To enter an individual
character it must be boxed at one of the PB 1 thru PB 8
Mode S flight ID increment/decrement cycles are space, locations. To enter an 8-character entry none of the 8
A-Z, 0-9, in that order and 9-0, Z-A, space. The space characters displayed at PB 1 thru PB 8 can be boxed. If an
character appears between the 9 and the A for either the invalid entry is entered in the scratchpad it flashes. Pressing
increments or the decrements. UFC ENTRY (PB 15) replaces the currently displayed
individual character or 8-character entry. SAVE (PB 16) and
Mode S editing is via pushbutton operation and is described UNDO (PB 20) are then displayed. SAVE must be pressed
below as shown (figure 1-112). The following legends, to accept the changed entry.
formats, and functions are present during alpha-numeric
editing: MODE S ADDRESS EDIT.

PB 1 thru PB 8 allow for alpha-numeric editing of mode S The MODE S ADDRESS can be edited from the BIT
primary or secondary identification. MAINT AAI/IFF format. To access the format from menu
1, press PB 20 (BIT), PB 18 (MAINT), then PB 7
PB 9/PB 10 (arrows) are used to change individual (AAI/IFF).
characters of the aircraft flight ID. The arrows are displayed
when a character is selected for edit (boxed). PB 9 NOTE
decrements and PB 10 increments characters based on the
press and hold times listed below. AAI/IFF is only be available at PB 7 with WOW.

Pressing and releasing the pushbutton (less than 0.5 second) Mode S address editing is performed via pushbutton
increments/decrements the characters. Pressing and holding operation and is described below as shown (figure 1-113).
the pushbutton for longer then 0.5 second, but less than 2.0 The following legends, formats, and functions are present
seconds, cycles the characters at a rate of 2 characters per on the BIT MAINT AAI format:
second. If the pushbuttons are held for longer than 2.5
seconds the rate of character change increases to 6 PB 1 M3/C/S/GND OPR allows MODE 3/C and S replies to
characters per second. Character cycling stops when the be transmitted on the ground.
pushbutton is released.
PB 7 AAI/IFF exits the BIT MAINT AAI/IFF format.
M (PB 11) returns the format to the main menu.
PB 11 (M) (MENU)

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CSTO SR1F-15SA-1-2
IFF
PB 15 (UFC ENTRY) allows character entry via the UFC. UNDO (PB 20) is blank until at least one character of the
When PB 15 is pressed with valid data in the UFC MODE S ADDR is changed. The changes to any codes that
scratchpad the data is entered into the AAI/IFF BIT MAINT have not been saved may be rejected, and the original codes
format for the MODE S ADDR. Valid data consists of octal recovered via the UNDO selection. If PB 20 is pressed,
values up to 8 digits. changes made since entry to the AAI/IFF BIT MAINT
format or since the last selection of SAVE (PB 16),
SAVE (PB 16) is blank until at least one character of the whichever is later is discarded and the former code
MODE S ADDR is changed. The changes to any codes that characters is recalled. If PB 20 is pressed again both PB 16
have not been saved may be rejected, and the original codes and PB 20 are blanked.
recovered via the (PB 20) UNDO selection. When PB 16
(SAVE) is pressed, the MODE S ADDR which is changed is
saved and is used as the value provided to the transponder.

AAI/IFF/MAINT BIT FORMAT

Figure 1-113

1-282
 CSTO SR1F-15SA-1-2
IFF
IFF MODE 4 CAUTION. goes out), the operation of the IFF MODE 4
caution is inhibited. Therefore, in a high density
interrogation environment, it may be desirable to
NOTE place the IFF mode light/audio receive switch to
An IFF mode 4 reply fault is indicated by an IFF LIGHT or AUDIO REC to minimize the effects of
MODE 4 caution appearing on the MPD/MPCD spurious signals or system overloads mixed in with
and the MASTER CAUTION light coming on. valid responses.

The IFF MODE 4 caution on the MPD/MPCD can be IFF EMERGENCY OPERATION.
caused by failure to respond to a valid interrogation,
zeroized code, or internal component failure. The aircrew
Upon ejection, the IFF emergency mode automatically
has the ability to remove the IFF MODE 4 caution by
becomes active if mode 1, 2, 3A, or C is enabled.
pressing M/4 CAUT DSBL (PB 16) on BIT 2 format. PB 16
is only available when crypto is installed, no mode 4 keys
are available, and mode 4 is disabled; otherwise, the M4 IFF INTERROGATOR FUNCTION.
CAUT DSBL PB is not available. This removes the caution
if it is displayed on the cautions format or if the cautions are The MPD/MPCD contains the controls for providing
decluttered from the caution format. The MASTER Air-to-Air Interrogation (AAI) target identification. Refer to
CAUTION light is inhibited if the M4 CAUTION is CSTO SR1F-15SA-34-1-1 for description of the AAI
disabled via PB 16. The aircrew also has the option to system.
declutter the caution using declutter HOTAS which reduces
the IFF MODE 4 and all other cautions to just 4CAUT. If
the aircrew deselects the MODE 4 caution disable while the EMIS LMT.
cautions are decluttered, and a MODE 4 caution exists, the
cautions decluttered mode is exited and the MODE 4 When EMIS LMT is selected the IFF modes are inhibited
caution is displayed along with other current cautions. from operating; however, the UFC and MDP/MPCD
displays retain the enabled status (figure 1-111, sheet 2).
NOTE The enable status can be changed while in the EMIS LMT;
however, the modes are still inhibited from operating.
The logic in the mode 4 system is such that while
the reply light is on (plus a small time delay after it

Change 2 1-283
CSTO SR1F-15SA-1-2
PITOT-STATIC

PITOT-STATIC SYSTEM
The pitot-static system (figure 1-114) employs multiple pitot TOTAL TEMPERATURE PROBE.
and static sources for redundancy and to provide each FCC
with conditions peculiar to its inlet during asymmetric Total temperature probes, on the left and right forward
conditions. There is an airstream pitot-static mast on each fuselage, furnish temperature information to their respective
side of the forward fuselage and a pitot mast and flush static FCCs.
port in each inlet duct. Heaters to prevent ice formation are
automatically energized when airborne. The probes remain TOTAL TEMPERATURE HIGH CAUTION.
hot for some time after flight and contact must be avoided.
The TOT TEMP HI caution comes on when the sensed
ANGLE OF ATTACK PROBES. temperature is high enough to cause critical engine inlet
heating. Such temperatures are the result of ram rise at high
The AOA probes, on each side of the forward fuselage, Mach number.
measure local AOA and furnish this data to the respective
FCCs. The FCCs then supply the data to the ADCP and both
RSDs.

1-284
 CSTO SR1F-15SA-1-2
PITOT-STATIC

PITOT-STATIC SYSTEM

Figure 1-114

1-285
CSTO SR1F-15SA-1-2
EGI

EMBEDDED GLOBAL POSITIONING SYSTEM/INERTIAL

NAVIGATION SYSTEM (EGI)

The F-15SA uses two EGIs. EGI1 is the primary EGI and EGI ALIGNMENT.
EGI2 is used as a backup.
The EGIs are turned on via power switches EGI1 and EGI2
The EGI is a navigation platform that combines an inertial on the FCP sensor control panel. The EGIs automatically
sensor assembly with an embedded GPS receiver and a enter the appropriate alignment mode and transition to NAV.
common Kalman filter. The EGI inertial sensor assembly There are no aircrew procedures required for EGI alignment
combined with the inertial electronics contains all circuits except for turning on the EGIs and entering PP as necessary.
necessary for gyro and accelerometer signal processing and
for computing North/South, East/West, and vertical There are three EGI alignment modes:
velocities and accelerations; X, Y, and Z velocities and
accelerations; body rates; body angle and linear a. GC align, which takes 4 minutes.
accelerations; and pitch, roll, magnetic heading and true b. SH align, which takes 30 seconds and requires that
heading. It also contains the necessary circuits for a full GC alignment is completed prior to shutting
calculation of wander angle, geometric altitude, latitude, and off the EGI and that the aircraft heading is not
longitude and computes platform correction signals for gyro changed prior to the next powerup.
compass and stored heading alignments. A Kalman filter is c. In motion align, which takes up to 10 minutes and
implemented to model errors in velocity, position, and requires that the EGI be tracking and using
calibration to provide enhanced alignment and inflight satellites.
performance.
STORED HEADING ALIGNMENT.
The GPS is a space based radio positioning navigation
system designed to provide accurate navigation aiding data The EGIs are setup for a Stored Heading (SH) alignment by
(position, velocity, and time). The more accurate navigation completing a GC alignment on both EGIs and then turning
data provided by the EGI enhances navigation, sensor the EGI switches OFF. A present position entry may be
cueing, target acquisition, and weapon delivery. The CRMM required for GC alignment to complete if operating inside a
is used to download/record GPS almanac and to download shelter or bunker. The aircraft must not be moved by more
GPS crypto keys. The PRMM is used to record BIT failure than 3 degrees in heading or 900 feet in position or the SH
data. alignment is ignored. If the aircraft is moved, the EGI starts
an SH alignment and switches to GC alignment after
GPS satellites output two types of satellite code. Coarse approximately 15 to 30 seconds.
Acquisition (C/A) and Precision (P) code. C/A code is
satellite code that is available to nonmilitary GPS users. P The EGIs can be set up for stored heading alignment
code is available to military users and is more accurate than preflight or post-flight.
C/A code. P code is usually encrypted in order to prevent
spoofing. Encrypted P code is known as Y code and it can Preflight Stored Heading Setup.
only be used by GPS receivers that contain valid encryption
keys. During preflight setup, if both EGI1 and EGI2
simultaneously perform GC alignments, the ADCP provides
NOTE an electronic boresight correction to EGI2 which invalidates
the SH setup. This results in EGI2 performing a GC
The EGI computes geometric altitude. Barometric
alignment on the next power up instead of an SH alignment.
altitude differs from EGI altitude depending on
To prevent this, once the GC alignments are complete, both
atmospheric temperature, atmospheric pressure and
EGI1 and EGI2 switches must be put in the OFF position.
altitude. This is expected behavior and is not an
The EGI2 switch must then be put in the ON position and a
error.
second GC alignment completed. The EGI2 switch

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 CSTO SR1F-15SA-1-2
EGI
is placed to OFF. Both EGIs performs SH alignments on the EGI PERFORMANCE MONITOR.
next power up if the aircraft is not moved.
The EGI performance monitor (stored if an orderly
If either EGI1 or EGI2 performs a SH alignment at power shutdown occurs) maintains a history of recent alignment
up, the ADCP does not provide an electronic boresight and navigation data. Data is stored on the basis of a
correction to EGI2. In this case, when the EGI1 and EGI2 complete flight defined by:
alignments are complete, the EGI1 and EGI2 switches can
be placed to the OFF position and the EGIs performs SH a. Airspeed greater than 80 knots
alignment on the next power up if the aircraft is not moved. b. EGI in nav mode for at least 30 minutes
c. EGI receives a final entered present position. This
A simple option to ensure the preflight SH setup is correct is occurs when a POST FLT PP update is done at the
to align the EGIs separately. Turning on EGI1 and allowing end of the flight.
it to complete alignment without EGI2 on/aligning prepares
EGI1 for proper SH alignment. After EGI1 is aligned and A limited amount of EGI performance monitor data is
turned off, turning on EGI2 and allowing it to complete written to the PRMM after flight. The automatic postflight
alignment without EGI1 on/aligning prepares EGI2 for WRITE will write the EGI LOG from the previous flight. If
proper SH alignment. EGI1 and EGI2 performs SH the EGI LOG from the current flight is desired, perform the
alignments on the next power up as long as the aircraft is POST FLT PP, and wait until the EGI is in GCA before
not moved. performing the manual postflight WRITE. The parameters
recorded are:
Post-flight Stored Heading Setup.
a. Radial Error Rate (RER) (INS only vs final
To properly perform a post-flight SH alignment setup, the entered)
aircraft is parked in the location where it is next started. A b. Average Geometric Dilution Of Precision (GDOP,
POST FLT PP must be commanded via PB 16 on the an estimate of EGI satellite geometry) in NAV
EGI1/2 Maintenance BIT format. Once EGI1 and EGI2 mode
complete GC alignment, the EGI1 and EGI2 switches must c. RER (INS only vs final blended)
be placed OFF. As long as the aircraft is not moved, EGI1 d. Percent NAV time in state 5
and EGI2 perform a SH alignment on the next power up. e. Percent NAV time in state 3
f. ETI at shut down
EGI ORDERLY SHUTDOWN. g. Circular Error of Probability (CEP).

The ADCP issues the EGIs an off command automatically After the POST FLT PP update is performed, [Y/P/C] [0-7]
when a Post Flight Present Position (POST FLT PP) update EGI1 or EGI2 GCA displayed at PB 7 on UFC menu 2
is performed after a flight (greater than 80 knots airspeed; indicates that the EGIs have completed storing the
weight on wheels to weight off wheels to weight on wheels performance monitor data to nonvolatile memory. If the
transition). The EGIs use the POST FLT PP update to engines are shut down prior to this format, the EGIs do not
calculate their performance data. When the EGIs receive an have a chance to store the data.
off command, they store the performance monitor data, and
the initialization data for the next powerup, in nonvolatile EGI NAVIGATION.
memory. This process takes approximately 10 seconds. The
EGIs then automatically begin a GC alignment. It is not The EGI uses the WGS 84 world model and the magnetic
necessary to allow the alignment to complete unless it is world models for navigation reference. The navigation
desired to set up for a SH alignment. If a POST FLT PP is solution is blended GPS/INS.
not accomplished, the EGIs cannot calculate the
performance monitor data and errors remain masked The EGI outputs 4 navigation solutions. Blended GPS/INS,
through the succeeding flight. free inertial, INS that can be updated, and GPS only.

Change 2 1-287
CSTO SR1F-15SA-1-2
EGI
BLENDED GPS/INS. an AV BIT light is displayed to indicate that the EGI1 NON
The Blended GPS/INS Solution is also referred to as NAV1. Y or EGI2 NON Y pushbuttons are available on the EGI
This is the solution used in EGI1 or EGI2 PPKS. The EGI detail BIT format.
blended solution outputs position and velocity based on
satellite range and delta range measurements, and inertial BIT2 FORMAT.
sensor measurements. Pressing BIT2 (PB 12) on the main BIT format selects the
BIT2 format.
The blended position accuracy specification is 30 feet CEP
and velocity accuracy specification is 0.34 FPS, but the EGI EGI INITIATED BIT.
often has better overall values based on the GPS Pressing EGI1 or EGI2 (PB 1 or PB 2) on the BIT2 format
constellation health. The EGI can be used to update the MN, initiates EGI IBIT. The aircraft must be stopped while
INS1, or INS2. One-shot position updates are commanded performing an EGI IBIT. While BIT is in progress, EGI1 or
via the UFC EGI update submenu. MN, INS1, or INS2 EGI2 IN TEST is displayed just below the BUILT-IN TEST
position is automatically updated with EGI position when legend, EGI1 is displayed at PB 1 or EGI2 is displayed at
AUTO UPDT is enabled via PB 4 on the UFC update menu. PB 2, M is displayed at PB 11, and STOP is displayed at PB
19; all other legends are blanked. Pressing STOP while IBIT
FREE INERTIAL. is in progress terminates BIT. If the EGI does not stop IBIT
The EGI Free Inertial (INS Only) solution is also referred to within 5 seconds, the STOP legend is replaced with
as NAV2. This solution is not aided by GPS once the ESCAPE. Pressing ESCAPE aborts all ADCP support of the
airspeed exceeds 80 knots. This is the INS solution used in IBIT and returns the BIT2 format to its previous state.
the EGI blended GPS/INS solution. It is also provided to the
FDL terminal for the relative navigation function. It is never EGI FAILURES.
used as the PPKS. When the ADCP determines that there are EGI SRU failures
or functional failures, EGI1* or EGI2* appears on the BIT
INS WITH UPDATES. formats, indicating that there is information available on the
The EGI has an INS solution that can be updated from EGI detail BIT format. Pressing DETAIL (PB 17) selects
external sources and is also referred to as NAV3. This the detail BIT format menu; pressing EGI1/2 (PB 6) selects
solution does not get any GPS aiding. It can be updated the EGI detail BIT format.
from EGI, OFLY, A/G Targeting Pod and A/G Radar RBM
or HRM. This INS solution is not used in the EGI Blended EGI DEGRADED INDICATIONS.
GPS/INS solution. This is the solution used when INS1 or The following indications that EGI1 or EGI2 is degraded
INS2 is selected as PPKS. can be displayed on the top level BIT pages (BIT1, BIT2,
detail BIT, and maintenance BIT). When any of these
GPS ONLY. indications are displayed, the AVBIT light is also
The EGI outputs a GPS only solution. This solution is never illuminated. The possible indications are:
used as PPKS.
a. EGI1 HP DGD/EGI2 HP DGD - Indicates the
difference between EGI1 and EGI2 blended
EGI BIT. horizontal position is >20 feet for 60 seconds.
b. EGI1 VP DGD/EGI2 VP DGD - Indicates the
The EGI incorporates a PBIT and a Continuous Monitor difference between EGI1 and EGI2 blended
(CM) BIT which are internal, and a ground IBIT. vertical position is >20 feet for 60 seconds.
c. EGI1 HV DGD/EGI2 HV DGD - Indicates the
EGI POWERUP BIT. difference between EGI1 and EGI2 blended
When power is applied, the EGI performs an initial power horizontal velocity is >0.20 feet/second for 60
on test which is performed in the background. seconds.
d. EGI1 VV DGD/EGI2 VV DGD - Indicates the
MAIN BIT FORMAT. difference between EGI1 and EGI2 blended
EGI1* or EGI2*, accompanied by an AV BIT light, is vertical velocity is >0.20 feet/second for 60
displayed in the BIT format failure matrix (figure 1-115) to seconds.
indicate EGI system failures. Y-CODE N/A accompanied by

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 CSTO SR1F-15SA-1-2
EGI
e. CHK POS - Indicates the ADCP cannot determine tion (yearly) key, the 2 HOUR
which EGI has a degraded position, but there is a ALERT occurs at 2200Z every day.
problem with one of them. The EGI attempts to verify the key
for the following day. If using a
f. CHK VEL - Indicates the ADCP cannot determine monthly GPS key, the 2 HOUR
which EGI has a degraded velocity, but there is a ALERT indication occurs each Sat-
problem with one of them. urday at 2200Z. The EGI attempts
to verify the key for the following
g. CHK EGI1 VV/CHK EGI2 VV - Indicates the week.
difference between EGI1 blended and free inertial
vertical velocity or EGI2 blended and free inertial BATTERY FAIL Battery failure (Maintenance must
vertical velocity, is >10 feet/second for 60 seconds. replace the battery).

h. EGI1 CN DGD/EGI2 CN DGD - Indicates EGI1 or ELEC BST Electronic boresight required.
EGI2 has less that 4 GPS receiver channels with a REQUIRED
carrier/noise ratio of 35 dB/Hz or above. (EGI2 only)

EGI DETAIL BIT FORMAT. The EGI peculiar system pushbutton options available on
the EGI detail BIT format are as follows:
The EGI detail BIT format has three EGI pushbutton
options and displays SRU and functional failures for both EGI1 Boxed when selected, allows the
EGI1 and EGI2. EGI1 failures are displayed in the top half NON Y EGI1 to use non Y code. Y code is
of the EGI detail BIT format and EGI2 failures are (PB 2) encrypted precision (P) code. When
displayed on the bottom half. The functional failures are the encryption keys are lost or Y
displayed in order of occurrence below the SRU failures. code is turned off, the aircrew may
Possible functional failures are as follows: select NON Y to allow use of P or
C/A code if available.
KEYXXXXXXXX Crypto key status: UNKEYED,
PARITY FAIL, IN PROGRESS, EGI2 Boxed when selected, allows the
INCORRECT, FAIL. NON Y EGI2 to use non Y code. Y code is
(PB 5) encrypted precision (P) code. When
2 HOUR ALERT Indicates the GPS crypto key the encryption keys are lost or Y
expires in two hours. The EGI is code is turned off, the aircrew may
still keyed and operating normally. select NON Y to allow use of P or
It remains displayed until the key C/A code if available.
for the following day is verified,
which can take up to 12.5 minutes. EGI1/2 Deselects the EGI detail BIT format
If the EGI is unable to verify the (PB 6) and selects the detail BIT format.
follow-on key, 2 HOUR ALERT is
replaced with KEY INCORRECT EGI MIL-STD-1553 mux bus communication failures are
at 2400Z. NON-Y may be boxed to indicated by EGI1 5A and/or EGI1 5B and EGI2 8A and/or
continue in P-code or C/A-code EGI2 8B on the BIT displays.
operation. If using a 60 week dura-

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CSTO SR1F-15SA-1-2
EGI
EGI MAINTENANCE BIT FORMAT. A good EB can be verified by toggling between EGI1 and
EGI2 at PB 5 on the ADI. After a successful EB, there is no
Pressing MAINT (PB 18) on the main BIT or BIT 2 format noticeable difference between the EGI1 and EGI2 attitudes
selects the maintenance BIT format. Pressing EGI1/2 (PB 6) on the ADI.
on the maintenance BIT format selects the EGI maintenance
BIT format. Pressing POST FLT PP (PB 16) sends the final While commanded electronic boresight is in progress,
present position to both EGIs. This pushbutton is available ELEC BST IN PROGRESS is displayed just below the
post flight only. The EGI maintenance BIT format contains BUILT-IN TEST legend, STOP is displayed at PB 19, M is
satellite information for EGI1 and EGI2, and indicates the displayed at PB 11. Pressing STOP while electronic
number of satellites being tracked by the respective GPS boresight is in progress terminates electronic boresight. If
receivers. This value may not match the EGI Status the EGI2 does not stop electronic boresight within 5
displayed on the UFC, which shows the number of satellites seconds, the STOP legend is replaced with ESCAPE.
being used in the blended solution. Page 1 contains the Pressing ESCAPE aborts all ADCP support of the electronic
information for GPS receiver channels 1-6 and page 2 boresight and returns the EGI1/2 maintenance BIT format to
contains information for GPS receiver channels 7-12. The its previous state.
GPS information is: receiver channel (1-12), Satellite
Vehicle (SV) ID (1-32), channel state (1 thru 7), frequency PITCH AND ROLL.
(L1 or L2), code (Y, P, or C/A), and carrier/noise ratio. PB
20 (page1/format 2) is used to select EGI maintenance BIT The EGI pitch and roll are displayed in a digital format on
pages 1 and 2. the EGI maintenance BIT format for use in calibrating the
RSD.
EGI ELECTRONIC BORESIGHT (EB).
EGI MEMORY AUDIT FORMAT.
Pressing EG2 ELEC BST (PB 1) on either EGI maintenance
BIT page 1 or 2 initiates electronic boresight. The EB aligns Pressing AUDIT (PB 10) on the maintenance BIT format
the EGI2 chassis frame to the mechanically/optically selects the memory audit display (figure 1-116). An EGI1
boresighted EGI1 chassis frame. This eliminates the need to and EGI2 option are available at PB 19. When EGI1 is
align the EGI2 chassis frame to the aircraft body frame selected, the EGI1 System Processor (SP) and GPS
using mechanical/optical boresighting techniques. An EB Embedded Module (GEM) program configuration IDs are
correction is computed during the EB procedure and is displayed and the EGI1 internal addresses from 00000000 to
applied by EGI2 to the EGI2 body-referenced parameters to FFFFFFFF can be viewed if desired. The ADCP only
transform these outputs to the coordinate system defined by accepts addresses which are multiples of 2. If a non-multiple
the EGI1 chassis. EB is run automatically at aircraft is entered, the ADCP adjusts the address down to the
powerup as long as the EGI1 is turned on and both the EGI1 nearest multiple. The EGI addresses increment by two.
and EGI2 perform a GC alignment.
When a valid address is entered and ENTER (PB 13) is
The commanded EB (PB 1 on the EGI1/2 maintenance BIT pressed, the address window automatically resets to all
format) clears any previous EB corrections and starts the EB zeros, so leading zeros need not be entered in subsequent
procedure. The EB procedure takes approximately 4 addresses. EGI2 memory audit is the same as EGI1 as far as
minutes. This pushbutton is available only when the aircraft what is displayed, etc.
is on the ground.

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 CSTO SR1F-15SA-1-2
EGI

EGI BIT

Figure 1-115 (Sheet 1 of 4)

Change 4 1-291
CSTO SR1F-15SA-1-2
EGI

EGI BIT (Continued)

Figure 1-115 (Sheet 2)

1-292
 CSTO SR1F-15SA-1-2
EGI

EGI BIT (Continued)

Figure 1-115 (Sheet 3)

1-293
CSTO SR1F-15SA-1-2
EGI

EGI BIT (Continued)

Figure 1-115 (Sheet 4)

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 CSTO SR1F-15SA-1-2
EGI

EGI MEMORY AUDIT

Figure 1-116

Change 4 1-295
CSTO SR1F-15SA-1-2
TACAN

TACTICAL AIR NAVIGATION (TACAN) SYSTEM

The TACAN system functions to give precise air-to-ground UFC TACAN SUBMENU.
bearing and distance information at ranges up to
approximately 300 miles (depending on aircraft altitude) The TACAN submenu is selected and displayed from menu
from an associated ground or shipboard transmitting station. 1. When displayed, all the TACAN functions are presented
It determines the identity of the transmitting station and as shown (figure 1-117). The PB functions are described
indicates the dependability of the transmitted signal. below.
TACAN information is presented on the HSI, ADI, and the
HUD. In A/A mode, both distance and bearing are received PB 1.
only if cooperating aircraft (such as refueling tanker
aircraft) have bearing transmission capability. The aircrew can change the TACAN channel by making a
valid scratchpad entry at PB 1 or change the TACAN band
When operating in conjunction with aircraft having by pressing PB 1 with an empty scratchpad. The TACAN
air-to-air capability, the A/A mode provides line of sight channel and band can be changed without power applied to
distance between two aircraft operating their TACAN sets the TACAN.
63 channels apart. Up to five aircraft can determine line of
sight distance from a sixth lead aircraft in the A/A mode, PB 2.
provided their TACAN sets are set 63 channels apart from
the lead aircraft. The limit of operation is four times the Selects A/A mode.
distance between the lead aircraft and the nearest aircraft.
The lead aircraft indicates distance from one of the other PB 3.
five, but it cannot readily determine which one. Before
operating in the A/A mode, the frequencies used by each Selects transmit and receive mode.
aircraft must be coordinated.
PB 4.
TACAN CONTROLS. Selects receive mode only. No distance information is
displayed on the HSI, ADI, or HUD.
The controls for TACAN operation are on the
intercommunications set control panel, the remote PB 10.
intercommunications control panel, and the UFC. The
TACAN volume control on the ICSCP/RICP adjusts the Power to the TACAN is controlled by alternately pressing
volume level of the TACAN station identification audio PB 10.
tone. Operation of the TACAN system is done using the
upfront control.

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 CSTO SR1F-15SA-1-2
TACAN

TACAN SUBMENU DISPLAY

Figure 1-117

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CSTO SR1F-15SA-1-2
ILS

INSTRUMENT LANDING SYSTEM (ILS)

ILS CONTROLS AND DISPLAYS. Raw data scales on the HUD and ADI format show the
position of the glideslope and localizer relative to the
position of the aircraft (figure 1-119). The HSI format only
The ILS provides the capability for the aircraft to make a
indicates the position of the localizer. This data is always
precision landing approach and descent. The localizer
displayed (or indicated OFF) in either ILS mode. The HUD
frequency (108.10 to 111.95 MHz) is entered and selected
and ADI also display command steering for both localizer
on UFC menu 2 (figure 1-118). Pressing PB 3 with an
and glideslope. If localizer information is valid, the bank
empty scratchpad or a valid ILS frequency turns on the ILS.
steering command is displayed.
The decimal point does not need to be entered thru the UFC
scratchpad. The localizer morse code identification can be
The pitch steering command is displayed only after
heard in the headset. Pressing PB 3 with an empty
glideslope information is valid and the aircraft captures the
scratchpad turns the ILS off. The marker beacon receiver
glideslope center. If the aircraft subsequently loses the
operates on a fixed frequency of 75 MHz. In addition to
glideslope signal (either by flying too far off the glideslope
localizer and glideslope information, ILS-T provides range
or by a dropout in the received signal), the pitch steering
information to the selected TACAN station and ILS-N
commands are removed until the aircraft recaptures
provides range information to the selected steerpoint. ILSN
glideslope center.
or ILST appears on the HUD (figure 1-119).

NOTE
ILST and ILSN are not available when the
autopilot or TF is on.

UFC MENU DISPLAYS

Figure 1-118

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 CSTO SR1F-15SA-1-2
ILS
After selecting ILS-T or ILS-N, CSET flashes on the HUD • The ILS steering adjusts its commands based on the
for 10 seconds to remind the aircrew to set the final elapsed time since glideslope capture. This results in
approach course. While overflying a marker beacon, MKR smaller correction commands as the aircraft gets
is displayed on the HUD and ADI. The MKR cue flashes closer to the runway where the steering sensitivity
the code of the marker beacon (two dashes/second for the increases. If the glideslope is captured late or if there
outer marker, alternating dots and dashes for the middle is any interruption of ILS validity after glideslope cap-
marker, and six dots/second for the inner marker). ture, the steering may overcorrect and cause S turns
during the approach.

ILS VOLUME CONTROL KNOB.

The ILS volume control knob on the intercom control panel

Cross check raw data cues during any ILS
adjusts the volume level of the localizer station
approach.
identification audio.

NOTE
• The ILS pitch steering bar is optimized for a 3° glide-
slope. If flying a 2.5° glideslope, the command steer-
ing positions the aircraft about ½ dot below glideslope
at decision height.

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CSTO SR1F-15SA-1-2
ILS

ILS FORMATS
GEAR DOWN

Figure 1-119

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 CSTO SR1F-15SA-1-2
ALG

AUTONOMOUS LANDING GUIDANCE (ALG) SYSTEM

ALG steer mode provides the ability for instrumented target offset to its associated target is used to
approaches and landings at any location. Azimuth steering compute the target position. If any other sequence
cues are provided to a designated point on the ground by point or a blank is selected on the A/G RDR
way of a selected course. format, the range to the cursor is used to compute
the target of opportunity position.
The same dots and arrow used to display ILS raw localizer c. A targeting pod designation is performed using
data are used to display computed deviation from the targeting pod angles and either laser, radar, CARA,
selected inbound course on the HUD, ADI format, and HSI or sequence point range, depending on the priority
format when it is in CDI mode. The azimuth steering bar weapon delivery range source selected, while
used for ILS steering is also used for ALG steering on the cursor function TGT is selected. If the sequence
HUD and ADI format when in ALG. The TD diamond is point selected on the targeting pod format is a
used to indicate the designated point. When there is no target, the range to the point in the center of the
designated point, the LOS circle is displayed. FOV is used to compute the target position. If the
sequence point selected on the TGT IR format is a
HUD window 17 displays ALG status; HUD window 18 target offset, the range to the point in the center of
displays ALG OFF if there is no ALG designation, or the FOV plus the range from the target offset to its
ALG##.# which is the ground range to the designation associated target is used to compute the target
point. HUD window 19 displays ETA or ETE. HUD position. If any other sequence point or a blank is
window 20 displays the sensor being used, blank if no point selected on the TGT IR format, the range to the
is designated. HUD window 14B displays Height Above point in the center of the FOV is used to compute
Touchdown (HAT). the target of opportunity position.
d. HUD designation is performed using the TD
HUD updates are not allowed when ALG is selected. If the diamond angles from the HUD and either laser,
HUD update position errors are already displayed when radar, CARA, or sequence point range, depending
ALG is selected, they are accepted. on the priority weapon delivery range source
selected when the pilot selects an ALG designation
When in NAV/INST master mode, ALG can be selected from the HUD using the TDC. The point overlaid
from the HSI format by pressing and releasing PB 5 (ALG). by the reticle or TD diamond is computed as the
The intended touchdown point is then selected via a NAV ALG target position.
data target designation, radar designation, targeting pod
designation, or a HUD designation as described below: Once the point is designated, the desired inbound course is
set by pressing and releasing PB 14 and PB 15 on the HSI
a. NAV data target designation is performed while in format to increment or decrement the course, entry on the
ALG steer mode with no prior target designated UFC and scratchpad transfer to PB 14 or PB 15, or selection
using stored target point data when the aircrew of the A/G RDR format and positioning the PSL on the
selects a new point as the current destination or designated point and aligning the PSL vector with the
stored range and bearing data and the current runway using the TDC. The ADCP then plots a position 10
mission navigator position when the aircrew nm from the designated point, marks it as the FAF, and
chooses the select target offset point as the current provides steering cues to the FAF. A rectangular runway
destination. symbol is displayed on the HSI format plan arrow as well as
b. Radar designation is performed using A/G radar a tick mark to represent the FAF. If CDI mode is selected in
maps (RBM, HRM patch, and GMT) while cursor ALG, the runway symbol and tick mark are not displayed.
function TGT is selected. If the sequence point After the aircraft reaches the FAF, the system provides
selected on the A/G RDR format is a target, the guidance to the runway based on the specified course.
range to the cursor provided by the radar is used to
compute the target position. If the sequence point When the ALG point is designated, the NAV data block on
selected on the A/G RDR format is a target offset, the HSI format, ADI format, and HUD provide ALG data.
the range to the cursor plus the range from the

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ECSMU

ENHANCED CRASH SURVIVABLE MEMORY UNIT (ECSMU)

OPERATION. ECSMU IN TEST is displayed horizontally between PB 1

and PB 15 (figure 1-120).
The Enhanced Crash Survivable Memory Unit (ECSMU)
acquires aircraft data from a variety of sources for the NOTE
purpose of recording intercom audio, tracking mishap data,
VRAMS (PB 5) and ECSMU (PB 16) are only
loads and fatigue data, and engine data, with no input from
displayed on the ground. Once airborne they are
the aircrew. VRAMS is the data acquisition system that
not displayed; therefore, an IBIT cannot be
obtains these various analog/discrete data and mux bus
performed.
interfaces. These inputs are converted into a digital signals
and forwarded to the ECSMU. This data is stored in the
FAULTS.
ECSMU, which is designed to withstand fire and impact
conditions. An Underwater Locator Beacon (ULB) is
Faults unambiguously isolated to the ECSMU during either
attached to the ECMSU. Upon activation by submersion in
BIT are displayed on the upper level BIT format as
fresh or saltwater, the ULB is designed to transmit a locator
ECSMU*. Further information is available on the ECSMU
signal for a minimum of 30 days. The recorded data can also
detail BIT format. Failures which cannot be isolated
be read through the ADCP and VRAMS interface.
between VRAMS and ECSMU are reported as dual failures
on the upper level BIT format as VRAMS* and ECSMU*.
The system begins recording cockpit voice when the aircraft
Further information is available by selected the ECSMU
power is applied. The aircraft data recording system
detail BIT format, and/or the VRAMS detail BIT format.
samples and processes the data prior to recording giving
recording priority to the cockpit voice. Data recording stops
when weight is on the landing gear and both throttles are DATA.
placed off.
When the ECSMU mishap allocated memory is 100% full,
The system samples and stores aircraft parameters from the new mishap data is recorded over the oldest data in a
ADCP along with parameters from the flight control system, circular fashion so that the most current data is retained.
fuel system, and various cautions. Three types of data and When the intercom audio allocated memory becomes 100%
special events are stored. full, new intercom audio is recorded over the oldest
intercom audio, so that the most current audio data is
BIT. retained.

DATA DOWNLOAD.
The ECSMU is included in the AUTO BIT sequence and
the aircrew can perform IBIT. From the BIT1 format the
Data downloading consisting of voice, loads, fatigue, and
aircrew selects ECSMU (PB 16), this initiates IBIT on the
engine data are automatically stored on the VRAMS. The
ECSMU. This launches the ECSMU IBIT format, and
data may be downloaded by maintenance after a special
event or a regularly scheduled basis.

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 CSTO SR1F-15SA-1-2
ECSMU

ECSMU BIT

Figure 1-120

Change 4 1-303
CSTO SR1F-15SA-1-2
ECS

ENVIRONMENTAL CONTROL SYSTEM (ECS)

EXTERIOR LIGHTING. ANTI-COLLISION LIGHTS.

There are three red/covert anti-collision lights, one on the

Exterior lights are controlled from either the exterior lights
leading edge of each wing just outboard of the air intake and
control panel or the miscellaneous control panel, both on the
another just below the tip of the right vertical tail fin. The
left console in the FCP.
anti-collision lights are controlled by a single toggle switch
on the exterior lights control panel labeled
DUAL MODE LIGHTS.
ANTI-COLLISION. The switch positions are OFF and ON.
The F-15SA has dual mode (visible and covert) LED
FORMATION LIGHTS.
position lights, anti-collision lights, vertical tail flood lights
and electroluminescent formation lights. Each dual mode
Six green covert electroluminescent formation light
exterior light is controlled by individual on/off/dim control
locations are provided. The upper half of the formation light
switches and a MODE switch located on the exterior lights
is the visible section The lower dark half is the covert
control panel. The MODE switch controls the dual mode
section. One light is on each wingtip behind the position
light function as follows:
light, one light is on each side of the forward fuselage just
forward of the engine intake, and lights on each side of the
NORM Lights operate in visible mode
aft fuselage just aft of the wing trailing edge.
COVERT Lights only visible using night vision gog-
The formation lights are controlled by the FORMATION
gles
knob switch on the exterior lights control panel:
OFF All lights are off.
OFF Lights are off
POSITION LIGHTS.
1-5 Guide numbers for varying brightness from
off to full bright
The position lights include a green/covert light on the
forward edge of the right wing tip, a red/covert light on the
BRT The lights are at full brightness.
forward edge of the left wing tip, and a white/covert light
just below the tip of the left vertical tail fin. The position
VERTICAL TAIL FLOOD LIGHTS.
lights are controlled by a knob on the exterior lights control
panel labeled POSITION:
Two white/covert vertical tail flood lights are installed on
the right and left aft fuselage to illuminate the vertical tails
OFF Lights are off
during night join-ups and formation flying. They are
controlled by a single switch on the exterior lights control
1-5 Guide numbers for varying brightness from
panel labeled VERT TAIL FLOOD:
off to full bright
OFF Lights are off
BRT Lights are at full brightness FLASH The
lights flash at full brightness.
DIM Lights are on in a dimmed condition

BRT Lights are at full brightness.

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 CSTO SR1F-15SA-1-2
LIGHTING
LANDING AND TAXI LIGHTS. When the UFC dimmer is rotated clockwise past a preset
position, the EMD switches into night mode (transition
The landing and taxi lights are on the nose gear strut. They takes a few seconds). In night mode, the EMD backlight is
are controlled by a toggle switch on the miscellaneous controlled by the UFC dimmer position. Night mode
control panel. The lights are off, regardless of switch brightness is lower than day mode brightness, even at the
position, when the landing gear handle is in the up position. maximum dimmer position. When the dimmer is rotated
counterclockwise below a certain position, the EMD
transitions back into day mode (transition takes a few
seconds). Engine monitor data is displayed as NVG green
characters on a black background, internally illuminated or
backlit.
Due to potential overheat damage; minimize
landing light use during ground operations. INSTRUMENT LIGHTING.
OFF Lights are off Integral lighting is provided for all instruments and panels
on the FCP instrument panel including the MPD, MPCD,
LDG LIGHT If the landing gear handle is down, the land- UFC, circuit breaker panels, and the HUD. Integral lighting
ing light is turned on is also provided to the radio call, emergency hook and
emergency vent panels. Instrument lighting is provided to
TAXI LIGHT If the landing gear handle is down, the taxi the FCP standby compass whenever the STBY COMP
light is turned on. switch is ON. RCP integral instrument lighting is provided
for all instruments and panels on the rear instrument panel
INTERIOR LIGHTING. including the MPD/MPCD. Integral lighting is also
provided to the UFC, the command selector valve panel, the
emergency hook panel and the radio call panel. The lights
Except for the utility floodlights, UFC display lighting, and
are controlled by the instrument panel lights knob in either
the EMD display lighting, all of the interior lighting controls
cockpit, labeled INST PNL, which provides variable
are on the interior lights control panel on the right console
lighting between positions OFF and BRT.
in each cockpit. Each display (MPD, MPCD, or HUD) has
independent brightness control for the display area.
CONSOLE LIGHTING.
The UFC dimmer on the interior lights control panel in the
The console lights are controlled by the CONSOLE knob in
FCP controls brightness on the UFC panel, HUD panel, and
either cockpit which provide variable lighting between
the EMD.
positions OFF and BRT.
UPFRONT CONTROL DISPLAY LIGHTING.
STORM/FLOOD LIGHTING.
The UFC Liquid Crystal Display (LCD) consists of six
Four storm/flood lights are provided in the FCP and two in
display rows. A brightness (BRT) control provides a full
the RCP for secondary lighting. The FCP has a light above
range of adjustment for night utilization. Backlighting in
each console and two above the main instrument panel. The
daytime is not required because the LCD is a reflective type
RCP has one light above each console. The lights in each
display. The UFC contains a photo sensor which
cockpit are controlled by the storm/flood lights knob labeled
automatically turns off the backlight in daytime lighting
STORM FLOOD, which provides variable lighting between
conditions.
OFF and BRT. In either cockpit, if the
warning/caution/advisory lights are in the dimmed
EMD LIGHTING.
condition, moving the storm/flood lights knob to full BRT
causes the warning/caution/advisory lights to revert to full
For day operation, the UFC dimmer is in the full
intensity, regardless of the position of the WARNING
counterclockwise position. At this setting, the EMD
CAUTION control knob.
backlight is automatically adjusted based on the ambient
light as detected by a photo sensor on the display. This is
defined as day mode for the EMD.

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LIGHTING
UTILITY FLOOD LIGHTS. warning/caution/advisory lights from bright intensity (day
mode) to the low intensity range (night mode), and then to
A portable utility flood light is provided in each cockpit and vary the brightness within the low intensity night mode. The
is normally stowed on a bracket above the right console. An control is labeled WARNING CAUTION and is variable
alligator clip attached to the light may be used to fasten the between the OFF position and BRT (bright), with a
light to various locations in the cockpit at the crew members momentary RESET position at the maximum clockwise
discretion. The utility light in the FCP is the only cockpit position. Variable lighting is provided for the night mode
light designed to illuminate the cockpit which operates from whenever the INST PNL knob is not OFF, the STORM
JFS generator power. FLOOD lights knob is not full BRT, and the WARNING
CAUTION knob is set to RESET and then varied between
STANDBY COMPASS LIGHT. OFF and BRT. The dimmed night lights revert back to the
bright day mode when main aircraft power is interrupted,
Lighting for the FCP standby compass is controlled by the INST PNL lights are turned OFF, or the STORM FLOOD
STBY COMP switch and the INST PNL knob. With the lights are full BRT. The MASTER CAUTION light is also
STBY COMP switch ON, variable lighting is provided dimmed in the night mode, but intensity cannot be varied.
between positions OFF and BRT of the INST PNL knob. In
the RCP, although a STBY COMP switch is provided, there In the day mode, this control also permits the pilot to vary
is no standby compass installed. the intensity of the LOCK/SHOOT lights on the canopy
bow. In this mode and in a high ambient light environment,
CHART LIGHTS. the pilot must be aware the LOCK/SHOOT lights can be set
too dim to be seen. Also, when the pilot selects the low
A chart light is provided in the FCP on the canopy bow and intensity night mode, the LOCK/SHOOT lights are
in the RCP above the right console. The lights, which disabled.
illuminate maps and other documents on the crew members
knee board, are mounted by adjustable positioning joints. LIGHTS TEST SWITCH.
The lights are controlled by the CHART LT knob in either
cockpit, which provides variable lighting between positions A lights test switch, labeled LT TEST, is provided to test the
OFF and BRT. warning/caution/advisory lights. If in the low intensity night
mode, the lights test at the dimmed setting, as controlled by
DISPLAY LIGHTING SWITCH. the WARNING CAUTION control knob.

A DISPLAY switch is provided in each cockpit which OFF Removes power from lights test circuit
controls the maximum illumination level for the
MPD/MPCD displays. The positions are DAY and NIGHT. ON Serviceable warning/caution/advisory lights
In daylight conditions, the displays may be too dim to see (including RCP LEFT/RIGHT ENGINE
when the switch is in the NIGHT position. FIRE lights) come on.

When NIGHT is selected, the MPD/MPCD/RSD displays NOTE

dim their illumination to night conditions. Reselecting DAY
setting after the displays are set to night requires manually During twilight operations, with the
adjusting the contrast and brightness to appropriate daylight warning/cautions dimmed, the FIRE light may be
view. This ensures that the MPD/MPCD/RSD displays do difficult to see.
not cause NVG blooming if the lighting switch is placed in
the DAY setting during night or NVG operations. NIGHT VISION COMPATIBLE LIGHTING.

WARNING/CAUTION LIGHTS CONTROL KNOB. Cockpit displays, control panels, and lights are compatible
for use with NVG.
A control is provided in each cockpit on the interior lights
control panel to independently switch the

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 CSTO SR1F-15SA-1-2
MSOGS

MOLECULAR SIEVE OXYGEN GENERATING SYSTEM (MSOGS)

The MSOGS provides a continuously available supply of The concentrator monitor/controller controls BOS fill
breathing gas for the aircrew. MSOGS uses engine bleed air operation, checks control valve operation and performs
that is cooled by the ECS, and filters out the nitrogen and powerup and continuous BIT. It also measures the oxygen
other pollutants to provide oxygen enriched breathing gas. concentration of the product gas and activates a caution
Preconditioned bleed air from the water extractor portion of signal if below acceptable breathing levels.
the air cycle air conditioning system is the only source of air
to the MSOGS.
BACKUP OXYGEN SYSTEM (BOS).
To ensure the proper amount of inlet air is available for
powerup BIT and eliminate false concentrator BIT latches, The MSOGS automatically switches to the BOS in the case
MSOGS should be run only after the second engine has of concentrator failure, loss of both bleed air sources or loss
successfully completed the startup sequences. MSOGS of electrical power. When fully charged, it provides at least
consists of an oxygen concentrator (the molecular sieve 16 man-minutes (8 minutes per crew member) of oxygen
filter) and an integral, selfcharging Backup Oxygen Supply enriched breathing gas.
(BOS). Each crew member has a panel mounted oxygen
breathing regulator. The breathing gas is continuously NOTE
sampled by a MSOGS monitor/controller to insure that the
oxygen concentration of the output gas is above acceptable If the system switches to BOS due to the loss of
levels. Electrical power for MSOGS is supplied from the bleed air, there may be a momentary restriction felt
aircraft Essential Bus. during inhalation as the system switches from the
primary MSOGS to the BOS if the respective
oxygen regulator is in 100%.
MSOGS CONCENTRATOR.
The system is also expected to switch to the BOS during
The MSOGS concentrator contains dual beds of molecular low bleed air pressures such as single engine/single bleed
sieve materials. Pressurized air is cycled through the beds source idle descent. This does not constitute a system
by an electrically driven valve. Nitrogen is removed and failure, even though the oxygen caution illuminates. The
dumped overboard while the remaining output of oxygen system returns to normal and the caution light goes out if
rich breathing gas is supplied to the aircrew. The sufficient bleed pressure is provided by advancing the
concentrator contains a three-way valve that normally throttle slightly or returning to both bleed sources.
allows the output of the molecular sieve beds to be supplied
to the crew but automatically switches to the BOS during a The BOS is automatically recharged whenever MSOGS is
system failure. producing at least 93% oxygen enriched gas and adequate
inlet pressure is available to the concentrator. When
NOTE charged, the BOS is the breathing gas source if the oxygen
system is used on the ground prior to engine start. A BOS
The MSOGS is not specifically designed to filter check can be performed to monitor BOS pressure and
out all possible contaminants that can be system operation. BOS cannot be manually selected other
introduced into the ECS. Contaminants such as than by the BOS check. An empty BOS does not begin to
hydraulic fumes can also can be introduced through charge unless the oxygen regulator gauge is reading
the ECS by other aircraft system failures. approximately 28 psi or greater.

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CSTO SR1F-15SA-1-2
MSOGS
With the throttles set at 77-78%, and the air source knob in Critical failure during continuous BIT automatically
BOTH, selecting anti-fog HOT and manual full COLD on switches the system to BOS and activates the OXYGEN
the air conditioning control panel may boost the MSOGS caution and MASTER CAUTION light. When the cause of
pressure enough to initiate BOS charging if desired during the critical failure has subsided, the system automatically
cold weather ground idle operation. Due to cold weather switches out of BOS, (OXYGEN caution and MASTER
(below +10ºF) ground idle operations, the BOS pressure is CAUTION light go off) and resumes normal operation.
not expected to exceed 200 psi. However, the BIT indicators on the MSOGS concentrator
and the MSOGS status on the ASD remain latched. During
a critical failure, the BOS cannot be manually overridden
MSOGS BIT. using the BIT button.

PBIT. Noncritical failures are monitored but do not require any

aircrew actions. Noncritical failures that require
PBIT is a self test of the MSOGS system that is maintenance action trip BIT indicators on the MSOGS
automatically performed when electrical power is on the concentrator and the MSOGS status on the ASD. The
aircraft, adequate pressure is available to the concentrator, OXYGEN caution and MASTER CAUTION light do not
and the FCP regulator is turned on. The powerup BIT lasts come on for noncritical failures.
approximately 3.5 minutes. When successfully completed,
the green OXY BIT light on the right console in both BOS CHECK.
cockpits comes on. The light may be reset by pressing and
releasing the OXY BIT button/light two times in the FCP The BOS check provides the aircrew the capability to check
only. If powerup BIT fails, the OXYGEN caution and the BOS pressure, the caution circuitry, and the concentrator
MASTER CAUTION lights come on. Power-up BIT can be three-way valve operation. Pressing and releasing the OXY
restarted by turning the FCP regulator OFF (more than 1 BIT button toggles the concentrator three-way valve
second) and back ON. allowing BOS gas to be supplied to the regulator and BOS
pressure to be read on the regulator gauge. After BOS
CONTINUOUS BIT. pressure is read, pressing and releasing the OXY BIT
button/light a second time returns the gauge to normal
The monitor controller performs continuous monitoring of system operation. During this check, the OXYGEN caution
the oxygen concentration, conducts periodic checks of other and MASTER CAUTION light come on. The BOS check
system parameters, and verifies BOS charging capability. must be performed prior to taxi. The pressure reading may
The minimum acceptable oxygen concentration is 34% at be as high as 450 psi when fully charged. Once the OXY
sea level and increases as cabin altitude increases up to BIT button is released, several breaths are required before
approximately 94% oxygen. The monitor/controller checks the gauge reads the normal concentrator operating range (10
for two types of failures: critical and noncritical. to 60 psi).

Critical failures are:

MSOGS REGULATOR.
a. Low product gas oxygen concentration
b. Low concentrator outlet pressure The MSOGS regulator is a diluter-demand, g-compensated
c. Failed pressure sensors for concentrator output, oxygen regulator similar to the standard CRU-73/A.
BOS and cabin pressure Modifications were made to provide positive pressure
d. Oxygen sensor accuracy faults breathing (PBG) as a function of g-forces. The PBG
e. Software faults. function is activated via a pressure signal from the anti-g
valve.

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 CSTO SR1F-15SA-1-2
MSOGS
SUPPLY/MODE CONTROL LEVER. TEST MASK Spring loaded, momentary position that
must be held to provide positive pressure
A three-position lever located on the right side of the to test mask seal.
regulator panel controls the flow of breathing gas to the
crew member. FLOW INDICATOR.

OFF Electrical power is removed. No breathing The flow indicator on each regulator panel alternately shows
gas is provided to the crew member. white for flow and black for no-flow with each breath under
normal conditions. Continuous black indicates no
ON Supplies breathing gas to the crew mem- air/MSOGS gas flow is being furnished and continuous
ber on demand and positive pressure white indicates a leak in the system.
breathing as a function of altitude. The
FCP lever also supplies electrical power to PRESSURE GAUGE.
the concentrator.
The pressure gauge indicates the inlet supply pressure to the
PBG Same function as ON plus provides posi- regulator. After powerup, the normal pressure is 10 to 60
tive pressure breathing as a function of g. psi, as indicated by the green band on the face of the gauge.
The pressure fluctuates with the breathing cycle. If the
DILUTER LEVER. concentrator is not electrically powered, or the BOS system
is the source of the breathing gas, the pressure gauge
A two-position lever, located in the center of the regulator indicates the gas pressure of the BOS. This pressure
panel, controls the mixture of MSOGS gas and ambient depends on the length of time BOS is in use, and is a
cabin air. relative indication of BOS quantity. A fully charged BOS
indicates approximately 450 psi on the gauge. Breathing
100% No dilution of MSOGS breathing gas is from the BOS is possible with BOS pressure as low as 20
provided. psi.

NORMAL MSOGS gas and cabin air are mixed as a

function of altitude. OXYGEN HOSE STOWAGE FITTING.

EMERGENCY LEVER. An oxygen hose stowage fitting is provided in the front and
RCP above and outboard of the right console. The oxygen
A three-position lever located on the lower left of the must be stowed in this fitting at all times when not in use to
regulator panel. prevent hose contamination and damage to the console by a
flailing hose.
EMERGENCY Provides continuous positive pressure to
the mask as well as the same regulator
functions operation provided in NOR-
EMERGENCY OXYGEN SUPPLY.
MAL.
A 10 minute supply of oxygen is furnished by a gaseous
NORMAL Provides normal breathing gas flow on oxygen storage bottle on the left rear of each ejection seat.
demand. The supply is activated automatically on ejection, or is
activated manually by pulling the emergency oxygen ring
just forward of the bottle on the left seat arm rest.

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CSTO SR1F-15SA-1-2
ECS

ENVIRONMENTAL CONTROL SYSTEM (ECS)

The ECS provides conditioned air and pressurization for the L ENG Shuts off bleed air from the right engine.
avionics cooling, windshield anti-fog, windshield anti-ice,
anti-g suit operation, and cockpit, canopy seal, and fuel R ENG Shuts off bleed air from the left engine.
pressurization. The ECS uses engine bleed air from both
engines for normal operation. Ram air cooling is OFF Shuts off bleed air from both engines and
automatically supplied to the avionics whenever compressor shuts down the ECS turbine.
inlet duct pressure drops. Manual switching to ram air
cooling for the avionics may be accomplished by selecting
OFF on the air source knob or TEMP switch located on the
air conditioning control (AIR COND) panel. See foldout
section for the ECS schematic.
The Bleed Air Overtemp Protection System does
not track if a bleed air shutoff valve or engine is
ECS vents and louvers are located on the center instrument
manually turned off, and results in a dual bleed
panel and along the canopy rails in both cockpits.
shutdown if the opposite side subsequently
p overtemps.

AIR CONDITIONING
CONTROL PANEL

Selecting OFF on the air source knob or TEMP

switch automatically switches avionics from
normal cooling to ram air cooling. Normal
MSOGS operation is lost and overheat damage to
the avionics may occur. Automatic switchover to
the BOS operation occurs. Monitor oxygen
pressure and the ACMU temperature on the ENG
format.

COCKPIT TEMPERATURE
CONTROL.
Cockpit temperature is controlled by the temperature control
knob and TEMP switch on the AIR COND panel.
Figure 1-121
AUTO Cockpit temperature is automatically
AIR SOURCE KNOB. maintained at the temperature selected on
the control knob.
The air source knob (figure 1-121), on the AIR COND
panel on the right console, selects the engine bleed air MAN Cockpit temperature may be manually
source for the ECS system. changed with the control knob, but is not
automatically maintained.
BOTH Supplies bleed air from both engines.

1-310 Change 4
 CSTO SR1F-15SA-1-2
ECS
OFF a. Turns off ECS air to the cockpit, avion- BLEED AIR CAUTIONS.
ics, MSOGS, and windshield antifog.
b. Avionics cooling automatically The L and/or R BLEED AIR caution is displayed on the
switches to ram air. MPD/MPCD when a bleed air leak is detected between the
c. The canopy seal, fuel pressurization, engine and the primary heat exchanger.
anti-g, and windshield anti-ice con-
tinue to operate.
d. Shuts down the ECS turbine. COCKPIT PRESSURIZATION.

AIR FLOW SELECTOR SWITCH. Control of the pressure schedule by the cockpit pressure
regulator is automatic. The cockpit pressure schedule is
shown (figure 1-122).
The air flow selector switch (figure 1-121) allows three
cockpit flow selections:
COCKPIT PRESSURE ALTIMETER.
MAX Maximum air flow
The pressure altitude of the cockpit is indicated on a
NORM Normal air flow 0-50,000 foot pressure altimeter on the FCP right main
instrument panel and the RCP left sub-panel.
MIN Minimum air flow.
NOTE
Flow selection is at the discretion of the aircrew. The change
in flow from MIN to MAX is not always perceptible to the Pressurization overshoots of up to 2000 feet may
aircrew. be noticed on ascents above 8000 feet. The
overshoot will settle back to 8000 feet within 30
seconds. This is a normal indication that does not
affect cockpit pressurization and does not cause
any aircrew discomfort.

COCKPIT PRESSURE SCHEDULE

Figure 1-122

Change 4 1-311
CSTO SR1F-15SA-1-2
ECS

AVIONICS COOLING MONITOR

UNIT (ACMU) FORMAT

Figure 1-123

AVIONICS PRESSURIZATION AND flight, particularly at high power settings, or during idle
descents. During ground operations with an engine in SEC,
TEMPERATURE. an ECS caution may occur due to reduced bleed pressure at
the lower engine RPM. When the ECS caution comes on
The pressurization and temperature control of the avionics during single engine operation on the ground and stays on
system is automatic. for 25 seconds, selected avionics equipment is automatically
turned off. The ECS caution occurs when either the ACMU
AVIONICS COOLING MONITOR UNIT (ACMU). temperature exceeds preset thresholds or a no airflow
condition is detected. The temperature thresholds are
The ACMU temperature is displayed on the engine format controlled by the ADCP. In the air, the threshold is set to
(figure 1-123). The temperature is displayed during all 126º. On the ground, the threshold is 155º. If either
operational modes. The displayed temperature range of the threshold is exceeded for 30 continuous seconds, the
display is 0° to 200°F. Values below this are displayed as ACMU TEMP on the ENG format turns yellow and the
three dashes (---), while values above 200°F are displayed ECS caution, MASTER CAUTION, and voice alert occurs.
as three plus signs (+++). If the ECS caution is set, the On the ground, to avoid nuisance ECS cautions and to allow
ACMU temperature turns amber and is boxed until the ECS time for an initial cool down period, the threshold is
caution clears. temporarily set to 167ºF for 2-1/2 minutes following any
ADCP power-up or reset. After 2-1/2 minutes, the ACMU
threshold resets to 155ºF. Additionally, the no airflow
ECS CAUTION. detection and an ACMU temperature threshold of 167ºF
with no time delay is direct wired to set the ECS caution in
The ECS caution warns of overtemperature or low air flow case the ADCP is not operating.
of the avionics cooling air. With the ECS operating
normally, the ECS caution may come on during low speed

1-312
 CSTO SR1F-15SA-1-2
ECS

EMERGENCY VENT CONTROL HANDLE

Figure 1-123

DISPLAY FLOW LOW CAUTION. handle also shuts off ECS air to the cockpit and diverts all
ECS cooling air to the avionics. Extension of the handle
allows ram air to enter the cockpit and, if weight off wheels,
The display flow low caution warns of inadequate cooling
shuts off ECS air to the cockpit and diverts all ECS cooling
air flow to the cockpit displays. The DSPL FLO LO caution
air to the avionics.
lights are located on the warning/cautions/advisory lights
panels in each cockpit (ADCP) or on the MPD/MPCD
The amount of cockpit ram air flow is controlled by how far
(ADCP II).
the handle is extended. If the handle is pushed in and rotated
clockwise (CW), normal ECS operation is restored.
A differential pressure switch monitors the difference
between cabin pressure and display cooling line pressure. If
the differential pressure drops below a required value, the ANTI-G SYSTEM.
cockpit display cooling flow is assumed low and the caution
illuminates. The caution light remains on until adequate The anti-g system is automatic and delivers cooled bleed air
differential pressure is restored (ADCP). The low pressure to the anti-g suit. The airflow into the suits is proportional to
differential must exist for 30 seconds before the DSPL FLO the g force experienced. A manual inflation button in the
LO MPD/MPCD caution comes on (ADCP II). valve allows the aircrew to inflate the suit for checking the
system. The system incorporates an automatic pressure
NOTE relief valve.
The DSPL FLO LO panel caution is disabled
except when performing a light test (ADCP II). WINDSHIELD ANTI-FOG.

EMERGENCY VENT CONTROL. Windshield anti-fog air is supplied when cockpit air
conditioning is operating. The anti-fog air temperature may
be regulated by the pilot with the anti-fog switch. If the
The emergency vent handle (figure 1-124) on the right main
emergency vent handle is turned 45° CCW and pulled,
instrument sub panel, electrically dumps cabin pressure
windshield anti-fog hot air is automatically selected.
when turned 45° CCW. If weight-on-wheels, turning the

Change 4 1-313
CSTO SR1F-15SA-1-2
ECS
ANTI-FOG SWITCH.

The ANTI-FOG switch allows the pilot to select a range of

temperatures for anti-fog air. The switch is electrically held
The bleed air over-temperature protection system
in the HOT or COLD position and automatically resets to
does not track if a bleed air shutoff valve or engine
NORM when electrical power is lost.
is turned off manually and results in a dual bleed
shutdown if the opposite side subsequently exceeds
NORM Anti-fog air is supplied at normal tempera-
operating limits and is automatically shut off.
ture (70°F).
If an over-temperature of the ECS air is detected, the
HOT Anti-fog air temperature is fixed at 133°F.
respective L ECS TEMP and/or R ECS TEMP caution(s)
appear on the MPD/MPCD along with the associated
COLD Anti-fog air temperature is regulated by
MASTER CAUTION light/voice alert. An ECS* indication
the temperature control knob and the
on the BIT format also occurs. The bleed air source of the
TEMP switch. With the TEMP switch in
first side detected automatically shuts down. Shutting off the
AUTO, the temperature control knob
source with the over-temperature condition reduces the
ranges from 35°F to 100°F. With the
temperature on the downstream bleed air components to
TEMP switch in MAN, the temperature
limit potential damage and maintain temperatures below the
control knob ranges from 0°F to 140°F.
Auto-Ignition Temperature (AIT) of fuel, oil and hydraulic
fluids. To determine which bleed source is actually shut off,
The position of this switch is at the pilot’s discretion for his
refer to the BIT/DETAIL/ECS format. Either L ECS TEMP
own comfort. If the switch is in the COLD position and a
FAIL or R ECS TEMP FAIL is displayed to indicate which
condition where windshield fogging is anticipated, select
bleed air source valve is commanded to close.
HOT.
On the ground, the valves are automatically reset with an
BLEED AIR OVERTEMP PROTECTION SYSTEM.
ADCP power cycle following a detected overtemperature
condition. Airborne, the aircrew may manually perform a
Two temperature switches are installed to monitor
reset of the bleed air shutoff valves to attempt to provide
preconditioned ECS air downstream from the primary heat
normal ECS operation during the return to base. The bleed
exchangers on the left and right side of the aircraft. Refer to
air shutoff valves can be manually reset by selecting ECS
the Environmental Control System foldout. These switches
TMP RST (PB 15) on the BIT/DETAIL/ECS format (figure
monitor the conditioned bleed air temperature and
1-125). ECS TMP RST is only displayed if an
automatically close the engine bleed air shut off valves on
overtemperature condition is detected and a bleed air source
the affected side whenever the bleed air temperature
is automatically commanded off. Selecting ECS TMP RST
exceeds approximately 540°F below 50,000 feet. The
boxes the legend for 5 seconds and then all caution and BIT
system only shuts off the first side to exceed the limit. It
indications are removed and the associated bleed air valve
does not command a dual bleed shutdown in the event that
reopened. After 20 seconds, if the over-temperature
both sides experience an overtemperature simultaneously.
condition still exists, indications reoccurs.

1-314 Change 4
 CSTO SR1F-15SA-1-2
ECS
Above 50,000 feet the cautions do not activate and the bleed LIQUID COOLING SYSTEM (LCS).
air valves does not close. The ECS* indication on the BIT
format still occurs and the BIT/ DETAIL/ECS format The radar, IRST, and DEWS (LRU1) utilize liquid cooling
displays L AIT VALVE FAIL and/or R AIT VALVE FAIL for normal operation. If a LCS low system pressure
to indicate that the respective AIT valve is unable to condition is detected (coolant leak or pump failure), the
adequately control the bleed air temperature and an LCS pump is automatically shut down and LCS SHUTOFF
over-temperature condition is detected. This is aircrew caution is displayed on the MPD/MPCD along with the
information only and no action is required. associated MASTER CAUTION light/voice alert. An ECS*
indication on the BIT format also occurs. The detail ECS
BIT format displays LCS PRESSURE FAIL when the fluid
pressure drops to less than 68 psi and the pump is
automatically shut off. The only way to clear the LCS
SHUTOFF caution is an ADCP power cycle with
weight-on-wheels.

Change 2 1-315
CSTO SR1F-15SA-1-2
ECS

ECS BIT FORMATS

Figure 1-124

1-316 Change 4
 CSTO SR1F-15SA-1-2
BOARDING STEPS

BOARDING STEPS

A boarding step position indicator on the left canted buttons. One release button is located inside the top kick-in
bulkhead displays UP when the steps are retracted and step and another release button is located on the retractable
DOWN when the steps are extended. The retractable step door. Pressing either button allows the steps to free fall
boarding steps are released by pressing one of two release to the down position as shown (figure 1-126).

BOARDING STEPS

Figure 1-126

1-317
CSTO SR1F-15SA-1-2
CANOPY

CANOPY SYSTEM
The cockpit area is enclosed by a clamshell type canopy and desired, and then operating the hand pump in the nose
an impact resistant windshield. Refer to foldout section for wheelwell.
ejection seat illustration. The main components of the
canopy system are a hydraulic actuator which provides For ground egress with accumulator hydraulic pressure
manual and powered operation of the canopy, a locking depleted, the canopy can be opened by placing the internal
mechanism, and a pyrotechnic canopy remover for canopy control handle to UP and then pushing up on the
emergency jettison. Latches on the canopy frame and along canopy. A nitrogen charge in the canopy actuator aids in
the lower edge of the canopy engage fittings on the cockpit opening the canopy manually.
sill structure to lock the canopy to the fuselage. An
inflatable seal, installed around the edge of the canopy INTERNAL CANOPY CONTROL HANDLE.
frame, retains cockpit pressure when the canopy is locked.
The canopy control handle has four positions: LOCKED,
DN, HOLD, and UP. The front and rear handles are
NORMAL CANOPY SYSTEM. interconnected and follow each other in position when one
handle is moved.
For normal canopy operation, an internal canopy control
handle (figure 1-127) is provided on the right side of the LOCKED Causes a hydraulic block, therefore it is
cockpit under the canopy sill in both cockpits. For operation necessary to have the canopy against the
of the canopy from outside the aircraft, an external canopy windscreen before placing the handle in
control handle is located on the left side of the aircraft LOCKED. Placing the handle to the
below the canopy. The external canopy control handle LOCKED position mechanically locks
duplicates operation of the internal canopy control handle. the canopy.
The internal and external canopy control handles are used to
lock the canopy mechanically by placing the handle to UP Raises canopy to maximum open posi-
LOCKED (Internal) or LOCK (External) from the DN tion. If selected from the LOCKED posi-
position, once the canopy is fully closed. tion, the canopy first unlocks, and moves
1.5 inches aft before rising.
The canopy may not fully close with hydraulic pressure if
ambient temperature is below 32°F. In this case, and after
attempting to close the canopy mechanically, the pilot may
assist the canopy in fully closing. With canopy down on the
sills, and the internal control handle set to DOWN, grab
hold of the two handles on the forward arch of the canopy Due to possible canopy misrigging, pulling the
and shove the canopy forward. Once the canopy moves fully handle aft beyond the UP position may not allow
forward, the control handle may be moved to the LOCKED the canopy to open. If the canopy does not open,
position after waiting 10 seconds. move the canopy handle as necessary to open the
canopy.
An accumulator provides hydraulic power for powered
operation of the canopy (2½ to 3 cycles) when utility DN Lowers canopy full down, and forward
hydraulic pressure is not on the aircraft. The accumulator against the windscreen.
may not fully close the canopy if the ambient temperature is
outside the 30°F thru 110°F range. A hand pump is installed HOLD Creates a hydraulic lock and stops the
in the nose wheelwell to operate the canopy when hydraulic canopy at any point in the open or close
pressure is off and accumulator hydraulic pressure depleted. cycle. This position may be used when
The canopy can be operated without accumulator pressure the canopy is to be left open for an
by moving the external canopy control handle or one of the extended period.
internal canopy handles to the UP or DN position, as

1-318
 CSTO SR1F-15SA-1-2
CANOPY
EXTERNAL CANOPY CONTROL HANDLE. remover, behind the front seat, is designed to safely jettison
the canopy only from the closed and LOCKED position.
The external canopy control handle (figure 1-127) is When the ejection control handle, or either an internal or
normally stowed flush with the fuselage on the left side of external canopy jettison handle is pulled, the remover
the aircraft below the canopy. When the handle retaining mechanically unlocks and jettisons the canopy. Improperly
pushbutton is pushed, the handle springs outboard placed or unsecured items near the canopy remover may
approximately 2 inches from the fuselage. After rotating the actuate the canopy jettison bellcrank causing loss of the
handle full aft to the UP position, the canopy moves slightly canopy.
aft and starts opening. To stop the canopy at any point in its
opening travel, rotate the handle slightly forward from the INTERNAL CANOPY JETTISON HANDLE.
full aft position to the HOLD position. To close the canopy,
rotate the handle forward to the DOWN position. The A black and yellow striped canopy jettison handle is located
LOCK position mechanically locks the canopy and under the left canopy sill just aft of the instrument panel in
produces a hydraulic block in the canopy system. The both cockpits. Pressing an unlock button on the inboard side
handle is stowed flush with the fuselage by manually of the handle and pulling the handle aft fires the canopy
pushing inboard until the retaining latch is engaged. jettison system. The handle, once pulled to the fired
position, is locked in the fired position where it remains
CANOPY UNLOCKED WARNING LIGHTS. locked until the handle and initiator are replaced.

The CANOPY UNLOCKED warning light on the upper EXTERNAL CANOPY JETTISON HANDLE.
right of the instrument panel in each cockpit comes on
whenever the canopy is unlocked or the canopy lanyard The external canopy jettison handle is a T-handle located
connector is disconnected. within an access door just below and forward of the external
canopy control handle, and is used to jettison the canopy
from outside the aircraft (refer to airplane entry/aircrew
EMERGENCY CANOPY SYSTEM. extraction, section III). After pushing a release button to
open the access door, the handle and its lanyard is played
For canopy jettison, a pyrotechnic canopy remover operates out 8 feet from the aircraft and then pulled. This fires the
independently of the normal canopy system. The canopy external canopy jettison system.

1-319
CSTO SR1F-15SA-1-2
CANOPY

CANOPY CONTROL HANDLE

Figure 1-127

1-320
 CSTO SR1F-15SA-1-2
EJECTION SEAT

EJECTION SEAT SYSTEM

The Advanced Concept Ejection Seat (ACES II) is installed mounted canopy breaker provides through the canopy
in each cockpit. Once ejection is initiated, whether dual or ejection capability. The EISS ejects the seats regardless of
single, ejection seat functions are fully automated. One of canopy position (open, closed or in-between).
three recovery modes is automatically selected by the seat
recovery sequencer as shown (figure 1-128). Mode 1 is a
low speed mode during which the parachute is deployed EJECTION SEAT CONTROLS.
almost immediately after the seat departs the aircraft; Mode
2 is a high speed mode during which a drogue chute is first Controls are provided to adjust seat height and lock/unlock
deployed to slow the seat, followed by the deployment of the shoulder harness. Refer to foldout section for ejection
the parachute; Mode 3 is a high altitude mode in which the seat illustration. The ejection seat is equipped with
sequence of events is the same as Mode 2 except that redundant ejection initiators and a canopy breaker in the
man-seat separation and deployment of the parachute is event a through canopy ejection is required. The redundant
delayed until a safe altitude is reached. Ejection injury risk initiators are isolated and independent of each other. Both
parameters are shown (figure 1-129). ejection initiators are initiated simultaneously when an
ejection control handle is pulled.

ELECTRICAL INTERSEAT Under Water Activated Release System (UWARS) is an

SEQUENCING SYSTEM. automatic backup method incorporated to release the
parachute canopy when landing in water. UWARS consists
The aircraft is equipped with an Electrical Interseat of two releases mounted outboard of the Koch connectors
Sequencing System (EISS). The system is developed to on the parachute risers. Each release contains an electronics
improve crew safety during ejection by increasing event package (sensor), battery, cartridge, and canopy release
timing precision, which greatly reduces dangerous ejection fitting. Immersion in water activates the sensors which
situations. This is achieved by replacing the pyrotechnic mechanically release the parachute risers from the aircrew’s
system with an electronic sequencer. The EISS is a passive restraint harness. The normal procedures for connecting and
system and is activated when an ejection is initiated from releasing the Koch fittings are the same.
either forward or aft seat. Upon activation, power is
supplied to the sequencer by either aircraft power and/or
backup batteries. EISS then jettisons the canopy and
complete the desired ejection sequence (Refer to Ejection
Mode Selector). Safeguards and system redundancies are Use caution when handling the harness to protect
designed into the EISS to maintain maximum system the UWARS; do not place the harness up over the
reliability. There are several sets of batteries, any of which top of the ejection seat at any time.
are capable of providing sufficient power to complete an
entire ejection sequence. The sequencer provides primary EJECTION MODE SELECTOR.
and backup timings for the ejection sequence, which
provide the necessary time delays to prevent mid-air An ejection mode selector is provided in the RCP to select
collisions with a jettisoned canopy or other seat, as well as the desired ejection sequence. The different modes allow
front seat ejection prior to rear seat ejection. The system is ejection to either be initiated from the RCP, or provide for
also based on FAILSAFE/FAIL-OPERATE concepts. In the single seat ejection for solo flight. Positioning is
event of system conflict, the EISS defaults to backup accomplished by pulling full aft then rotating the handle
timings and eject the crew in the safest mode possible (AFT counter-clockwise to the desired
INITIATE). If canopy jettison is not sensed by the EISS, the
system fires the seat catapults after a short delay. The seat

1-321
CSTO SR1F-15SA-1-2
EJECTION SEAT
position. The selector locks in NORMAL and AFT control handles, to initiate ejection. Handle over-center
INITIATE mode and requires a SOLO flight safety locking locks at approximately 4 inches (45°) of travel.
pin to select SOLO mode. To release from AFT INITIATE,
pull full aft to provide detent clearance and release. The EJECTION CONTROLS SAFETY LEVER.
selector automatically returns to NORMAL mode. Refer to
foldout section for ejection seat system performance. The ejection controls safety lever is located immediately aft
of the left ejection control handle. With the safety lever
NORM Single rear seat ejection when initiated rotated up and forward both ejection control handles are
(Vertical) from the rear seat. Dual ejection (rear mechanically locked, and a yellow and black checkerboard
seat first) when initiated from the front placard is displayed to the seat occupant reading EJECTION
seat. Forward seat initiation after aft seat CONTROLS LOCKED. With the safety lever rotated aft
ejection results in forward seat ejection and down, the ejection control handles are unlocked and a
with no additional time delays. black and white placard is displayed reading EJECTION
CONTROLS ARMED.
AFT Dual ejection (aft seat first) when
INITIATION initiated from either seat. SHOULDER HARNESS INERTIA REEL.
(Horizontal)
Shoulder harness restraint is provided by a dual strap
SOLO (45 Independent forward and aft seat ejection shoulder harness inertia reel mounted in the seat below the
CCW from (If aft seat ejection is initiated within 350 headrest pads. Automatic locking of the inertia reel occurs
NORMAL) milliseconds after forward seat ejection, a when the reel senses excessive rate of strap playout. Manual
380 millisecond interseat time delay locking and unlocking of the reel is controlled by the
lockout is incorporated to prevent mid-air shoulder harness lock/unlock handle.
collision or injury to the aft crew mem-
ber.) SHOULDER HARNESS LOCK/UNLOCK HANDLE.

SEAT ADJUST SWITCH. The inertia reel control handle on the left arm rest of the seat
is spring tensioned and has two positions.
The seat adjust switch is in each cockpit on the left side of
the cockpit above the console. The switch has the three LOCKED The inertia reel prevents the reel straps
positions of UP and DN and is springloaded to the center off from being extended, and ratchets any
position. Maximum vertical seat travel is 5 inches. The seat slack in the straps back into the reel.
adjustment actuator does not cut off power to the electric This prevents the crew member from
motor at either limit of travel. Release the seat adjust switch leaning forward without first unlocking
when the seat reaches an upper or lower limit to prevent the reel.
damage to the actuator motor.
UNLOCKED The reel allows the crew member to lean
EJECTION CONTROL HANDLES. forward. The inertia portion of the reel
automatically locks the reel when it
There are two ejection control handles, one mounted on senses excessive rate of strap play out.
each forward upper side of the seat. The controls are Once the reel has locked automatically,
interconnected so that actuation of either control initiates the locked condition must be released by
ejection. The ejection control pull force is approximately 45 cycling the control lever to locked and
pounds. Handles need only to be raised approximately 2 back to unlocked.
inches (25°), as measured from the forward edge of the

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 CSTO SR1F-15SA-1-2
EJECTION SEAT
RESTRAINT RELEASE SYSTEM. An AN/URT-44 personal locator beacon is installed in the
kit. The survival kit stows in the seat bucket beneath the
The crew member is held in the ejection seat by a lap belt rigid seat pan. The pan pivots for withdrawal of the kit
and the shoulder harness straps. In addition, two survival kit during seat-man separation. The kit is attached to the crew
retaining straps connect the torso harness to the survival kit member’s harness by attachment fittings on the kit retaining
stored under the rigid seat pan. These straps are not intended straps. A survival kit auto/manual deployment selector,
for crew member restraint. During ejection, the lap belt, located on the inside of the forward right thigh support of
inertia reel straps and seat pan release are automatically the kit, permits the crew member to select either manual or
released by the recovery sequencer prior to seat-man automatic deployment of the kit.
separation.
A
EMERGENCY MANUAL CHUTE HANDLE. (Forward) The kit automatically deploys after
man-seat separation.
The emergency manual chute handle is on the right arm rest
aft of the ejection control handle. With the seat in the launch M
rails, the handle is locked and cannot be pulled out of its (Aft) To deploy the kit after man-seat separa-
stowed position. Once the seat is clear of the launch rails the tion the survival kit release handle on
handle can be used to ballistically deploy the recovery the right rear of the kit must be pulled.
parachute and to release the harness restraints. The handle
must be pulled full travel (approximately 6 inches) to ensure
that the harness restraints release. The parachute is deployed AN/URT-44 PERSONAL LOCATOR
after 2 inches of travel; the restraints are released at 6 BEACON SELECTOR SWITCH.
inches. If the parachute is deployed and the restraints are not
released, ensure that the handle is pulled full travel. Access to the personal locator beacon auto/manual selector
Releasing the lap belt causes partial separation from the is gained through a cutout in the front of the seat pan. The
seat. The manual chute handle is the only way to release the selector is a rocker switch. When the left arm (as viewed by
inertia reel strap. the seat occupant) is pressed, MAN is selected. When the
right arm is pressed, AUTO is selected.
SURVIVAL KIT.
MAN Personal locator beacon does not acti-
vate at man-seat separation.
The survival kit consists of a fabric case which houses a life
raft, rucksack, and an auxiliary container. The life raft and
AUTO Personal locator beacon activates at
rucksack are attached to the survival kit case by a dropline.
man-seat separation.
The auxiliary container, which is for storage of items to be
retained with the crewman, is secured inside the survival kit.

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CSTO SR1F-15SA-1-2
EJECTION SEAT

ACES II EJECTION SEQUENCES

MODE 1 OPERATION 150 KNOTS

Figure 1-128 (Sheet 1 of 2)

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 CSTO SR1F-15SA-1-2
EJECTION SEAT

ACES II EJECTION SEQUENCES (Continued)

MODE 2 OPERATION 600 KNOTS

Figure 1-128 (Sheet 2)

1-325
CSTO SR1F-15SA-1-2
EJECTION SEAT

ACES II EJECTION INJURY RISK

245
240
Increased Risk- Increased Risk-
Limb Flail Seat Structural Failure
220 >400 KTS >500 KTS

Ejection Seat Design Limits

200

Ejection Seat Design Limits

HIGH
BODY WEIGHT (LBS)

RISK
180 LOW RISK MODERATE RISK Avg.
Avg. Major Injury Risk 9% Avg. Major/Fatal Major/Fatal
Injury Risk: 36% Injury Risk
160 >80%

Ejection Seat Design Limits

140

Increased Risk-
120 Limb Flail and Drogue Opening Shock
>320 KTS

103
0 100 200 300 400 500 600 700
AIR SPEED (KTS)

Note: Parachute Fall Injuries Increase Significantly As Aircrew Weight Increases

SAN003-428-1-001

Figure 1-129

1-326
 CSTO SR1F-15SA-1-2
JETTISON

STORES JETTISON SYSTEMS

There are two methods used to jettison stores from the ARMAMENT SAFETY SWITCH.
aircraft: emergency jettison and selective jettison.
Emergency jettison is provided by the EMERG JETT The ARMAMENT SAFETY switch is located on the left
button. Selective jettison is provided by the select JETT console outboard of the anti-g valve. The OVERRIDE
knob/button (A/A, A/G, and COMBAT positions only) in position of the armament safety switch bypasses the landing
conjunction with the MPD/MPCD. gear handle interlock. Aircraft power must be applied to
maintain the OVERRIDE position. This control has no
function in the emergency jettison control circuit.

SAFE Normal circuitry is used.

Emergency jettison of any stores or selective
OVERRIDE The switch is solenoid held until electri-
jettison (A/G or COMBAT) of A/G stores may
cal power is removed, the landing gear
release stores at a Minimum Release Interval
handle is placed UP, or the switch is
(MRI) less than the MRI programmed for normal
placed in SAFE.
weapon release, possibly causing store-to-store
and/or store-to-aircraft collision.
EMERGENCY JETTISON BUTTON.
Regardless of MASTER (arm) switch position, when either
the EMERG JETT or select JETT button (in COMBAT, The EMERG JETT button is located on the center of the
A/A, or A/G position only) is pressed, all arming solenoids front instrument panel to the left of the MPCD. This button,
are automatically deenergized before jettison and all stores when pressed, causes a sequenced jettison of all carted
are jettisoned unarmed. pylons. Although the button is spring-loaded to the normal
position, a means is provided to determine that the button is
For any jettison, press and hold the appropriate jettison not stuck in the jettison position. In the normal position only
button for approximately 1 second or until all stores are the color black on the inside lip of the button guard can be
observed gone via the appropriate format. seen above the button. If the button is stuck in the jettison
position, yellow color can be seen in the switch guard below
JETTISON AND RELEASE SAFETY the black color.

SWITCHES.
LANDING GEAR CONTROL HANDLE.
If the ARMT format cannot be displayed, the
When the landing gear handle is down, the selective jettison
emergency jettison button may be activated. Do not
controls are deenergized unless the armament safety switch
allow armament safety pins to be pulled.
is in the OVERRIDE position. This control has no function
in the emergency jettison control circuit.

The EMERG JETT button is hot when electrical

power is on the aircraft.

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CSTO SR1F-15SA-1-2
JETTISON
SELECT JETTISON KNOB/BUTTON. A/A Selects air-to-air selective jettison.

A/G Selects air-to-ground selective jettison.

When pressed, the select JETT button jettisons stores
depending on the knob positions described below:
MAN RET This is not a jettison position. Refer
to CSTO SR1F-15SA-34-1-1.
OFF Removes power from the selective jettison
button.
MAN FF This is not a jettison position. Refer to
CSTO SR1F-15SA-34-1-1.
COMBAT Selective jettison button first press initi-
ates combat jettison program 1. Second
press initiates combat jettison program 2.

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 CSTO SR1F-15SA-1-2
VRAMS

VIDEO RECORDING AND MAP SYSTEM (VRAMS)

GENERAL DESCRIPTION. CRMM, a minimum of 5 seconds should be used before

removing the CRMM after opening the door. Upon closing
COMPONENTS. the door, after replacing the CRMM or after a door
open/close door cycle, the VP could take up to 60 seconds
The VRAMS consists of four LRUs and a VRAMS reset to fully restart. An open/close door cycle with a CRMM
switch: re-seat can be used to try to recover VRAMS from
communication, initialization, or CRMM errors.
a. VRAMS Processor (VP)
b. VRAMS Remote Receptacle (VRR) The VRR provides a MIL-STD-1553 interface directly with
c. CRMM, used for OPS and mission data the ADCP for access to the Static Random Access Memory
d. PRMM, used for maintenance data (SRAM).
e. VRAMS reset switch.
VRR
NOTE
When the term Removable Memory Module
(RMM) is used, the discussion is applicable to both
the CRMM and the PRMM.

VRAMS Processor (VP).

The VP is the main control/interface unit of the VRAMS

system. The VP is located behind door 6L and houses the
PRMM. The VP interfaces with the ECSMU, PRMM,
CRMM, and the VRR. The VP receives inputs from and
sends outputs to various aircraft systems such as fuel
quantity conditioning sensors, AIU 1 and AIU 2, ICSCP,
JHMCS, and ADCP. The VP has the ability to run IBIT,
SBIT, and PBIT. Figure 1-130

VRAMS Remote Receptacle (VRR). Cockpit Removable Memory Module (CRMM).

The VRR is located in the RCP left console, (figure 1-130) The CRMM, (figure 1-131), is a Data Transfer Device
and houses the CRMM. The VRR interfaces with the (DTD) that contains three distinct devices:
CRMM and the VP.
a. The battery backed Static Random Access Memory
NOTE (SRAM), that provides 16 MB of storage capacity
for mission sensitive data
During opening and closing, a slight inward b. The mission Solid State Device (SSD) that
pressure is applied to the VRR door while turning provides 25 GB of storage capacity for mission and
the knob. map data
c. The video recording SSD that provides 120 GB of
When doing a VRR open/close door cycle, the door should storage capacity for video data.
be left open for a minimum of 5 seconds to allow the VP to
properly close files and shut down interfaces before being
triggered to reestablish those interfaces when the door is
closed again. Also, when removing the CRMM, to either
replace it with another CRMM or to re-seat the current

Change 2 1-329
CSTO SR1F-15SA-1-2
VRAMS

COCKPIT REMOVABLE MEMORY MODULE

SRAM AND MAP SSD
CONNECTION TO JMPS

TRI-COLOR
HINGED ACCESS DOOR ERASE SWITCH ERASE STATUS
INDICATOR

FRONT REAR
SAN003-540-1-001

Figure 1-131

Two interface adapter kits are needed to load the mission The PRMM is installed in the VP and is ground accessible.
data into the CRMM. These two unique USB adapter cables The PRMM is programmed with ground stations via USB
are used to connect the SRAM and the mission SSD to the interface. Maintenance postflight data and aircraft structural
Joint Mission Planning System (JMPS). integrity program data are written to the PRMM.

NOTE VRAMS Reset Switch.

The CRMM must not be stored/left in the aircraft The VRAMS reset switch, located forward of the RCP left
between flights/missions due to the classified hand controller, (figure 1-132), and provides an in-flight
nature of the cartridge. power reset of VRAMS. The switch is held in RESET
position for approximately 3 seconds to assure a good hard
The CRMM is used to store and transfer secure and power-cycle. Upon switch returning to NORM position, the
classified data between the JMPS, video debrief station and full VRAMS restart takes about 60 seconds.
the aircraft. The CRMM data consists of preplanned
mission, map, and aircraft initialization data, in aircraft NOTE
recorded video, audio, events, and other data for aircraft
and/or post flight retrieval. Use of the VRAMS power reset switch inflight
results in the loss of some recorded data. Before
OPS post flight event data and threat data are written to the attempting restart of the VRAMS using the power
CRMM. reset switch, removal and reinstallation of the
CRMM is attempted first.
Processor Removable Memory Module (PRMM).

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 CSTO SR1F-15SA-1-2
VRAMS
wants to continue, ACPT (PB 4) is selected, the CRMM
begins its nondestructive DECLASS. If CNX (PB 3) is
VRAMS RESET SWITCH
selected, the display reverts back to the DVR CONFIG
format.

The CRMM stand alone ERASE switch and the erase

progress indicator are located at the bottom of the CRMM
(figure 1-133). The CRMM starts the sanitization of the
SRAM first, and then starts the sanitization of each SSD. If
the CRMM is on battery power only, the CRMM continues
to sanitize until the battery is completely drained. Once
Figure 1-132 power is re-applied via the ac adapter or aircraft power,
sanitization begins again on any portion that the sanitization
Removable Memory Modules (RMM). is not completed.

The capability exists to hot swap either the CRMM or The VRAMS continuously monitors the ADCP for a
PRMM without powering off the VRAMS. With the access non-destructive erase command, which can be commanded
door of the VRR or VP opened, read and/or write when the aircraft is airborne, true airspeed is greater than 80
commands are interrupted, and the RMMs can be safely knots, and CRYPTO switch set to ZERO has occurred.
removed. With the RMMs removed, the VRAMS enters into
STBY mode. For further information see STBY Mode of NOTE
Operation later in this chapter.
Placing the CRYPTO switch to ZERO removes the
SANITIZATION/ERASE OF CRMM. mission data from radio 1 and radio 2 and the
radar; removes the COMSEC keys from radio 1
Non-Destructive Sanitization. and radio 2, FDL, and AAI/IFF; and erases the
CRMM (if the aircraft is weight-offwheels with
There are four methods of non-destructive sanitization airspeed greater than 80 knots).
(erasure) of the CRMM:
The estimated (approximate) times for sanitization is 10
a. CRYPTO switch ZERO - Must be airborne and seconds for SRAM, 3 hours for the map SSD, and 12 hours
airspeed greater than 80 knots for the video recording SSD. DECLASS OF CRMM IN
b. DECLASS (PB 3) - DVR CONFIG format PROGRESS XX% is displayed when sanitization is in
c. ERASE switch - Bottom of the CRMM progress. Once sanitization is complete DECLASS OF
d. JMPS station. CRMM COMPLETE is displayed (figure 1-133).

The preferred method of sanitization is via JMPS. In the event of the CRMM being non-destructively
Sanitization on the aircraft is less desirable due to the declassified (sanitized), data can be reloaded into the
amount of time it can take by the DECLASS command from CRMM via JMPS.
the DVR CONFIG format at PB 3 (figure 1-133).
Destructive Sanitization.
Once DECLASS (PB 3) is selected (boxed, on the DVR
CONFIG format), the display moves to the DECLASS The VRAMS continuously monitors the ADCP for a
ACPT or CNX format. This format alerts the aircrew to the destructive erase command, which is commanded upon
time involved in sanitization with a message, DECLASS OF ejection. When the aircraft is airborne, true airspeed is
CRMM TAKEs AT LEAST 12 HOURS. If the aircrew greater than 80 knots, and an ejection has

1-331
CSTO SR1F-15SA-1-2
VRAMS
occurred, the ADCP sends a destructive erase command to available with or without 28 VDC
the VRAMS. essential/emergency power available.

NOTE VRAMS is organized internally along power, functional,

and signal/data processing classification lines, into three
Ejection automatically removes the COMSEC keys isolated, segregated separately powered, and individually
from R1 and R2, and AAI/IFF; removes the operating units. These units are accessible via 1553
mission data from the Recce pod, HF radio, and the interface and are referred to as subportions:
radar; removes the HAVE QUICK data from R1
and R2; erases and destroys the CC OFP and any a. VP-Red RT
recorded data from DEWS and OFPs, and the b. VP-Black RT
radar, and the Sniper pod; and disables the CRMM c. VRR-Secure RT.
(if the aircraft is weight-off-wheels with airspeed
greater than 80 knots). VP-Red RT.

In the event of the CRMM being disabled automatically The VP-Red RT spans the subportion of the VP that
after an ejection, the CRMM SSDs are put through a processes classified data/signals and the classified mission
destructive erasure procedure that requires the CRMM to be subportion of the CRMM. VP-Red RT supports video
repaired. recording, map, and data transfer functions.

CRMM Recorded Video Erasure. a. The VP subportion is further divided into two
separate subportions:
The recorded video on the CRMM can be erased using PB (1) Video function
13 on the DVR CONFIG format (figure 1-134). Once (2) Map related processing.
ERASE VIDEO (PB 13) is selected (boxed), the display
moves to the ERASE VIDEO ACPT or CNX format. If the b. The CRMM classified mission subportion is further
aircrew elects to CNX (PB 13) erasure, the display reverts separated into two separate subportions:
back to the DVR CONFIG format. If the aircrew elects to (1) Video recording memory storage
ACPT (PB 12), the CRMM begins to erase the recorded (2) Map related, and OPS data transfer memory
video. Once ERASE is complete, the format indicates storage.
ERASE VIDEO COMPLETE.
VP-Black RT.
NOTE
The VP-Black RT spans the subportion of the VP that
The ERASE IN PROGRESS format does not have processes unclassified data/signals and PRMM. VP-Black
a percentage complete display. RT supports aircraft data recording, avionics status
discretes, and the maintenance data transfer functionality.
POWER AND OPERATIONAL MODES. This subportion also communicates with the ECSMU.

VRAMS has two power modes. VRR-Secure RT.

a. Reduced functionality VRAMS operation - When The VRR-Secure RT spans the secure subportion of the
only the 28 VDC essential/emergency power is CRMM and VRR. The VRR-Secure RT supports the
available. operational data transfer read/write and communicates
b. Full performance baseline VRAMS operation - directly with the ADCP via MIL-STD-1553.
When 28 VDC primary input power source is

1-332 Change 2
 CSTO SR1F-15SA-1-2
VRAMS

CRMM DECLASS

Figure 1-133

1-333
CSTO SR1F-15SA-1-2
VRAMS

RECORDED VIDEO ERASURE

Figure 1-134

1-334
 CSTO SR1F-15SA-1-2
VRAMS
POWERUP AND SETUP. IBIT.

The VRAMS IBIT format (figure 1-135), is performed by

VRAMS initializes immediately following the application
selecting VRAMS (PB 5) on the BIT2 format. Once IBIT
of aircraft main power. SBIT is performed during
begins, visual indication of the test in progress, VP-RED IN
initialization. The CRMM door on the VRR must be closed
TEST, VRR-SECURE IN TEST, and VP-BLK IN TEST is
before VRAMS applies power to the CRMM. If the door is
displayed. IBIT takes approximately 45 seconds to
open, VRAMS still communicates on the MIL-STD 1553
complete. Pressing STOP (PB 19) during VRAMS IBIT
mux bus but CRMM power is removed and CRMM DOOR
cancels the BIT; ESCAPE is displayed at PB 19 if the
OPEN is displayed on the TSD, DATA FRAME, and RMM
VRAMS does not exit BIT within 5 seconds. Pressing
formats. The CRMM door on the VRR must be closed prior
ESCAPE returns the main BIT format regardless of the
to any CRMM read or write operations. If the VRAMS
VRAMS BIT status.
stops receiving communication on the MILSTD 1553 mux
bus for 1 second or longer, MAP STANDBY flashes on the
A DETAIL BIT format is available for VRAMS. The legend
TSD and/or DATA FRAME format. Upon receiving
VRAMS* appears on the main BIT format if VRAMS
communication on the 1553 mux bus again, normal
reports a fault. Selecting DETAIL (PB 17), displays the
operation resumes.
DETAIL BIT format (figure 1-136, sheet 1). From the
DETAIL BIT format, selecting VRAMS (PB 13) displays
VRAMS DISPLAY ARBITRATION.
the VRAMS DETAIL BIT format. If VRAMS is not
The VRAMS has three video outputs, (2 color and 1 mono) reporting any failures, the VRAMS DETAIL BIT format is
to support video playback, the TSD, and data frames. Color one format and there are no failures listed. If failures exist,
output is always provided for the first two output requests. they are listed under their respective subportion, VP-RED,
When a third output is requested, color output is assigned to VRRSECURE, and VP-BLK. Multiple formats are available
live playback and map, while data frame is displayed in depending upon the number of failures (figure 1-136, sheet
mono. 2).The following pushbuttons and their functionality are
listed below:
VRAMS BIT.
a. M (PB 11) - Main menu
VRAMS has the ability to run SBIT, PBIT, and IBIT. These b. VRAMS (PB 13) - Returns to the DETAIL BIT
format
BIT tests are designed to test data handling, video, and the
c. S/W INFO (PB 15) - Displays software
map functions of VRAMS. VRAMS is IBIT capable on the
information for VRAMS, (figure 1-137)
ground; once airborne the pushbuttons are not available, and
IBIT cannot be performed.
NOTE
SBIT.
If the VP_Red initialization files need to be
updated to newer versions, the best way to ensure
VRAMS goes through a startup BIT after power is applied.
the files transfer from the PRMM and get uploaded
to the VRAMS VP_Red, is to install the PRMM
PBIT.
into the VP after the CRMM has already been
installed and the ADCP and VRAMS are fully
VRAMS runs a periodic BIT (PBIT). PBIT is designed to
powered up and operational. If instead the PRMM
continuously report the status of VRAMS and all failures.
is currently installed at the time VRAMS and
ADCP initialize, the update of the VP_Red
AUTO BIT.
initialization files may fail.
When AUTO BIT is performed (selected via AUTO (PB 20)
d. BLANK (PB 16) or (PAGE 2) - If PAGE 3 is
on the BIT1 format) and IBIT is run on all three subportions
displayed, selection allows viewing of additional
of VRAMS. See the AUTO BIT section earlier in this
formats of failure data (figure 1-136, sheet 2).
manual.
e. DETAIL (PB 17) - Returns to the higher level
DETAIL BIT format.

Change 2 1-335
CSTO SR1F-15SA-1-2
VRAMS

VRAMS IBIT FORMAT

Figure 1-135

1-336
 CSTO SR1F-15SA-1-2
VRAMS

VRAMS DETAIL BIT FORMAT

WITH NO FAILURES DISPLAYED

Figure 1-136 (Sheet 1 of 2)

Change 4 1-337
CSTO SR1F-15SA-1-2
VRAMS

VRAMS DETAIL BIT FORMAT (Continued)

WITH FAILURES DISPLAYED

Figure 1-136 (Sheet 2)

1-338 Change 4
 CSTO SR1F-15SA-1-2
VRAMS

VRAMS SOFTWARE INFORMATION FORMAT

Figure 1-137

1-339
CSTO SR1F-15SA-1-2
VRAMS
AVIONICS STATUS DISPLAYS. a. CRMM INITIALIZING - VRAMS is initializing
the CRMM.
Systems that report their discrete status and do not have a b. CRMM TO ADCP COMM FAILED - ADCP lost
detail BIT format send their status to VRAMS for display 1553 data bus to VRR, or to VRAMS.
aggregation and to record on the PRMM. See BIT Avionics c. UNABLE TO READ CRMM - No data type files
Status Display in the BIT section for more information. found on CRMM after four consecutive attempts.
d. UNABLE TO WRITE TO CRMM - Displayed
when WRITE STATUS (PB 13) is boxed and the
AIRCRAFT DATA RECORDING. most recent attempt to write to the CRMM failed.
e. CRMM NOT COMPATIBLE - Displayed when
VRAMS serves as a data acquisition system for aircraft data READ STATUS (PB 3) is boxed and the most
recording. This data is provided by a combination of recent attempt to read from the CRMM failed using
analog/discrete signals and MILSTD-1553 interfaces with READ CRMM (PB 2) because any selected data
associated equipment and systems across the aircraft. The type file is found to be not compatible with the
ADCP collects this data and VRAMS records this data on ADCP OFP.
the PRMM; while also sending the same data to the
ECSMU, for crash survivable storage. Mission data is loaded by the aircrew on the ground into the
CRMM; while necessary initialization and BIT
The ECSMU exclusively stores audio signals as well. Refer parameter/overlay files are automatically loaded at the
to ECSMU section earlier in this manual, for a more AMDS ground station into the PRMM. The RMMs are
detailed description of the ECSMU. carried to the aircraft and inserted into their respective VRR
or VP receptacles to initialize mission data, and other
DATA DOWNLOAD. initialization data and BIT parameter/overlay files.

Data downloading consists of, but is not limited to, aircraft Once the CRMM is loaded and READ CRMM (PB 2) is
parameters such as: altitude, pitch, roll, true heading, selected (boxed), CRMM READ IN PROGRESS is
velocities, true airspeed, true AOA, true Mach number, displayed on the RMM format. The following informational
navigation data, aircraft tail number, stores data, flight messages are also generated in green.
control computer data, OWS data, and engine data. All of
this data is stored on the PRMM and the ECSMU. The data a. NO READ STATUS AVAILABLE - Displayed
is available postflight to be downloaded at a ground station. after READ STATUS (PB 3) is boxed and no
READ is attempted since ADCP program load.
b. CRMM WRITE IN PROGRESS - Displayed after
DATA HANDLING. write initiated and the ADCP is transferring the
post flight CRMM data and is accompanied by the
CRMM. display of the post flight data type files and their
transfer status.
The CRMM is the device used to read mission data to the c. ADCP BUFFER CLEARED - Displayed for 5
ADCP and to write recorded mission events from the seconds once CLEAR ADCP BUF (PB 10) is
ADCP. Refer to CSTO SR1F-15SA-1-34-1-1 for more selected. The display goes blank except for the
details. following: M (PB 11), ADCP BUFFER CLEARED
message, and CLEAR ADCP BUF (PB 10) boxes
If the CRMM is not installed INSTALL CRMM is displayed for 5 seconds.
in green and boxed on the RMM format, (figure 1-138). If d. CRMM AUTO READ IN PROGRESS - Displayed
the CRMM door on the VRR is open, CRMM DOOR when the auto read function is occurring.
OPEN is displayed in red and boxed on the RMM format.
The following error messages are generated in red to alert
the aircrew of read/write anomalies.

1-340 Change 2
 CSTO SR1F-15SA-1-2
VRAMS
The ADCP prioritizes CRMM messages as follows: 1553 data bus communication to VRAMS.
c. UNABLE TO READ PRMM - No data type files
1. CRMM INITIALIZING found on PRMM after four attempts.
2. CRMM AUTO READ IN PROGRESS d. UNABLE TO WRITE TO PRMM - Displayed
3. ADCP BUFFER CLEARED when WRITE STATUS (PB 13) is boxed and the
4. CRMM TO ADCP COMM FAILED most recent attempt to write to the PRMM failed.
5. If READ STATUS (PB 3) boxed:
a. CRMM READ IN PROGRESS Once the PRMM is loaded an auto read begins and PRMM
b. CRMM NOT COMPATIBLE AUTO READ IN PROGRESS is displayed in green on the
c. UNABLE TO READ CRMM RMM format. The following informational messages are
d. INSTALL CRMM also generated in green.
e. CRMM DOOR OPEN
f. NO READ STATUS AVAILABLE. a. PRMM WRITE IN PROGRESS - Displayed after
5. If WRITE STATUS (PB 13) is boxed: write initiated and the ADCP is transferring the
a. CRMM WRITE IN PROGRESS post flight PRMM data and is accompanied by the
b. UNABLE TO WRITE TO CRMM display of the post flight data type files and their
c. INSTALL CRMM transfer status.
d. CRMM DOOR OPEN b. ADCP BIT TABLE UPDATED - Displayed after
6. Else (looking at the directory): the ADCP BIT parameter table has successfully
a. UNABLE TO READ CRMM occurred and can show up on any of the RMM
b. INSTALL CRMM format subformats (CRMM directory, read status,
c. CRMM DOOR OPEN. write status).

PRMM. The ADCP prioritizes PRMM messages as follows:

The PRMM is ground accessible only and is used to store 1. PRMM INITIALIZING
and transfer unclassified aircraft maintenance, structural 2. PRMM AUTO READ IN PROGRESS
environment, and aircraft initialization data between ground 3. PRMM TO ADCP COMM FAILED
stations and the aircraft. 4. If WRITE STATUS (PB 13) is boxed:
a. PRMM WRITE IN PROGRESS
When the PRMM is not installed INSTALL PRMM is b. UNABLE TO WRITE TO PRMM
displayed in green and boxed on the RMM format (figure c. INSTALL PRMM
1-138). If the VP door is open, PRMM DOOR OPEN is d. PRMM DOOR OPEN.
displayed in red and boxed. The following error messages 5. Else (looking at the directory):
are displayed in red for read/write anomalies. a. UNABLE TO READ PRMM
b. INSTALL PRMM
a. PRMM INITIALIZING - VRAMS is initializing c. PRMM DOOR OPEN.
the PRMM. 6. ADCP BIT TABLE UPDATED.
b. PRMM TO ADCP COMM FAILED - ADCP lost

Change 2 1-341
CSTO SR1F-15SA-1-2
VRAMS

RMM FORMAT

Figure 1-138 (Sheet 1 of 2)

1-342
 CSTO SR1F-15SA-1-2
VRAMS

RMM FORMAT (Continued)

Figure 1-138 (Sheet 2)

1-343
CSTO SR1F-15SA-1-2
VRAMS
The READ function transfers mission data from the CRMM af. Enhanced paveway data
for the following data: ag. HARM data
ah. Smart weapon launch acceptability region data
a. Sequence point data ai. Harpoon (AGM-84) data
b. List point data aj. Weapon ballistics data
c. Armament data ak. CRMM read data presets
d. Armament training/combat data al. JHMCS declutter/mask data
e. Armament weapon release data am. GPS almanac pre-flight data
f. Wind table data an. GPS AS/SV pre-flight data
g. HUD titling data ao. DEWS format declutter
h. HUD programming data ap. DEWS programming selections
i. Format programming data (FCP/RCP) aq. DEWS countermeasures dispenser programming
j. Radar format programming data ar. DEWS training threats
k. HF COMM data fill data as. Reconnaissance (RECCE) pod data
l. HF COMM support data at. Initialization data block
m. IFF data au. Post-flight requirements
n. AAI preflight data av. A/A engagement data
o. CRMM contents information for the ADCP aw. A/G engagement data
p. VRAMS map data ax. Terrain following data
q. Data frame data ay. Autopilot/Terrain following cues data
r. VRAMS threat situation data az. HUD tilting (post-flight) data
s. ADCP threat situation data ba. Overload warning system data
t. Threat acceptance data bb. Overload warning system peak matrix data
u. VRAMS threat update file bc. OFP software versions data
v. DVR data for the ADCP to support VRAMS video bd. Markpoints data
recording be. GPS almanac data
w. SIT default parameters bf. VRAMS threat (post-flight) data
x. Reference line set data
y. Fighter data link terminal load data NOTE
z. GPS CRYPTO-KEY data load
aa. Smart weapon mission set data The CRMM/PRMM read format displays COMM
ab. JDAM data 1 - PARTIAL XFER or COMM 2 - PARTIAL
ac. Laser JDAM data XFER if the specific radio is not ON or does not
ad. JSOW data load the WOD/FMT.
ae. WCMD data

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 CSTO SR1F-15SA-1-2
VRAMS
During the WRITE function, maintenance data is written to SYSTEM ARCHITECTURE.
the PRMM and OPS data is written to the CRMM.
The VRAMS records up to 3 channels of S-video from the
NOTE ADCP (one monochrome and 2 color), and up to 2 channels
of composite video from the JHMCS EU.
After engine start, the aircrew must clear the
ADCP buffer using CLEAR ADCP BUF (PB 10) The VRAMS outputs playback video to the ADCP in RGB
so the event data for the current flight can be format (figure 1-139).
stored. After landing, do not clear the ADCP buffer
prior to executing the CRMM/PRMM WRITE
function. If the buffer is cleared, all current event DVR OPERATION.
data is lost.
DVR MENU.

VIDEO RECORDING. Channels 1, 2, and 3 can be programmed for full screen or

split screen display recording. The various displays are
SYSTEM DESCRIPTION. assigned to channels 1A, 1B, 2A, 2B, 3A, and 3B to record
split screen. These displays are selected by cycling PB 9 or
The VRAMS allows the recording of video, and audio; as PB 10. To record full screen, the display is assigned to only
well as the playback of recorded video. The DVR video the A or B half of the channel number with the other half
playback supports play, fast forward or rewind at variable not being assigned. (e.g., if RIGHT MPD (PB 4) has
speeds, event stepping , and video cueing by time via the channel 1A assigned and 1B is not assigned, the RIGHT
scratchpad, and playback of a live video feed from MPD is recorded full screen.)
VRAMS.

DVR SYSTEM ARCHITECTURE

Figure 1-139

Change 2 1-345
CSTO SR1F-15SA-1-2
VRAMS
Pressing PB 1, PB 2, PB 3, PB 4, PB 12, PB 13, PB 14, or STBY Stops programmed recording if RUN is
PB 15 programs the display to record on the channel (PB 7) selected, while manual recordings con-
between PB 9 or PB 10, which then removes that channel tinue. Allows automatic recording of pro-
from the available channels. The video is made up of any grammed displays and manual recording
display (MPD, or HUD), or a split screen of two displays. via RCD (PB 12). If STBY (PB 7)
The JHMCS EU provides HMD video to VRAMS under selected, STOP (PB 6) is unboxed.
control of the ADCP. Video from the JHMCS EU is wired
directly to VRAMS HMD-P on channel 5 and HMD-W on RUN Starts recording the programmed displays
channel 6. All recordings are either initiated automatically, (PB 8) and asterisks the record indication on the
manually, or programmed via the DVR format. The HUD, display.
HMD-P, HMD-W, and any preprogrammed formats are
automatically recorded for a fixed amount of time in J Decreases channel selector number
response to trigger pulls, weapon releases, spin recoveries, (PB 9) (1A->3B->3A->2B->2A->1B->1A).
and selection of GUNS together with a radar detected target
within 10 nm. A box around the channel number next to the G Increases channel selector number
format legend (RIGHT MPD for instance) or a box around (PB 10) (1A->1B->2A->2B->3A->3B->1A).
either HMD-P or HMD-W, indicates the item is selected for
programmed recording. If RUN (PB 8) is selected, then an HMD-W With JHMCS EU on and communicating,
asterisk is displayed next to all of the displays that are (PB 16) selection allows for programmed record-
currently recording. If STOP (PB 6) is selected, then these ing of this display.
asterisks are removed (figure 1-140). A display legend that
has an unboxed channel number displayed next to it and an PLAYBACK Commands the DVR PLAYBACK
asterisk on the opposite side indicates the item is selected (PB 17) submenu to be displayed. PLAYBACK is
for manual recording. only displayed with the CRMM installed,
valid mux bus communication with
DVR Options. VRAMS, and no CRMM ERROR or
VRAMS NOT READY messages dis-
The DVR options (CLEAR, STOP, STBY, and RUN), are played.
selected/deselected by pressing the pushbuttons next to the
option on the DVR menu. CONFIG Selection of PB 18 on the DVR format
(PB 18) commands the DVR CONFIG submenu
CLEAR Once CLEAR (PB 5) is selected, ACPT to be displayed.
(PB 5) and CNX appear (5 seconds) at PB 4 and
PB 5, ACPT stops and clears all pro- ADD Selection of PB 19 ADD EVENT inserts
grammed recording selections while EVENT event marker in the video (separate
CNX removes ACPT and CNX and (PB 19) events for pilot and WSO). ADD EVENT
restores RIGHT MPD at PB 4 and is only displayed with the CRMM
CLEAR at PB 5. installed, valid mux bus communication
with VRAMS, and no CRMM ERROR
STO Stops all recording and transitions record or VRAMS NOT READY messages dis-
(PB 6) state from STBY or RUN. Disables auto- played.
matic recording of programmed display
channels. Closes out current video HMD-P With JHMCS EU on and communicating,
recording file. When STOP is boxed, a (PB 20) selection allows for programmed record-
manual record selection on another dis- ing of this format.
play is allowed (see manual recording).

1-346 Change 2
 CSTO SR1F-15SA-1-2
VRAMS

DVR MENU

Figure 1-140

1-347
CSTO SR1F-15SA-1-2
VRAMS
Event Insertion. message/warning is in the displays upper center area (figure
1-141), in the following priority order.
The ADCP commands events to be recorded in the video.
Up to 31 event definition types are available:
DVR WARNING
1. Event type 1-2 - Reserved, future growth
2. Event type 3 - A/A weapon release
3. Event type 4-5 - Reserved, future growth
4. Event type 6 - A/G weapon release
5. Event type 7 - FCP trigger full action
6. Event type 8 - Aircraft over-g condition
7. Event type 9 - FCP manual event
8. Event type 10 - RCP manual event
9. Event type 11 - Chaff release
10. Event type 12 - Flare release
11. Event type 13-31 - Reserved, future growth.

Memory Status.

The memory status is displayed only when a CRMM is

installed and there is mux bus communication with the
VRAMS, and no CRMM ERROR or VRAMS NOT Figure 1-141
READY messages displayed.
1. NO CRMM INSTALLED - All recordings are
TIME REMAINING: HH+MM, is displayed in the lower cancelled and STOP (PB 6) is boxed. PB 17 thru
center in small font, right justified at the colon (:) with the PB 19 legends are removed, PB 6 thru PB 8
line above or below it. The value is rounded to the next legends are disabled, RCD (PB 12) option is
lowest minute. MEMORY REMAINING: XX% is disabled.
displayed on the DVR format to indicate the current percent
of memory available. 2. CRMM ERROR - when VRAMS is reporting
media input/output failure. PB 17 thru PB 19
Time remaining is calculated as: (Elapsed time) x (percent legends are removed, PB 6 thru PB 8 legends are
remaining)/(percent used). If there is no valid time disabled, and RCD (PB 12) option is disabled.
remaining, the ADCP displays --:--. The ADCP displays
NUMBER OF FILES: # in the lower center of the display in 3. VRAMS NOT READY - PB 17 thru PB 19
small font, right justified at the colon (:) with the line above legends are removed, PB 6 thru PB 8 legends are
or below it. The number of files recorded value is reported disabled, RCD (PB 12) option is disabled, and
in the STATUS response from VRAMS. STOP (PB 6) is boxed and all recordings are
stopped.
DVR INDICATORS.
4. MEMORY LOW - VRAMS is reporting CRMM
MEMORY FULL is displayed in the center of the DVR remaining memory between 1 - 20 percent.
menu when no memory is available for recording. VRAMS
is not configured for continuous recording of video. The 5. MEMORY FULL - VRAMS is reporting CRMM
aircrew must select RUN or command PB 12 manual remaining memory available is 0 percent.
records to record any video outside of the automatic
recordings. DVR PLAYBACK SUBMENU.

DVR Warnings. To playback video, the ADCP must assign a VRAMS input
channel to its output channel. The operator programs
A message or warning about DVR status is displayed, when VRAMS to the requested time or event occurrence number
there is mux bus communication with VRAMS. The for replay at a requested speed.

1-348 Change 2
 CSTO SR1F-15SA-1-2
VRAMS
From the DVR menu, the operator selects PLAYBACK (PB (boxed). Not selectable when STOP (PB 8)
17), and the display changes to the DVR PLAYBACK selected.
submenu (figure 1-142).
DM Return to the DVR menu.
NOTE (PB 11)

For PLAYBACK to be functional, a CRMM must LIVE Upon selection of PB 13, live streaming
be installed, there is MILSTD-1553 bus (PB 13) video is played at the channel selected
communication with the VRAMS, and CRMM between PB 14 and PB 15 (figure 1-143).
ERROR or VRAMS NOT READY must not be LIVE boxes upon selection, and is only
displayed. functional when VRAMS is recording
video. Legends at PB 6, PB 7, PB 9, PB
Once selected, the DVR PLAYBACK submenu displays the 10, PB 16, and PB 18 thru PB 20 are
following options: removed.

DCL Toggles all legends off/on, pushbutton CHH▲▼ PB 14/PB 15 together form an up/down
(PB 1) functionality is maintained, (boxed when (PB 14/ channel selector. Triangles are displayed
selected). PB 15) pointing up or down with the selected
channel vertically in between. Channel
REW Rewind has four positions: REW selections are: CH1, CH2, CH3, HP, and
(PB 6) (unboxed), 1X REW (boxed), 3X REW HW.
(boxed), and ½X REW (boxed). Not
selectable when STOP (PB 8) selected. HH:MM:SS Displays the current playback time
(PB 16) displayed in HH:MM:SS format. The
PAUSE Selection of PAUSE (PB 7) pauses current operator commands VRAMS to replay
(PB 7) video playback. Not selectable when video at a certain time by entering a time
STOP (PB 8) selected. in the UFC scratchpad and selecting this
PB.
With PAUSE selected, changing the chan-
nel at PB 14 or PB 15 causes the video to G || Jumps to the beginning of the next
become blanked and VIDEO NOT (PB 17) recorded block of video.
AVAILABLE is displayed regardless of
video being available at the current chan- G Jumps to the next occurrence of the
nel and location. Selecting PB 6 REW, PB (PB 18) current replay event type or the first occur-
9 PLAY, or PB 10 FF allows for playback rence of the next replay event type (if at
to continue if video is available at the cur- the last occurrence of the current event
rent channel and location. type). If no available occurrences are pres-
ent, the DVR takes no action.
STOP Selection of STOP (PB 8) stops the current
(PB 8) video playback. J Jumps to the previous occurrence of the
(PB 19) current replay event type or the last occur-
PLAY Selection of PLAY (PB 9) starts the video rence of the previous replay event type (if
(PB 9) to play. at the last occurrence of the current event
type). If no available occurrences are pres-
FF Fast forward has three positions: FF ent, the DVR takes no action.
(PB 10) (unboxed), 3X FF (boxed), and ½X FF

Change 2 1-349
CSTO SR1F-15SA-1-2
VRAMS
J || Jumps to the beginning of the current
(PB 20) block of video, or previous recording
block if between recording blocks or
within 1 second of a previous PB 20 selec-
tion.

When reaching either the beginning or the

end of available recordings, the video feed
will pause. Changing the channel at PB 14
or PB 15 during this time could cause the
playback time to change to all zero’s. Con-
tinuing to change the channel during this
time could cause the video to jump to the
opposite end of the available video and
continue to playback in the current
requested direction.

1-350 Change 2
 CSTO SR1F-15SA-1-2
VRAMS

DVR PLAYBACK SUBMENU

Figure 1-142 SAN003-546-1-001

1-350A/(1-350B blank)
 CSTO SR1F-15SA-1-2
VRAMS

DVR LIVE PLAYBACK

Figure 1-143 SAN003-547-1-001

DVR RECORDING. programmed record and is automatically recorded on

channel 6. Programmed record in progress is indicated with
an asterisk outside the legend for the side pushbuttons with
PROGRAMMED RECORDING.
channel numbers boxed, or below the boxed legend for
HMD-P and HMD-W.
Programmed recording is initiated from any MPD/MPCD
displaying the DVR menu. Refer to DVR
Programmed recording is terminated by selecting STOP (PB
PROGRAMMING paragraphs for instructions on how to
6) or STBY (PB 7). When recording is terminated, the
program the various displays.
asterisk is removed from all display legends and the
assigned channel numbers remain boxed. The exception to
Programmed recording is initiated when PB 8 (RUN) is
this is when a display selected for programmed recording is
selected. When RUN is selected, all programmed displays
also selected for manual recording; that recording is
record on their assigned channel and RUN is displayed
maintained (not terminated) if STBY (PB 7) is selected.
boxed. If no displays are selected for programmed recording
when RUN or STBY is pressed, the error message, MUST
DVR Programming.
SELECT A RECORD OPTION shows on the DVR format.
Selecting any display for programmed recording removes
DVR programming consists of assigning channels to each
the error message.
display on the DVR menu. There are five display units
capable of being programmed in the FCP and five in the
Any channel that is assigned programmed recording is
RCP. The displays units in the FCP are: left and right MPD,
indicated on the DVR menu by a boxed channel number
MPCD, HUD, and the HMD-P. The five RCP cockpit
inside each display legend (figure 1-143). HMD-P is boxed
display units are: left or right MPD, left or right MPCD, and
when selected for programmed record and is automatically
the HMD-W.
recorded on channel 5. HMD-W is boxed when selected for

1-351
CSTO SR1F-15SA-1-2
VRAMS
There are five recording channels, and three of the five selected, RUN (PB 8) must be selected to begin recording.
channels can record two different displays side by side on An asterisk displayed below the HMD-P and/or HMD-W
the same video channel (split screen). legend indicates VRAMS is recording that selection. The
displays and associated pushbuttons are listed below:
Using split screen, eight different displays can be
programmed to record simultaneously. A maximum of five a. FCP Displays:
displays, which includes the HUD and HMDP/HMD-W can
be programmed for full screen recording simultaneously. A 1. HUD (PB 1) - Channel number displayed boxed
combination of split screen and full screen recording can be to the right
programmed. 2. LEFT MPD (PB 2) - Channel number displayed
boxed to the right
NOTE 3. MPCD (PB 3) - Channel number displayed
boxed to the right
HMD-P and HMD-W each have their own 4. RIGHT MPD (PB 4) - Channel number
dedicated recording channel used only for displayed boxed to the right
recording HMD video. 3 channels split screened 5. HMD-P (PB 20) - HMD-P defaults to channel 5.
are available (1 thru 3A and B) for recording the
HUD and 7 other cockpit MPD/MPCDs. b. RCP Displays:

When two displays are selected for split screen recording, 1. RIGHT MPCD (PB 12) - Channel number
they are recorded with full size vertical video but horizontal displayed boxed to the left
video is compressed 59% for each display. When a recorded 2. RIGHT MPD (PB 13) - Channel number
split screen display is played back, it shows two videos next displayed boxed to the left
to each other on the same playback window. The left side is 3. LEFT MPD (PB 14) - Channel number displayed
channel A and the right side is channel B. boxed to the left
4. LEFT MPCD (PB 15) - Channel number
Channel Number Assignments. displayed boxed to the left
5. HMD-W (PB 16) - HMD-W defaults to channel
VRAMS can record up to six different items using split 6.
channel (A/B) recording of the three channels that support
split recording. MANUAL RECORDING.

Channel number assignment begins with selecting a channel The manual record operation is controlled by RCD/time of
using PB 9 and PB 10 on the DVR menu. The selected day (PB 12) selections on the appropriate MPD/MPCD
channel is displayed between PB 9 and PB 10. The channel displays. The FCP trigger and pickle button are also used to
is assigned to a MPD/MPCD by pressing the pushbutton initiate recordings, for channel assignment logic (figure
associated with the desired display. The display shows the 1-146).
assigned channel number boxed, since this is setting up a
programmed record, next to the selected legend. The RCD legend and time of day are not displayed on the
main menu, BIT, DVR, ARMT, JTIDS, TEXT, or RMM
The channel displayed between PB 9 and PB 10 is not formats. To record these display formats, they must be
applicable to HMD channel selections. HMD-P is selected on an MPCD having recording already in progress.
programmed to record on channel 5 when PB 20 selected All other system display formats have the RCD/time of day
and the HMD-W records on channel 6 when PB 16 is (PB 12) legend.
selected. Once HMD-P and/or HMD-W legends are

1-352
 CSTO SR1F-15SA-1-2
VRAMS

PROGRAMMED VS. MANUAL RECORDING

Figure 1-144

When RCD (PB 12) is selected on a MPD/MPCD that is not with an asterisk displayed to the right of the legend if the
in record mode and a channel is available, recording begins display is not already selected for a programmed record
on the first available channel based on the channel (figure 1-144). Manual recording continues until STOP (PB
assignment logic (figure 1-146). If a display unit is being 6) is selected or PB 12 time of day is deselected. This option
manually recorded, the ADCP ignores selection of that works on any display that shows RCD/time of day at PB 12.
display unit on the DVR menu.
When RCD or time of day (PB 12) with asterisks is selected
Manual recording is the process of selecting a single display on an MPD/MPCD that is already program recorded
to record continuously until commanded to stop. Manual (VRAMS in RUN mode), the MPD/MPCD channel assign
recording is indicated by the RCD (PB 12) legend changing status is converted to manual recording so that if STBY is
to time of day, with no asterisks displayed. On the DVR selected, recording continues. This can be verified by seeing
menu, if the display is not already selected for a the asterisks removed from the time of day legend at PB 12.
programmed record the channel number is displayed If the MPD/MPCD is not recording but there are no
unboxed to the right of the MPD/MPCD legend with an available channels, manual recording replaces programmed
asterisk displayed to the left of the legend for the FCP recording on the first available in the same priority as
selections. For the RCP selections, the channel number is above.
displayed unboxed to the left of the MPD/MPCD legend

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CSTO SR1F-15SA-1-2
VRAMS
FCP Trigger Initiated Record. Recording of the HUD is indicated by the EGI UTC time of
day being displayed in the lower left corner of the HUD.
The FCP trigger switch initiates recording of the HUD and When HUD recording is terminated, the
HMD-P. First detent trigger recording is independent of the
DVR options STOP, STBY, and RUN, while second detent
trigger recording only works when DVR options STBY or CONTROL STICK
(FRONT COCKPIT)
RUN is selected. Recording continues as long as the switch
is held and stops on release of the switch (figure 1-145).

HUD Initiated Record.

Channel 1A is used for HUD recording when a spin

recovery aid display is active. If STBY or RUN is selected
on the DVR menu and HUD is in program record, pressing
the FCP trigger to 2nd detent records the HUD on channel
1A full screen.

Selection of GUNS together with a radar detected target

within 10 nm of the aircraft causes the HUD and the Figure 1-145
HMD-P to be recorded on channel 1A.
time of day is removed from the lower left corner of the
HUD.

1-354
 CSTO SR1F-15SA-1-2
VRAMS

DVR MANUAL RECORD LOGIC TREE

Figure 1-146

1-355
CSTO SR1F-15SA-1-2
VRAMS
AUTOMATIC TIMED RECORDING Across all chart types and scales, portions of maps may
occasionally appear blacked out or have elevation
Weapon Launch Initiated. banding/threat masking missing (at a discrete boundary)
even though map data for the affected area is available on
When STBY selected on the DVR menu, any MPD/MPCD the CRMM. With elevation banding and/or threat masking
selected for programmed recording automatically records in selected, extraneous DTED NOT AVAILABLE advisory
response to a weapon release. After the timed programmed reporting (under-orover-reporting under different
recording, the DVR menu switches back to STBY, the circumstances) may occur near DTED zone boundaries. Te
channel numbers remain boxed on the displays that were DTED used for elevation banding and threat masking is ed
selected for programmed recording, and the asterisk is on the selected chart type or scale. These (blacked out) be
removed. In A/A master mode, recording continues for time caused by a number of factors.
of flight or missile lost condition plus 5 seconds. In A/G
master mode, recording continues from weapon release a. Lack of available map coverage from the JMPS
consent through weapon release plus 10 seconds. source data.
b. Transitioning from one map section to another
When RUN is selected on the DVR menu, the pickle button when near the edge of the map coverage.
does not affect existing MPD/MPCD recording. c. Lack of DTED data coverage for use with elevation
banding and threat visibility masks.
Spin Recovery Initiated.
These conditions can generally be minimized or avoided by
The HMD-P, left MPD, and HUD displays in split screen loading map coverage that is slightly larger than necessary
format (left MPD channel 1B and HUD channel 1A) are to encompass the anticipated theater. If blacked out portions
recorded automatically when spin recovery aid display of the map are encountered, changing range scales eliminate
function is active. Spin recovery aid display is shown on all the issue. If the condition continues to occur, upon further
MPD/MPCD when an aircraft spin condition exists. The map movement into the adjacent map zone, the lacking
spin recovery aid display is recorded on the left MPD for feature(s) fully populate the display.
the duration of the spin condition plus 30 seconds unless
display is manually changed before termination of the 30 The amount, duration and position where annoyances occur
second overrun. vary with mission scenario (due to different map zone
alignments across scales/zones at different geographical
positions), CRMM load (due to varying amounts/locations
MAP. of data overlap) and flight conditions (movement direction,
rates, altitudes, geographical location and ground terrain).
The map function enhances the navigation and weapons These annoyances can occur both during flight, when map is
delivery functions by providing a color moving map image repositioned based on aircraft position, or when performing
created from aeronautical charts. The map image may a route preview, when map is repositioned independent of
include programmable threat overlays, target points, and aircraft position.
elevation bands. The map also allows the aircrew to
manipulate the display by changing the map scale and TACTICAL SITUATION DISPLAY.
orientation. Map images are combined with other
symbology on the TSD. The TSD can be displayed on any VRAMS provides a moving map by transmitting map data
MPD/MPCD. from the CRMM to the TSD; navigation data is
superimposed over the map display format. The TSD is
The type of data stored on the CRMM includes map, Digital brought up by selecting TSD (PB 5) from an MPCD on
Terrain Elevation Data (DTED), and threat information. menu 1. Display options are available and can be
Initialization data is also loaded on the CRMM using JMPS.
Flight data and threat edit data is written to the CRMM
postflight and downloaded using JMPS.

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selected individually or in combination using the UFC, an appropriately sized window outline is displayed centered
HOTAS functions, and display pushbuttons. around the end of the TSD control range and bearing line.
RDR is displayed at PB 7 and the selected HRM display
window size is displayed at PB 8.

Four window sizes are available from the TSD: 1.3, 3.3, 4.7,
and 10 nm. Window size can be changed in the FCP, by
DTED must not be used for absolute altitude
pressing the auto acq switch forward for a smaller footprint
reference for terrain avoidance or terrain clearance.
or aft for a larger footprint. In the RCP, pressing the mode
reject switch forward for a smaller footprint or aft for a
Sensor Positioning.
larger footprint.
The sensor positioning function is the display and control of
HRM LIMIT CUE.
A/G radar HRM and targeting pod IR LOS and footprint
size (figure 1-147). From the TSD, range and azimuth of
A large X is displayed within the HRM Display Window
either sensor cue point is controlled with the TDC and
(DW) cue, whenever the range and bearing are not suitable
displayed in the upper left corner of the format. Various
for map processing, under any of the following conditions:
sensor options can be selected from the display pushbuttons
or through HOTAS controls. The operator must be in
a. Any display window corner within 8° of the
command of the display format. More detailed information
velocity vector
on operation of the A/G radar and targeting pod is contained
b. Any display window corner outside radar gimbal
in CSTO SR1F-15SA-34-1-1.
limits (60°)
c. Display window position outside maximum range
Sensor Selection.
for its size
d. Display window position inside minimum range for
Either A/G radar HRM (RDR) or targeting pod IR (TPOD)
its size
can be selected as the sensor of interest for slewing and
e. Display window position not within absolute HRM
control from the TSD. Selection is made by pressing PB 7
limits.
or by cycling the castle switch (RCP) left between RDR or
TPOD. The current sensor selection is displayed at PB 7.
If minimum or maximum range limits for the selected DW
size are the cause for the limit cue, the X is the size of a
Targeting POD IR Arrow.
display window that meets the limits, and not the size of the
selected display window.
This arrow symbol is the targeting pod IR cue; it represents
the range and bearing of the current targeting pod LOS. If
RANGE AND BEARING TRACK MODE.
the targeting pod IR is selected as the sensor of interest, the
targeting pod IR arrow cue also appears at the end of the
Positioning either sensor cue at the end of the range and
TSD control range and bearing line, and TPOD is displayed
bearing line to track a desired point on the moving map
at PB 7 as shown (figure 1-147, sheet 2).
display is accomplished by engaging the range and bearing
track mode. This mode maintains the sensor cue in a ground
HRM Display Window.
stabilized point track using EGI inputs. Range and bearing
track mode can be engaged or disengaged by pressing the
This variable size symbol is the A/G RDR HRM cue; it
left multifunction switch (FCP) or by pressing trigger half
represents the range and bearing, patch map size, and radar
action (RCP). When track mode is engaged, a small dot is
cursor location in the patch map of the current HRM, if any.
displayed at the end of TSD range and bearing line.
If the A/G RDR HRM is selected as the sensor of interest,

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SENSOR CUEING. The ring option enables a ring (R1 thru R4) around a threat
point indicating the area of avoidance, a point where the
The position of the range and bearing line and its associated aircraft is potentially vulnerable to a defined threat. Four
sensor cue for the selected system, is controlled with the rings can be selected for a given point. Pressing PB 1
TDC. Pressing and releasing the TDC (FCP) or pressing deselects the displayed ring and selects the next ring in
trigger full action (RCP) commands the targeting pod to be sequence (figure 1-149, sheet 4). The fifth actuation
cued (in Wide Field Of View, WFOV) or the HRM map to deselects all rings and displays RING unboxed .
be processed (in the selected display window size) at the
position shown on the TSD. MASK (PB 2).

LOOK AHEAD. Threat masks are transparent magenta overlays that

represent areas where the aircraft is visible (line of sight
The look ahead option allows the crew to sequentially step exists) to a defined threat. Overlay areas are updated
through the steer and target points of the displayed mission automatically depending on aircraft position, altitude AGL
route (figure 1-149, sheet 3). Selection of the look ahead and LOS terrain obstructions between ownship and threat.
option commands the display format with the stepped-to Threat masks are only provided when DTED is available for
route point displayed in the center and its sequence point the area currently displayed. Dynamic threat masking is not
number shown at PB 17. If in command of the display, available (MASK is not displayed) when the 160 nm map
pulling up on the coolie switch (FCP) or pressing the castle scale is selected.
switch (RCP) steps through the points. Pressing the acq
switch down (mode reject) returns to present position. Pressing PB 2 enables or disables dynamic threat masking
(figure 1-149, sheet 4). When MASK is selected, the legend
RADAR ADVISORIES. is boxed; the mask state is retained following power cycles.

If a HRM is commanded from the TSD and the radar system NOTE
cannot respond to the command, an appropriate message is
displayed to the crew. If the radar is in use for some other With BAND and MASK both selected and overlap
purpose such as A/A modes or A/G radar in command at between the two functions, masking (magenta) has
some other display, RADAR IN USE is displayed. priority.

SCROLLING. BAND (PB 3).

The TSD can be programmed for scrolling. Scrolling Dynamic elevation banding compares ownship altitude
commands are executed in the following manner: MSL and position to surrounding terrain elevations and
provides two transparent bands, red and yellow, identifying
a. FCP: castle switch aft for MPCD, left for left MPD corresponding terrain elevation bands. VRAMS uses DTED
or right for right MPD information stored on the CRMM and ownship latitude,
b. RCP: coolie switch forward for left/right MPD; aft longitude and altitude data from the ADCP to create the
for left/right MPCD. bands. The yellow band is selected by either aircrew
member and programmable via the TSD and UFC. The red
TSD CONTROLS AND INDICATORS. band is presented indicating terrain within 100 feet or higher
than the current altitude. Elevation banding is automatically
The following VRAMS controls are located on the TSD, as updated depending on aircraft position. Dynamic elevation
shown (figures 1-147 and 1-149). banding is only provided when DTED is available for the
area currently displayed. Dynamic elevation banding is not
RING (PB 1). available (BAND is not displayed) when the 160 nm map
scale is selected.

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TSD SENSOR POSITIONING

Figure 1-147 (Sheet 1 of 3)

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TSD SENSOR POSITIONING (Continued)

Figure 1-147 (Sheet 2)

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TSD SENSOR POSITIONING (Continued)

Figure 1-147 (Sheet 3)

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Pressing PB 3 enables or disables dynamic elevation center of the display. With BOT selected, the aircraft wing
banding; the legend is boxed when the bands are enabled. symbol is horizontally centered just below PB 5 and PB 11
The programmable band value is displayed; the altitude (0 and the vertical center of the display.
thru 4,095 feet) is entered via scratchpad transfer.
Pressing PB 6 cycles the aircraft symbol between the center
(CTR), middle (MID), and bottom (BOT) of the display.

TPOD/RDR/EDIT/LOS (PB 7).

Given VRAMS lateral and vertical display
Pressing PB 7 cycles between targeting pod (TPOD) sensor
accuracies, the absence of man-made features in
cue, radar (RDR) sensor cue, EDIT mode, or LOS mode.
the digital data base, and the inaccuracies in the
lateral and vertical positioning of the aircraft
The EDIT mode allows the moving, adding or deleting of
relative to the terrain data base, the height above
sequence points and threat points stored on the CRMM.
terrain (HAT) information on the VRAMS display
Initial entry to the edit mode freezes the map at the current
format is not used for absolute altitude reference
location. Refer to Sequence (SEQ) Point Edit Format and
for terrain avoidance or terrain clearance. Terrain
Threat Point Edit Format.
following is accomplished using navigation pod
terrain following mode and by referencing CARA
When LOS is selected, the VRAMS uses DTED data to
altitude indications.
perform point-to-point LOS calculations; when RDR or
TPOD is selected, VRAMS uses DTED data to perform
Bank Angle (BA) (PB 4).
aircraft-to-point LOS calculations in range/bearing track
mode. Results are displayed in the upper left corner of the
Route lines drawn between steer points can be displayed
TSD. The LOS calculation indicates the minimum altitude
with straight lines from point to point or with curves
MSL required to achieve LOS from the aircraft to a point on
representing actual ground track when turning from one
the ground or from a launch point to a target point.
point to the next. The turn radius depends on the bank angle
and ground speed selected. Pressing PB 4 cycles thru 30°,
If DTED is not available between the aircraft and target, NO
45°, and 60°bank angle. Turn radius select is available on all
DTED is displayed below PB 16 and DTED NOT
TSD scales and is used to make calculations such as
AVAILABLE is displayed in the center of the display. LOS
ETA/ETE.
calculations are not available when DTED is not available.
Ground Speed (GS) (PB 5).
NOTE
Pressing PB 5 cycles thru ground speed selections of 0, 420, When DTED NOT AVAILABLE and/or NO
450, 480, 510, 540, 570, and 600 knots. The desired ground DTED advisory messages are displayed on the
speed can also be entered through the UFC scratchpad. TSD and EDIT mode is selected at PB 7, any
Entering zero ground speed replaces the turn radius curves elevation displayed under the latitude and
at the steer points with straight line connections. Route longitude beneath PB 16 is not valid for the point
points at all ground speeds other than zero are connected by under the cursor.
curved route lines.
Display Window (DW) Select (PB 8).
Center (CTR), Middle (MID), or Bottom (BOT) (PB
6). The radar footprint DW size is displayed when RDR is
selected at PB 7. Window size can be changed in the FCP
The aircraft symbol is displayed on the TSD, either centered by pressing the auto acq switch forward for a smaller
or decentered, based on selections made by the aircrew footprint or aft for a larger footprint. In the RCP, pressing
(figure 1-149, sheet 2). With CTR selected, the aircraft the mode reject switch forward for a smaller footprint or aft
symbol is positioned at the horizontal and vertical center of for a larger footprint.
the display. With MID selected, the aircraft wing symbol is
vertically centered with PB 4 and PB 12 and the horizontal

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Navigation Route Select (PB 9). selected at PB 15.

Pressing PB 9 selects navigation route A, B, or C. MAP TYPES (PB 15).

MAP SCALE (PB 13 AND PB 14). Allows the aircrew to select from four different map types
but only if loaded on the CRMM:
Allows the aircrew to select from the following map scales
(figures 1-148 and 1-149, sheet 1) for the specific map a. CHART
types, but only if loaded on the CRMM: b. RDTED
c. NGA
1. CHART: d. IMGRY.
a.
1 nm; TLM 25, 1:25,000
b.
2 nm; TLM 50, 1:50,000 New map types allow for larger range of map scales at PB
c.
4 nm; TLM 100, 1:100,000 13 and PB 14 (figures 1-148 and 1-149, sheet 1) correlates
d.
10 nm; TFC-N, 1:250,000 the map type with the level of zoom selected at ZM (PB 19)
e.
10 nm; TFC-D, 1:250,000 to determine available map scales at PB 13 and PB 14.
f.
10 nm; JOG, 1;250,000
g.
20 nm; LFC-N, 1:500,000 TRACK UP (T-UP) OR NORTH UP (N-UP) (PB 16).
h.
20 nm; LFC-D, 1:500,000
i.
20 nm; TPC, 1:500,000 The ADCP commands VRAMS to display the map in a
j.
40 nm; ONC, 1:1,000,000 track up or north up orientation based on aircrew selection
k.
80 nm; JNC, 1:2,000,000 at PB 16. With track up selected, the top of the map image
l.
160 nm; GNC, 1:5,000,000. corresponds to the aircraft ground track. With north up
2. RDTED: selected, the top of the map image corresponds to true north
a. 20 nm; 150 meters regardless of the aircraft ground track. Pressing PB 16
b. 40 nm; 150 meters cycles the map orientation between track-up and north-up.
c. 80 nm; 150 meters
d. 160 nm; 150 meters. PRESENT POSITION (PP) (PB 17).
3. NGA:
a. 4 nm; 30 or 90 meters (best available) Pressing PB 17 sequences through the programmed steer
b. 10 nm; 30 or 90 meters (best available) and target points of the displayed mission route for the look
c. 20 nm; 30 or 90 meters (best available). ahead option. Look ahead can be selected via PB 17 or by
4. IMAGERY: pulling up on the coolie switch (FCP) or pressing the castle
a. 0.5 nm; 0.2 meters switch (RCP). The stepped-to route point is displayed in the
b. 2.5 nm; 1 meters center and its sequence point number shown at PB 17. The
c. 5 nm; 2 meters. sensor cue range and bearing line originates from the
direction of the aircraft. The range and bearing line is
Pressing PB 13 decreases the map scale until the smallest oriented back to the aircraft position, relative to the sensor
scale for the selected zoom is displayed, then it has no cue position. The display can be returned to the normal PP
effect. Pressing PB 14 increases the map scale until the format by pressing down on the auto acq switch (FCP) or
largest scale for the selected zoom is displayed, then it has mode reject switch (RCP).
no effect. The selected map scale is displayed between PB
13 and PB 14. The selected map scale can also be changed DECLUTTER (DCL) (PB 18).
via HOTAS in the RCP by pressing the castle switch
forward to increase or pulling aft to decrease. Pressing PB 18 cycles between DCL (unboxed), DCL1
(boxed) and DCL2 (boxed). DCL1 and DCL2 select the two
NOTE declutter levels; DCL appears when declutter is not selected.
The following items are removed in DCL 1:
If it is determined that no charts or a specific major
scale(s) (10, 20, 40, 80, and 160) for the chart map a. Route lines
type are not available on the CRMM, the specific b. Sequence point symbols and identifiers
major scales are always provided when CHART is c. Bank angle selection

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d. Ground speed selection ZOOM (ZM) (PB 19).
e. Horizontal and vertical range scales
f. Current radar map footprints Three levels of zoom are available in each major map scale
g. Current TPOD line of sight cue as shown (figures 1-148 and 1-149, sheet 1). The ADCP
h. Ability to move, add, and delete threats or calculates each level of zoom and the ADCP displays the
sequence points. appropriate range scale on the TSD. With zoom selected,
VRAMS displays the present map scale zoomed to the
The following items are removed in DCL 2: selected level of magnification.

a. All items removed with declutter 1 Pressing PB 19 cycles through the three zoom levels. Z1,
b. Threat rings Z2, or Z3 appears horizontally and boxed. The next
c. Threat masking actuation disables zoom and ZM is unboxed.
d. Threat symbols and identifiers
e. Elevation banding.

MAP SCALES (PB 13 AND PB 14)

PB 15 IF ZM (PB 19) IF Z1 (PB 19) IF Z2 (PB 19) IF Z3 (PB 19)

160 140 112 100

80 70 56 50
40 35 28 25
20 18 14 12
20 LD 18 LD 14 LD 12 LD
CHART
20 LN 18 LN 14 LN 12 LN
10 8 7 6
10 TD 8 TD 7 TD 6 TD
10 TN 8 TN 7 TN 6 TN
4 3.5 3 2.5
2 1.75 1.5 1.25
1 0.8 0.6 0.4
160 140 112 100
RDTED 80 70 56 50
40 35 28 25
20 (no zoom available) N/A N/A N/A
20 18 14 12
NGA 10 8 7 6
4 (no zoom available) N/A N/A N/A
5 3.5 2 1
IMGRY 2.5 1.5 1 0.5
0.5 0.35 0.2 0.1
Figure 1-148

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TSD FORMATS AND SYMBOLS

Figure 1-149 (Sheet 1 of 4)

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TSD FORMATS AND SYMBOLS (Continued)

Figure 1-149 (Sheet 2)

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TSD FORMATS AND SYMBOLS (Continued)

Figure 1-149 (Sheet 3)

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TSD FORMATS AND SYMBOLS (Continued)

Figure 1-149 (Sheet 4)

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TSD ADVISORIES. display. The advisories, priorities, and conditions for display
are shown (figures 1-150 and 1-151); 1 indicates the highest
The TSD advisories (displayed in the bottom half of the priority and 9 is the lowest priority.
displays) provide information on conditions affecting the

ADVISORY PRIORITIES
THREAT
ADVISORY TSD EDIT LOS
LIST

Ñ
1 INVALID PP 1 − − −

Ñ 1 2 1 − 1
CRMM NOT INSTALLED

Ñ 1 CRMM DOOR 3 − − −
OPENED

Ñ 1 4 2 1 2
DATA NOT AVAILABLE

Ñ 2 − 3 − −
MAX THREATS LOADED

Ñ 1 5 4 − 3
MAP NOT AVAILABLE

Ñ 1 6 5 − 4
SCALE NOT AVAILABLE

Ñ 3 7 − − 5
DTED NOT AVAILABLE

Ñ 2 8 − − −
ALT NOT AVAILABLE

Ñ
1 Appears continuously until the condition is cleared.
Ñ
2 Appears for 5 seconds.
Ñ
3 Appears for 5 seconds following a manual LOS calculation. NO DTED also displayed in top right
corner of TSD.

Figure 1-150

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ADVISORY CONDITIONS
ADVISORY CONDITION

INVALID PP Present position is invalid; the aircraft symbol is removed and the re-
quested map is blanked out.

DATA NOT AVAILABLE CRMM does not contain the data necessary for the selected function is
unavailable.

CRMM NOT INSTALLED CRMM is not installed.

CRMM DOOR OPEN CRMM door open.

MAP NOT AVAILABLE Map is not available.

SCALE NOT AVAILABLE Selected map scale is not available.

DTED NOT AVAILABLE DTED not available for masking, banding, or LOS calculations with
appropriate option selected.

MAX THREATS LOADED VRAMS is reporting that 100 threats are identified in the CRMM while
trying to add a new threat in edit mode.

ALT NOT AVAILABLE Filtered CARA data invalid with MASK selected or filtered baro altitude
data invalid with BAND selected.

Figure 1-151

LOS MODE. format 2). TDC inputs are then translated by the ADCP into
new map center display coordinates, providing a slewing
Aircraft-to-Point LOS Mode. map. The map can be positioned to the point of interest in
one of three ways:
With a map displayed on the TSD and radar or targeting pod
track is commanded on a point on the ground, VRAMS a. TDC inputs
calculates and then ADCP provides the minimum altitude b. Look ahead to the SP via either HOTAS or PB 17
required to attain LOS between the aircraft location and the scratchpad transfer of the sequence point number
tracked point as shown (figure 1-152, format 1). c. Scratchpad entry of latitude/longitude.

Point-to-Point LOS Mode. When the point to which the LOS calculation is to be made
(target point) is positioned under the cursor, that point is
When LOS is selected, the map is frozen at the current tracked by pressing the left multifunction switch (FCP) or
location, all dynamic display symbology is removed, and by FA on the HC trigger (RCP). When this track command
the cursor is placed at display center. The coordinates and is made, a triangle is placed at that location. If a second
elevation of the point under the cursor is displayed in the track command is made prior to additional TDC inputs, the
upper right corner of the display as shown (figure 1-152, triangle is deleted.

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LOS MODE

Figure 1-152

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When the target point is identified, TDC inputs move the When a sequence point on the route is moved, the route
map off that first point and a straight line is drawn from the lines are recalculated.
first point to the center of the cursor. If necessary the map is
slewed to the second point, the point from which the ADD (PB 2).
calculation is to be made. Once track is commanded for the
second time, at the desired second point, a circle is placed at Pressing PB 2 adds the latitude and longitude displayed in
that location. A different launch point can be selected by the upper right corner as a sequence point; the point is also
slewing the map over the new point and again commanding added to the A/G RDR format. The number assigned to the
track. When the new launch point is selected by pressing the sequence point is the number in the UFC scratchpad when
left multifunction switch or FA on the HC trigger, the PB 2 is pressed. When a sequence point (steer or target) is
previously displayed LOS value is removed and new LOS added along the route line, the route line is recalculated to
data is calculated and displayed. accommodate the new point.

When both the target and launch points are identified, DEL (PB 3).
VRAMS calculates and then ADCP displays the LOS
altitude in the upper left corner of the TSD. The LOS data is Pressing PB 3 selects the delete mode. Pressing again,
displayed to the nearest 100 feet, up to a maximum of provided no other PB selections or TDC inputs are made,
131,000. deletes the point flashing within the cursor; the point is also
deleted from the A/G RDR format. When a sequence point
SEQUENCE (SEQ) POINT EDIT FORMAT. on the route is deleted, the route lines are recalculated but
the points are not renumbered.
The Sequence Point (SP) edit format (figure 1-153) is
selected by selecting EDIT at PB 7 on the TSD; SEQ is SEQ/THRT (PB 6).
displayed at PB 6. The following options (different from the
TSD) are available on the SEQ point edit format. Pressing PB 6 cycles between sequence and threat point edit
formats. The option defaults to SEQ upon entering edit
In the sequence point edit mode, each sequence point on the mode. Threat edits are saved to the CRMM on a
format has an unseen sensitivity box around it. While the CRMM/PRMM WRITE.
cursor is inside this box, the symbol flashes, 0.8 second on,
0.2 second off; only one symbol flashes at a time. The home EDIT (PB 7).
plate symbol and current steer-to point cannot be edited and
do not flash. Pressing PB 7 cycles between TPOD sensor cue, radar
sensor cue, edit mode, or LOS calculations.
The latitude, longitude, and elevation of the point on the
map under the cursor is displayed in the upper right corner LAT/LON (PB 20).
of the TSD.
Pressing PB 20 with LAT displayed transfers the UFC
MOVE (PB 1). scratchpad value to the ADCP as a latitude coordinate and
changes the legend to LON. Pressing PB 20 with LON
Pressing PB 1 selects the move mode. Pressing again displayed transfers the UFC scratchpad value to the ADCP
provided a TDC input has happened and no PB selections as a longitude coordinate and changes the legend back to
are made, moves the point flashing that is originally within LAT. Pressing PB 20 with an empty scratchpad cycles
the cursor; the point is also moved on the A/G RDR format. between LAT and LON.

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SEQUENCE POINT EDIT FORMAT

Figure 1-153

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THREAT POINT EDIT FORMAT. Pressing PB 1 selects the move mode. Pressing again
provided a TDC input (slewing to the new point) has
The threat point edit format (figure 1-154) is selected by occurred and no PB selections are made, moves the threat
selecting EDIT at PB 7 on the TSD, and then pressing SEQ flashing that is originally within the cursor. Any other PB
(PB 6) to select THRT. The known and unknown threat actuations made between the first and second PB 1
types may be added via this format. actuations unboxes MOVE and disables the move mode.

The latitude, longitude, and elevation of the point on the ADD (PB 2).
map under the cursor is displayed in the upper right corner
of the TSD. Map slewing is available in edit mode. Pressing PB 2 selects the threat type add mode when there
are less than 100 threats in the threat situation file and
The threat data base on the CRMM contains four files: displays threat names from the threat acceptance file. MAX
threat situation file, threat ring file, threat acceptance file, THREATS LOADED appears for 5 seconds if the threat
and threat edit file. The threat situation file contains the situation file contains 100 threats.
threat parameters loaded during mission planning via JMPS.
The threat location, elevation, display priority, readout, DEL (PB 3).
color, type, ring set index, and masking range for a
maximum of 100 points are contained in the threat situation Pressing PB 3 boxes the DEL legend and enables the delete
file. mode; pressing again deletes the flashing threat point within
the cursor well. TDC or any other PB actuations made
The threat ring file defines the threat rings for a given threat between the first and second PB 3 actuations unboxes DEL
instance as defined in the threat situation file. and disables the delete mode.

The threat acceptance file stores data for a library of up to SEQ/THRT (PB 6).
681 threat types. The ADCP accesses the threat acceptance
file to present a list of threats on the MPD/MPCD during Pressing PB 6 cycles between sequence and threat point edit
threat point add mode. Selecting a threat moves the formats. The option defaults to SEQ when EDIT is selected
corresponding parameters from threat acceptance file to the at PB 7 on the TSD.
threat edit file. During threat edits, the ADCP transmits
threat point parameters to the VRAMS so threat masking KNOWN THREAT TYPE ADD MODE.
and rings can be calculated.
The known threat type add mode is selected by pressing
The threat edit file contains information associated with ADD (PB 2) on the threat type edit mode format (figure
threat point moves, additions, or deletions made during the 1-154, sheet 2).
mission. The threat point parameters for the last 50 edits are
stored in the threat edit file during flight and downloaded to PAGE (PB 1/PB 2).
the CRMM during postflight CRMM/PRMM writes for
evaluation using JMPS. Pressing PB 1 decrements the page number displayed
between PB 1 and PB 2 and displays the previous page of
In the threat point edit mode, each threat point on the threats (figure 1-154, sheet 2). If the first page is displayed
display has an unseen sensitivity box around it. While the when PB 1 is pressed, the last page of threats appears. PB 1
cursor is inside this box, the symbol flashes, 0.8 second on, is only functional when more than one page of threats exists
0.2 second off; only one symbol flashes at a time. for a given category.

The following different/additional options are available on Pressing PB 2 increments the page number displayed
the THRT point edit format. between PB 1 and PB 2 and displays the next page of
threats. If the last page is displayed when PB 2 is pressed,
MOVE (PB 1). the first page of threats appear. PB 2 is only functional when
more than one page of threats exists for a given category.

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THREAT SELECT (SEL) (PB 3/PB 4). UNKNOWN THREAT TYPE ADD MODE.

When more than one threat exists within a given threat This mode is selected by pressing PB 18 on the known
category, threat names appear in two columns of ten. threat type add mode format until UNKNOWN is displayed;
Pressing PB 3 moves the selection box up the column of it allows the aircrew to add an unknown threat with specific
threat names. When the first threat of the second column is parameters to the threat edit file (figure 1-161, sheet 2,
reached and PB 3 is pressed, the selection box moves to the display 4).
last threat of the first column. When the selection box
reaches the first threat of the first column and PB 3 is RANGE (PB 1/PB 2).
pressed, the selection box wraps to the last name of the
second column. The selection box moves one threat for each Pressing PB 1 increments the static threat ring range in 1 nm
actuation. Holding PB 3 pressed moves the selection box increments from 0 to 255 nm; pressing and holding PB 1
from threat to threat at a rate of four threats per second. increases the range at a rate of 4 nm/second. Selecting a
valid value using the UFC scratchpad then pressing this PB
Pressing PB 4 moves the selection box in the opposite enters the scratchpad value as the threat ring range.
direction of PB 3 using the same mechanization.
Pressing PB 2 decrements the static threat ring range in 1
PRIORITY (PRI) (PB 5). nm increments; pressing and holding PB 2 decreases the
range at a rate of 4 nm/second.
Pressing PB 5 selects the display priority (1 through 3, then
back to 1) assigned to the added threat; 1 is the highest PRI (PB 5).
priority and 3 is the lowest.
Pressing PB 5 selects the display priority (1 thru 3, then
ENTER (PB 8). back to 1) assigned to the added threat; 1 is the highest
priority and 3 is the lowest.
Pressing PB 8 commands the ADCP to add the threat in the
selection box with the indicated priority to the system and ENTER (PB 8).
the threat edit file; the system returns to the threat point edit
mode format. Pressing PB 8 commands the ADCP to add the unknown
threat with the selected parameters to the system and the
EXIT (PB 10). threat edit file. The value displayed between PB 1 and PB 2
is assigned to all four ring ranges and the masking range.
Pressing PB 10 exits the known threat type add mode and The maximum value for masking is 50 nm; the ADCP sets
returns the format to the threat point edit mode. masking range to 50 nm if the selected range is 50 to 255
nm.
THREAT TYPE SELECT (PB 18).
EXIT (PB 10).
Pressing PB 18 cycles through the five (maximum)
categories of threat types stored in the threat acceptance file Pressing PB 10 exits the unknown threat type add mode and
and displayed below PB 18 (figure 1-154, sheet 2, display returns the format to the threat point edit mode.
3). When UNKNOWN is displayed at PB 18 the unknown
threat type add mode is displayed.

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VRAMS

THREAT POINT EDIT FORMATS

Figure 1-154 (Sheet 1 of 2)

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VRAMS

THREAT POINT EDIT FORMATS (Continued)

Figure 1-154 (Sheet 2)

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DATA FRAME FORMAT. Data Frame Control Format.

Date Frame Directory Format. The data frame control format is selected by pressing
ENTER (PB 8) on the data frame directory format (figure
The data frame directory format (figure 1-155, format 2) is 1-155, format 3).
selected by pressing DATA FRAME (PB 5) on menu 2. A
total of 100 data frames can be selected for loading in the The data frame image first comes up with ZM unselected at
CRMM on the JMPS PC. The data frames are displayed and PB 15 which means the image is displayed in a fit to display
selected using a 3 digit number field and up to 15 characters orientation, unless the image is of 480 x 480 resolution then
for their name. Z1 boxed is the default at PB 15. The data frame image can
be rotated, zoomed and translated on the MPD/MPCD. A
PAGE (PB 1/PB 2). magenta box is provided to help in the translation and
orientation of the area to be zoomed upon. The magenta box
Pressing PB 1 decrements the page number displayed outlines the area of the data frame format that is to be
between PB 1 and PB 2 and displays the previous page of manipulated after the rotation, zoom, or translation is
data frame titles. When the first page is displayed, pressing executed.
PB 1 displays the last page.
Data Frame Select (PB 1/PB 2).
Pressing PB 2 increments the page number displayed
between PB 1 and PB 2 and displays the next page of data Pressing PB 1 selects the next data frame and increments the
frame titles. When last page is displayed, pressing PB 2 number shown between PB 1 and PB 2. Pressing PB 2
displays the first page. selects the previous data frame and decrements the number
between PB 1 and PB 2.
PB 1 and PB 2 are only functional when multiple pages of
data frames exist. Unused page numbers are not displayed. Pressing PB 1 or PB 2 with a valid data frame number (1
thru 100) entered in the UFC scratchpad selects that data
Data Frame Select (SEL) (PB 3/PB 4). frame. Invalid entered values flash on the UFC.

Pressing PB 3 moves the selection box up the rows of data Data Frame Directory (DF DIR) (PB 5).
frame titles. When the first row is reached and PB 3 is
pressed, the selection box wraps to the last row on the page. Pressing PB 5 returns to the data frame directory format.
Pressing PB 4 moves the selection box in the opposite
direction of PB 3 using the same mechanization. ENTER (PB 8).

ENTER (PB 8). Pressing PB 8 changes the data frame image by the selected
zoom and rotation angle; it also removes the magenta
Pressing PB 8 displays the data frame in the selection box, outline box and removes and disables PB 17 and PB 19.
deselects the data frame directory format, and selects the
data frame control format.

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ZM (PB 15). under PB 18) in 1º increments and rotates the magenta
outline box. Holding PB 17/PB 19 pressed changes the
Pressing PB 15 steps through a rotary of five levels of rotation angle at a rate of 4º/second. The rotation angle
zoom: ZM unboxed, Z1 boxed, Z2 boxed, Z3 boxed, and Z4 initializes at display selection at 0º, unless a specific rotation
boxed. Each level of zoom provides a different size magenta angle is set during preflight planning at JMPS Rotation
outline box indicating the area of the original display that Angle (PB 18).
the new display occupies when ENTER (PB 8) is pressed.
VRAMS rebuilds the image of the data frame so a portion Three digit rotation angle selected with PB 17 and PB 19 is
of the original display fills the entire display area. The displayed horizontally below PB 18. Pressing PB 18 enters
magnifications for zoom selection are as follows, where the the value in the UFC scratchpad as a rotation angle (valid
x is the shortest side of the non-zoomed image: range is ±180º) and updates the legend to match the
scratchpad value. Invalid values flash in the scratchpad.
a. ZM unboxed - No zoom/image fit to display
b. Z1 boxed - 480/x INV (PB 20).
c. Z2 boxed - (480/x)*2
d. Z3 boxed - (480/x)*3 Pressing PB 20 cycles between inverse and normal video
e. Z4 boxed - (480/x)*4. when using a mono video line only.

NOTE DATA FRAME FORMAT.

ZM unboxed is not available when a data frame has The data frame format is selected by pressing ENTER (PB
a resolution of 480 x 480 since the zoom factor is 8) on the data frame control format and shows the data
the same as Z1 boxed. frame rotated and translated as changed on the data frame
control format. A data frame can be selected for format
With a zoom level selected, the data frame image is scrolling.
translated by moving the magenta outline box from the
center of the display. The magenta outline box can only be DATA FRAME ADVISORIES.
moved until the center point of the box reaches any edge of
the display. VRAMS provides a data frame with The following advisory messages can be displayed on any
corresponding coordinates after translation is completed. of the data frame formats for the listed conditions and in the
following priority order:
Reset (PB 16).
1. CRMM NOT INSTALLED - No CRMM installed
Pressing PB 16 prior to pressing ENTER returns the zoom in VRR
level to unzoomed, rotation angle to zero, and data frame 2. CRMM DOOR OPEN - CRMM door on VRR
coordinates to 0, 0. Pressing RESET after pressing ENTER open
returns the data frame to the condition it is in prior to 3. DATA NOT AVAILABLE - Requested data frame
pressing ENTER. not available, or data frame directory file on
CRMM is missing or data frame directory file
Rotation Angle Change (PB 17/PB 19). contains no data frame files. The data frame is
removed while any of these advisories are
Pressing PB 17 or PB 19 increments or decrements, displayed.
respectively, the rotation angle expressed as ±180º (shown

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DATA FRAME FORMATS

Figure 1-155

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JHMCS

JOINT HELMET MOUNTED CUEING SYSTEM (JHMCS)

The JHMCS allows the aircrew to target and employ High SYSTEM ARCHITECTURE.
Off-Boresight (HOBS) weapons such as the AIM-9X. When
using JHMCS to employ HOBS weapons, the aircrew can The JHMCS is comprised of the following: the Helmet
track, designate, and shoot targets beyond the gimbal limits Mounted Display (HMD), Helmet Vehicle Interface (HVI)
of the aircraft radar without looking inside the cockpit and connectors, Electronics Unit (EU), shorting plug stowage
losing sight of the target. The JHMCS can also be used to panel, cockpit control panel, Magnetic Transmitter Unit
employ standard AIM-9L/M/X, and AIM-120 missiles. (MTU), Seat Position Sensor (SPS), and Boresight
Additional capabilities include cueing the aircraft radar Reference Unit (BRU) (figures 1-156 and 1-157). Refer to
system and enhanced situational awareness. CSTO SR1F-15SA-34-1-1 for a detailed description of
JHMCS operation.

HELMET MOUNTED DISPLAY (HMD).

• Although sufficient flight symbology is presented to The HMD includes a digital display, the magnetic receiver
provide basic situational awareness, the JHMCS is not unit, debrief camera, auto-brightness circuitry, and up-look
intended to be use for primary flight references. reticles. The primary viewing area is a circular area on the
HMD in front of the right eye. The HMD is attached to the
• At all times, pilots must avoid fixating on the dis- helmet via a blind mate connector and latch mechanism.
played symbology. The HMD focal distance (shorter
than that of the HUD) makes it more difficult to transi-
tion visually to the outside environment.

SYSTEM ARCHITECTURE
CONTRL
PANEL
CONTROL HMD HMD BRU

PANEL H
M
D
A HMD RECCE
ON OFF BRT OFF BRT HMD
V
N
C
BRT OFF
MTU
S OFF MTU

BRU

SPS
SHORTING PLUG
STOWAGE PANEL SPS
SHORTING PLUG
STOWAGE PANEL

EU

SAN003-252M-1-001
Figure 1-156

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JHMCS day display unit and/or night display adapter
mating and de-mating to the JHMCS helmet assembly is
only performed in the life support shop and is not performed
in the aircraft. Night vision goggle mating and de-mating to
the helmet night display adapter is not affected. The aircraft HRC carries electrical display signals
whenever power is applied to aircraft displays.
Ensure the HMD control knob is OFF whenever
the HRC is disconnected. To prevent damage to
JHMCS equipment, make sure the aircraft HRC
connector is properly stowed in its receptacle when
Do not expose the HMD to a temperature not in use.
exceeding 50°C (122°F) operationally or in
storage. The QDC and IRC provide for separation from the aircraft
during emergency egress. The QDC is the primary JHMCS
HELMET VEHICLE INTERFACE (HVI) disconnect point during emergency ground egress. The
CONNECTORS. QDC is also the primary disconnect during ejection with the
IRC as a backup disconnect. The IRC is attached to the left
To prevent potential snagging and injury in the event of console and requires a force of 80 to 110 pounds to
ejection, the upper HVI cable must be routed underneath the disconnect.
left parachute riser strap but over the left shoulder torso
harness lift web and LPU, if worn. The upper HVI cable
must cross underneath the left parachute riser strap at a
point low on the riser strap, near the parachute release
fitting, with cable slack adjusted toward the upper region of
the cable. It is inserted into the snap retaining flap and then In the event, the IRC becomes separated during
mated via the Helmet Release Connector (HRC) inserted flight, it is very difficult to reconnect due to the
into the harness mounting bracket (figure 1-157). high force connector. Do not attempt to reconnect,
and report the event on the appropriate
The JHMCS helmet is connected to the aircraft systems by maintenance form upon return to base.
three connectors: the HRC, Quick Disconnect Connector
(QDC), and In-line Release Connector (IRC). Connector NOTE
positions are shown (figure 1-157, sheet 2).
The QDC is for emergency use only. It is not
disconnected under normal conditions and remains
The HRC is the normal means for the aircrew to connect
in the aircraft (under normal conditions).
and disconnect the helmet. It is a push/pull release
mechanism and requires a force of 15 to 21 pounds to
ELECTRONICS UNIT (EU).
disconnect. The HRC attaches to a harness mounting
bracket secured to the pilot harness. The HRC also contains
The EU contains the main system central processing unit,
a sensor that detects if it is attached to the pilot harness.
Line of Sight (LOS) module, graphics processor and display
When not properly connected to the harness mounting
drive, and low voltage power supply. The CPU controls
bracket, CRU-60 is displayed on the HMD. When not
system bus interfacing, display list generation, BIT, and
connected to the harness mounting bracket, the aircraft HRC
other system functions. The LOS module calculates helmet
is properly stowed in its receptacle attached to the cockpit
LOS while the graphics processor and display drive
aft bulkhead.
processes the display list and generates video for helmet
display. The EU is located behind door 3R.

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HVI DISCONNECTS AND CABLE ROUTING

Figure 1-157 (Sheet 1 of 2)

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CSTO SR1F-15SA-1-2
JHMCS

HVI DISCONNECTS AND CABLE ROUTING (Continued)

Figure 1-157 (Sheet 2)

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JHMCS

HMD CONTROLS

Figure 1-158

COCKPIT CONTROL PANELS. JHMCS control is provided as part of the ADCP function
displays using pushbutton menus. From menu 2 (PB 9),
Off/Brightness Knob. HMD-P is available in the forward seat and HMD-W is
available in the aft seat. The opposite cockpit HMD format
This rotary knob removes and applies power to the HMD, can be selected from menu 3 (PB 9). When selecting
and adjust helmet CRT display brightness as shown in different menus, pressing M (PB 11) returns to the main
(figure 1-158). menu.

MAGNETIC TRANSMITTER UNIT (MTU). JHMCS DATA LOADING.

The MTU is used to generate a magnetic field used for Pilot and WSO preferences for declutter programming,
JHMCS positioning. The FCP MTU is mounted on the left video overlay color, and cockpit masking can be loaded
canopy rail behind the pilot’s left shoulder. In the RCP it is during the CRMM read function. JHMCS BIT log data is
mounted on the center of the canopy bow. The MTU also downloaded to the PRMM during the PRMM write
stores magnetic map compensation data. If the magnetic function. After using CRMM loading, the ADCP stored
map compensation data loaded in the MTU and the EU is settings can be reviewed on the HMD-P and HMD-W
not compatible with the aircraft tail number, MAP FAIL is formats by selecting the appropriate HMD format using
displayed on the HMD. menu 2 or menu 3, PB 9 on any display. The declutter
settings can be viewed using PB 17 on the HMD-PILOT or
SEAT POSITION SENSOR (SPS). HMD-WSO format. When selecting DECLUTTER (PB 17)
a new set of menu PB items are displayed. Unboxing items
The SPS is a linear potentiometer which indicates ejection from these declutter sub-menus removes their display from
seat height to the JHMCS. It is mounted at the left base of the HMD when declutter is enabled and when the
the ejection seat. This seat position information allows the appropriate declutter mode is selected at PB 18 on the main
JHMCS to compensate for disruption of the magnetic field HMD-PILOT or HMD-WSO format. Selecting PB 19 on
in the cockpit when the metal in the seat changes position the main HMD-PILOT or HMDWSO format allows editing
from the seat being raised or lowered. of the cockpit masking settings. PB 15 on the HMD-PILOT
or HMD-WSO format allows video overlay color selection.
JHMCS CONTROL. The video overlay color selection is shared by both the
forward and aft HMD.

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JHMCS SYSTEM INITIALIZATION. MAP ID OVRD.

During initialization phase, the EU compares the aircraft tail

SYSTEM STARTUP.
number provided by the ADCP with the Magnetic
Compensation Data (MCD). If the two tail numbers are not
When power is applied to the JHMCS, the EU executes its
the same, an error message, MAP FAIL is displayed in the
SBIT. Following SBIT execution, the EU begins an internal
HMD. In the event of a MAP FAIL the pilot can choose to
data load and validation phase. During this time, the EU
override the warning by selecting MAP ID OVRD (figure
loads and verifies configuration data, and receives
1-159), and then cycling JHMCS power (if both helmets are
initialization files from the ADCP as necessary. The ADCP
connected, both brightness knobs need to be placed to OFF).
monitors the status of the EU and determines when it is
Before choosing MAP ID OVRD at PB 7, ensure proper tail
ready to operate. Operating modes of the JHMCS are
number is input into HUD title format. A JHMCS power
controlled through the ADCP. The entire startup
cycle is required to accept the map override selection.
initialization process can take up to 2 minutes.
HMD BRU ALIGNMENT SUBMENU.
NOTE
Do not remove or cycle power during the JHMCS Pressing BRU at PB 20 (figure 1-159) selects the BRU
initialization process. Interrupting the JHMCS SET-UP format (figure 1-160) with the following selectable
initialization process can result in file corruption pushbuttons:
and requires maintenance action to correct.
1. PB 3 is used for pitch value scratchpad transfer.
If the pilot or WSO disconnects the helmet from the system 2. PB 4 is used for yaw value scratchpad transfer.
after start-up, the EU declares the LOS invalid and waits for 3. PB 5 is used for roll value scratchpad transfer.
a helmet to be connected. When a helmet is subsequently 4. PB 16 and PB 18 appear when valid transfer occurs
connected, the EU identifies the helmet. If the helmet is the with the following results:
same one that is previously connected, it is ready for use a. PB 18 accept value(s) and send to the EU
within 1 second. If the helmet is different from the one that b. PB 16 cancel value(s) and revert display back to
is previously connected, it is ready for use within 30 previous values
seconds.
JHMCS ALIGNMENT.
JHMCS CONFIGURATION.
The alignment function orients the helmet display to the
Configuration initialization is accomplished by the ADCP. cockpit motion box. The EU uses the alignment to position
At system startup the EU reports its configuration to the symbols in the correct position on the HMD.
ADCP. If the ADCP detects any discrepancies, it reloads the
EU data. The EU and MTU both store a copy of magnetic NOTE
map data, identified by aircraft tail number. The EU
To use the HOTAS for JHMCS actions, you must
compares its map file aircraft tail number to the ADCP
first take command of the HMD by pressing the
specified aircraft tail number. If the ADCP aircraft tail
castle switch forward greater than 0.3 seconds
number matches with either the EU or MTU, the matching
(forward HMD), or multifunction switch outboard
file is loaded into the EU or MTU to make both match. If
greater than 1 second on either hand control (aft
the ADCP aircraft tail number does not match either the EU
HMD).
or MTU map file, either the aircraft tail number must be
corrected or the map file must be reloaded to the EU using
FCP ALIGNMENT.
the Program Loader-Verifier (PLV). Once the EU
configuration matches the ADCP configuration, the EU
The HUD is used as the cockpit volume reference for the
switches to operational status.
forward HMD. Alignment is commanded by selecting
ALIGN (PB 4) on the HMD-PILOT menu.

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There are two alignment modes; either Coarse Alignment switches to FA for ALIGN OK. Forward HMD coarse
(CA) or Fine Alignment (FA). HMD-P selection and alignment display and messages are shown (figure 1-162).
alignment is shown (figure 1-161).
During fine alignment the forward HMD cross stabilizes to
Coarse alignment allows the pilot to align the HMD cross to the matched HUD cross in azimuth (AZ), elevation (EL),
the HUD cross by orienting the helmet to the proper and roll. To perform FA, the pilot must be looking through
position. When align mode is entered by selecting (boxing) the HUD, keeping the forward HMD cross on the HUD
ALIGN (PB 4) on the HMDPILOT format, a READY cross. The edge limiters flash if the HUD is outside of the
message is displayed on the forward HMD. The pilot must forward HMD FOV. The target designator control on the
hold the HMD cross on the HUD cross for approximately 2 right throttle grip is used to adjust AZ and EL alignment.
seconds and simultaneously hold the castle switch The radar elevation wheel on the left throttle grip adjusts
down-hold and the right throttle coolie switch down-hold. roll alignment. If the pilot does not want to perform FA,
During this time, ALIGNING flashes on the HMD. When deselecting ALIGN (PB 4), removing command from the
alignment is complete, either ALIGN OK or ALIGN FAIL forward HMD, or exiting the HMD-PILOT menu exits
displays until the pilot releases the castle and coolie alignment operation. Forward HMD fine alignment display
switches. The system remains in CA for ALIGN FAIL and and messages are shown (figure 1-163).

HMD MAP ID OVRD SELECTION

Figure 1-159

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CSTO SR1F-15SA-1-2
JHMCS

HMD BRU SET-UP

Figure 1-160

1-388
 CSTO SR1F-15SA-1-2
JHMCS

FCP HMD-P SELECTION AND ALIGNMENT

Figure 1-161

1-389
CSTO SR1F-15SA-1-2
JHMCS

FCP HMD-P COARSE ALIGNMENT

Figure 1-162

1-390
 CSTO SR1F-15SA-1-2
JHMCS

FCP HMD-P FINE ALIGNMENT

Figure 1-163

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CSTO SR1F-15SA-1-2
JHMCS
RCP ALIGNMENT. second).
6. Place the active uplook reticle on the same
The Boresight Reference Unit (BRU) is used as the cockpit reference point in the distance and press the TDC.
volume reference for the aft HMD. Alignment is 7. The ADCP records the amount of bias of the
commanded by selecting ALIGN (PB 4) on the HMD-WSO appropriate reticle (right or left) displayed on the
menu. There are two alignment modes; either Coarse HMD-PILOT (usually less than 3°). The ADCP
Alignment (CA) or Fine Alignment (FA). HMD-W selection applies the recorded bias to the reported JHMCS
and alignment sequence is shown (figure 1-164). LOS when uplooks are active.
8. Disable uplook cursors (coolie switch up less than
Coarse alignment allows the WSO to align their HMD cross 1 second).
to the BRU cross by orienting the helmet to the proper 9. Repeat to align the other uplook reticle.
position. When align mode is entered by selecting (boxing)
ALIGN (PB 4) on the HMD-WSO format, a READY FCP Airborne Uplook Align.
message is displayed on the HMD. The WSO must hold the
HMD cross on the BRU cross and press the trigger switch The AIM-9X must be in priority to align in the air.
half action and hold for at least 2 seconds. During this time,
ALIGNING flashes on the HMD. When alignment is 1. Take command of forward HMD (castle forward
complete, either ALIGN OK or ALIGN FAIL displays until greater than 0.3 seconds).
the WSO releases the half action trigger. The system 2. Select A/A master mode and place the weapon
remains in CA for ALIGN FAIL and switches to FA for select switch in SRM.
ALIGN OK. Aft HMD Coarse alignment display is shown 3. Select UPLOOK ALIGN (PB 3) on the
(figure 1-165). HMDPILOT format.
4. Lock AIM-9X onto a target and uncage. Verify
During fine alignment the HMD cross stabilizes to the missile is tracking target.
matched BRU cross in azimuth, elevation, and roll. To 5. Enable uplook cursors (coolie switch up less than 1
perform FA, the WSO must be looking through the BRU, second).
keeping the HMD cross on the BRU cross. The target 6. Place the active uplook reticle on the target locked
designator control on the hand control that is in command of by the AIM-9X.
the aft HMD is used to adjust azimuth and elevation 7. Press the TDC for less than 1 second.
alignment. The castle switch left/right is used to adjust roll 8. The ADCP records the amount of bias of the
alignment. If the WSO does not want to perform FA, appropriate reticle (right or left) displayed on the
deselecting ALIGN (PB 4), removing command from the aft HMD-PILOT format (usually less than 3°). The
HMD, or exiting the HMD-WSO menu exits alignment ADCP applies the recorded bias to the reported
operation. Aft HMD fine alignment is shown (figure 1-166). JHMCS LOS when uplooks are active.
9. Disable uplook cursors (coolie switch up less than
UPLOOK ALIGNMENT. 1 second).
10. Repeat to align the other uplook reticle.
After aligning the main display, the pilot and WSO can align
the uplook cursors. Use the HMD to perform the following RCP Ground Uplook Align.
for a uplook alignment:
1. Take command of aft HMD (hand control outboard
FCP Ground Uplook Align. greater than 1 second)
2. Ensure A/A master mode selected and weapon
1. Take command of forward HMD (castle forward select switch in SRM.
greater than 0.3 seconds). 3. Select UPLOOK ALIGN (PB 3) on the HMDWSO
2. Select A/A master mode and place the weapon format.
select switch in SRM. 4. Place the aft HMD aiming cross on a point of
3. Select UPLOOK ALIGN (PB 3) on the reference in the distance and pull the trigger full
HMDPILOT format. action.
4. Place the forward HMD aiming cross on a point of 5. Enable uplook cursors (castle up less than 1
reference in the distance and press the TDC. second).
5. Enable uplook cursors (coolie switch up less than 1

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6. Place the active uplook reticle on the same 5. Enable uplook cursors (castle up less than 1
reference point in the distance and pull the trigger second).
full action. 6. Place the active uplook reticle on the target locked
7. The ADCP records the amount of bias of the by the AIM-9X.
appropriate reticle (right or left) displayed on the 7. Press the TDC for less than 1 second.
HMD-WSO format (usually less than 3°). The 8. The ADCP records the amount of bias of the
ADCP applies the recorded bias to the reported appropriate reticle (right or left) displayed on the
JHMCS LOS when uplooks are active. HMD-WSO format (usually less than 3°). The
8. Disable uplook cursors (castle up less than second). ADCP applies the recorded bias to the reported
9. Repeat to align the other uplook reticle. JHMCS LOS when uplooks are active.
9. Disable uplook cursors (castle up less than 1
RCP Airborne Uplook Align. second).
10. Repeat to align the other uplook reticle.
The AIM-9X must be in priority to align in the air.
JHMCS DISPLAY PERSONALIZATION.
1. Take command of aft HMD (castle forward greater
than 0.3 seconds). Pilot and WSO preferences for declutter programming,
2. Ensure A/A master mode selected and weapon video overlay color, and cockpit masking can be loaded
select switch in SRM. during the CRMM read function. JHMCS BIT log data is
3. Select UPLOOK ALIGN (PB 3) on the HMDWSO downloaded to the PRMM during the PRMM write
format. function. After reading the CRMM loading, the ADCP
4. Lock AIM-9X onto a target and uncage. Verify stored settings can be reviewed on the HMD-P or HMD-W
missile is tracking target. formats.

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RCP HMD-W SELECTION AND ALIGNMENT

Figure 1-164

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 CSTO SR1F-15SA-1-2
JHMCS

RCP HMD-W COARSE ALIGNMENT

Figure 1-165

1-395
CSTO SR1F-15SA-1-2
JHMCS

RCP HMD-W FINE ALIGNMENT

Figure 1-166

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Declutter. To view or change declutter selections select DECLUTTER
(PB 17) (figure 1-169, format 1). This changes the display
The programming of the HMD declutter levels can be to DECLUTTER WINDOWS format. Legends that are
performed via the CRMM or the program menus. A listing boxed are selected for display and legends unboxed are not
of the programmable pushbuttons are shown (figure 1-167), displayed on the visor. By selecting SYMBOLS (PB 19),
and for NONE -> DECLUTTER WINDOWS -> the DECLUTTER SYMBOLS declutter selections are
DECLUTTER format operation see (figure 1-169). For data displayed (figure 1-169 formats 2 and 3). A listing of the
loads, the ADCP reads JHMCS declutter selections made on programmable pushbuttons are shown (figure 1-168).
Joint Mission Planning System (JMPS), modified for the
HMD display formats from the CRMM. Video Overlay Color.

Four modes of declutter are available for selection at PB 18: VIDEO OVERLAY COLOR (PB 15) cycles thru the
following colors: DK BLUE (default), RED, MAGENTA,
a. DCL NONE - Declutter is turned off GREEN, CYAN, YELLOW, WHITE, OFF, DK BLUE. This
b. DCL SYMBOLS - Declutter symbols unboxed on selection does not affect the display in the helmet, only the
Declutter Symbols format color on the video. The video overlay color selection is
c. DCL WINDOWS - Declutter windows unboxed on shared by the pilot and WSO.
Declutter Windows format
d. DCL2 SYM/WND - Declutter unboxed symbols
and windows on Declutter Symbols and Windows
formats.

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DECLUTTER WINDOWS PROGRAMMABLE PUSHBUTTONS

Legend/Pushbutton Notes
MISC (PB 1) GCWS OFF, UPLOOK, NCTR, TF cautions, TF warnings, sensor/weapon IN
CUES USE cue, OBST cues, WSO 9X LOS
AIRSPD (PB 2) Airspeed window
DATA 1 (PB 3) AIM count, off missile cue, rounds remaining, radar emergency mode cue,
MRM target size
DATA 2 (PB 4) AOA, and Mach
DATA 3 (PB 5) Aircraft g, maximum g, invalid armament, OWS off
STATUS (PB 6) JHMCS status/advisories
TOBA (PB 7) TOBA
HMD HDG (PB 8) Helmet heading window
DATA 7 (PB 9) MRM postlaunch TOF, A/G delivery mode
DATA 6 (PB 10) ETA, ETE, A/A prelaunch time, A/G time
DATA 5 (PB 12) Ranges and range mode cues, target range status
DATA 4 (PB 13) Target track status, JAM cues, selected gun sight, mode S status, A/A zone
status, target altitude, A/G zone status, target aspect, uncage status, A/G
slant range
ALT (PB 14) Altitude window
HDG (PB 16) A/C heading window, digital in A/A and analog scale in A/G mode, A/G LAR
staple
SYMBOLS (PB 19) Displays Declutter Symbols format
DEFAULT (PB 20) Returns declutter windows to default selections

Figure 1-167

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DECLUTTER SYMBOLS PROGRAMMABLE PUSHBUTTONS

Legend/Pushbutton Notes
SRV SAMS (PB 1) SAMS
ASE CIRCLE (PB 2) ASE circle, target aspect line, flyout cues
ATT IND (PB 3) Attitude indicator
SHOOT CUE (PB 4) (HMD-PILOT only) PDT shoot cue or PDT TLL enabled shoot cue in the
forward and aft helmet
MISL LNCH ENVL (PB 5) Linear scale and range indicators, PDT closure rate, RADAR range scale
SRM SEEKER (PB 6) SRM seeker circle
SRM CIRCLE (PB 7) Circular scale and SRM seeker FOV circle
TPOD LOS (PB 8) TPOD LOS
NON PDT LOS (PB 9) FM PDTs, FM PPLIs, donor PDTs, donor PPLIs
RADAR CIRCLE (PB 10) Dashed HSS square, dashed HSRBST circle, dashed HLRBST circle
PDT TLL (PB 12) (HMD-PILOT only) PDT TLL, TLL IRST only cue in the forward and aft
helmet
PDT RNG (PB 13) (HMD-PILOT only) PDT slant range in the forward and aft helmet
PDT NCTR (PB 14) (HMD-PILOT only) PDT NCTR status, PDT NCTR cross or PDT TLL
enabled NCTR status or ID cue in the forward and aft helmet
PDT IFF (PB 15) (HMD-PILOT only) PDT ID symbol or PDT TLL enabled ID cue in the for-
ward and aft helmet
PDT LOS (PB 16) PDT LOS including all attached windows/symbols, TLL, and TLL enabled
windows/symbols. NOTE: When unboxed/boxed on the HMD-PILOT for-
mat, pilot-only PB 4, 12, 13, 14, and 15 declutter selections also unbox/box.
A/G DES (PB 17) A/G designation
PRI SW TGT (PB 18) Priority smart weapon target point
WINDOWS (PB 19) Displays Declutter Windows format
DEFAULT (PB 20) Returns declutter symbols to default selections

Figure 1-168

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DECLUTTER FORMATS

Figure 1-169

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Masking Zones. A/G Mode.

Masking allows the pilot or WSO to have display data With A/G master mode selected, A/A primary designated
removed from the HMD based on its LOS. The pilot can target tactical display information is removed, and the HMD
choose to have forward HMD display data removed when mimics the HUD displayed data and symbology. The digital
the HMD LOS enters the HUD zone, the forward cockpit aircraft heading is replaced by a heading scale, similar to the
zone, or both the HUD and forward cockpit zone. The WSO display in the HUD.
can only choose to have HMD display data removed when
the aft HMD LOS enters the rear cockpit zone. The cockpit NAV Master Mode.
zone is defined as the main instrument panel and area below
the cockpit rails (figure 1-170). With NAV master mode selected, the HMD mimics the
HUD displayed data and symbologies.
The current masking selection is displayed under MASK
(PB 19) of the HMD-PILOT menu (figure 1-171) or INST Master Mode.
HMD-W menu (figure 1-172) Pilot masking zone options
are: (OFF, H (HUD), C (cockpit), or HC (HUD and With INST master mode selected, the HMD mimics the
cockpit). WSO masking zone options are: OFF, C (cockpit). HUD displayed data and displays.
There are two ways to select the masking zone, either
during CRMM read or manually by cycling PB 19 to the
desired masking option. JHMCS CONTROLS.

With MASK OFF selected, all HMD display data remains HMD-P FORMAT.
displayed regardless of HMD LOS. With H selected, all
HMD display data is removed when the HMD LOS is The HMD-PILOT format PB functions are described below.
within the HUD zone, except the aiming cross, RADAR
LOS square/circle, and both MWS LOS. With C selected, UPLOOK BIAS RESET (PB 1).
all HMD display data is removed when the HMD LOS is
within the cockpit zone, except aiming cross, RADAR LOS Uplook alignment bias values are displayed in the center of
square/circle, both MWS LOS, PDT LOS, SRM seeker the format below the legend UPLK BIAS. The bias values
circle, SRM FOV circle, and MRM visual launch circle. are displayed as:
With HC selected, all HMD display data is removed as
previously described when the HMD LOS enters the UPLK BIAS
respective H and C zones.
LEFT AZ 1.45 EL 2.25
MISCELLANEOUS DISPLAYS.
RIGHT AZ 1.55 EL 0.55
HMD Blanking.
To reset the uplook bias, select UPLOOK BIAS RESET (PB
While in command of the HMD, castle switch press, release, 1), and the bias values are reset to all zeros (figure 1-178).
and press for greater than 1 second turns on HMD blanking
in both helmets. In HMD blanking, symbology is removed HORIZON (PB 2).
from the display. Repeat of castle switch action while in
command of the blanked HMD disables blanking and the The horizon crosses were created to identify roll errors in
symbology is restored in the HMD. the HMD. With HORIZON selected (figure 1-171), cross is
displayed in the forward HMD at 1:-90 azimuth, EGI free
When blanked and PB 4 ALIGN is selected (boxed), inertial roll elevation; or 2: 90 azimuth, EGI free inertial roll
blanking is disabled so alignment can be performed. elevation based on which way the HMD LOS is pointing.

When a spin recovery condition starts, blanking is enabled The cross is only visible when the HMD LOS is close to
and symbology is removed from the HMD. ±90° azimuth.

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FCP/RCP JHMCS MASKING ZONES

Figure 1-170

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UPLOOK ALIGN (PB 3). NOTE

When performing an UPLOOK ALIGN the BIAS VALUES Helmet alignment can only be performed when in
changes from zero to non zero (usually less than 3°). command of the forward helmet. If command is
lost, PB 4 ALIGN becomes unboxed. Furthermore,
NOTE if the HMD-PILOT format is removed from the
HMD for any reason, PB 4 ALIGN becomes
Uplook alignment can only be performed when in unboxed.
command of the forward helmet. If command is
lost, PB 3 UPLOOK ALIGN becomes unboxed AIR/GND (PB 6).
and uplook cursors are deactivated. Furthermore, if
the HMD-PILOT format is removed from the The manual selection of PB 6 toggles between AIR and
HMD for spin recovery, PB 3 UPLOOK ALIGN GND, the default legend is AIR. This mode is used for
becomes unboxed. sensor cueing set up only, and does not correlate to any
mode or display changes in the forward HMD. Sensor
ALIGN (PB 4). cueing execution (via pressing TDC) also does not depend
on the setting of this pushbutton. When master mode is
Selection of ALIGN causes the forward helmet to enter switched to Non-A/G master mode, this button
coarse align or fine align, if a successful coarse alignment is automatically toggles to display AIR. When master mode is
already performed. switched to A/G master mode, this button automatically
toggles to display GND.

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HMD-P FORMAT

Figure 1-171

RDR (PB 7). IRST (PB 9).

RDR is unboxed by default and is available when AIR or IRST legend is only available when AIR is selected at PB 6,
GND is selected at PB 6. The function of the PB 7 RDR with IRST in standby or on. In non-A/G master modes,
(figure 1-171) legend is dependent on the selected master selection (boxing) of this pushbutton commands the IRST
mode. In non-A/G master modes a TDC action commands a into SLACQ at the forward HMD LOS with TDC action.
10 nm forward helmet short range boresight slave command
when the AIR RDR legend is boxed. In A/G master mode, TGT/CUE (PB 10).
TDC action commands a 1.3 nm HRM creation at the
forward helmet LOS when the GND RDR legend is boxed. A/G cursor function is only available when GND is selected
at PB 6.
TPOD (PB 8).
In A/G master mode only, TGT only allows for the creation
TPOD legend is only available when GND is selected at PB of an A/G target designation and TPOD sensor cueing at the
6, with the TPOD on and reporting a valid mode status. The forward HMD LOS with TDC action release. Selection of
TPOD selection is unboxed by default. In A/G master mode, TGT at PB 10 displays CUE. TGT is the cursor function by
selection (boxing) of this pushbutton commands WFOV default.
TPOD cue command at the forward HMD LOS with TDC
action. In A/G master mode only, CUE allows for A/G radar and/or
TPOD sensor cueing at the forward HMD LOS upon TDC
action release. Selection of CUE at PB 10 returns to TGT.

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M (PB 11). When selecting CROSS OFF, the aiming cross is not
displayed except during an AIM-120 helmet cued mode
Selecting M returns operator to Menu 1. launch. When selecting CROSS ON, the aiming cross is
displayed in the HMD without regard to the mode of
HMD RCD (PB 12). operation. The aiming cross selector is ON by default.

HMD RCD selects manual recording of the forward HMD BRIGHTNESS (PB 14).
through Digital Video Recorder (DVR) channel 5. When a
manual or programmed forward helmet record event occurs, When selecting BRIGHTNESS the legend cycles through
the format changes from HMD RCD to time in hours, BRIGHTNESS AUTO, BRIGHTNESS DAY, and
minutes, and seconds. BRIGHTNESS NIGHT. The BRIGHTNESS selection is
AUTO by default.
The JHMCS EU provides HMD video to the DVR under
control of the ADCP. Video from the JHMCS EU is wired VIDEO OVERLAY COLOR (PB 15).
directly to DVR channels 5 (HMD-P) and channel 6
(HMD-W). DVR recordings are either initiated manually or Through VIDEO OVERLAY COLOR, the operator can
by a planned program. The HMD and any preprogrammed change the color of the video. The video overlay color is
displays are also automatically recorded for a fixed amount DK BLUE by default and is shared with the HMD-WSO
of time in response to a weapon release. The ADCP format.
commands events to be recorded in video/data. Several
event definition types are available for ADCP to OVTEMP OVRD (PB 16).
automatically record:
The selection of PB 16 enables the operator to override an
a. Event type 3-4 - FCP weapon release, A/A and EU shutdown caused by an overtemp.
A/G
NOTE
b. Event type 5-6 - RCP weapon release, A/G
The over temperature override is only available
c. Event type 7 - FCP trigger full action with the MASTER ARM switch in ARM and
PACS set to CMBT (A/A and A/G). Otherwise, PB
d. Event type 9 - FCP manual event 16 is blank and is not selectable.

e. Event type 10 - RCP manual event With the MASTER ARM switch in ARM and CMBT PACS
(A/A and A/G) selected, the default condition is a boxed
f. Event type 11 - Chaff release (override enabled) status. Selecting OTEMP OVRD toggles
the override status on and off.
g. Event type 12 - Flare release.
DECLUTTER (PB 17).
CROSS (PB 13).
Selection of DECLUTTER causes the DECLUTTER
The selection CROSS allows the operator to cycle between WINDOWS menu to display (figure 1-169). The
three modes of operation, CROSS AUTO, CROSS OFF, and DECLUTTER SYMBOLS format can be accessed from
CROSS ON. When selecting CROSS AUTO, the forward DECLUTTER WINDOWS (PB 19). Under the appropriate
HMD aiming cross is displayed in the following modes: declutter mode, boxed selections are displayed and unboxed
selections are decluttered.
a. Forward HMD A/A radar slave
DECLUTTER MODE SELECTION (PB 18).
b. Forward HMD SRM slave
With the default DCL NONE (PB 18) selected, all available
c. Forward HMD AIM-120 helmet cued mode launch symbols and windows are displayed in the forward HMD.
The selection of PB 18 cycles between
d. A/G master mode (continuous).

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DCL NONE -> SYMBOLS -> WINDOWS -> SYM/WND. HORIZON (PB 2).
See previously discussed declutter section for further
details. The horizon crosses were created to identify roll errors in
the HMD. With HORIZON selected (figure 1-172), crosses
MASK (PB 19). are displayed in the helmet at 1: -90° azimuth, EGI free
inertial roll elevation; or 2: 90° azimuth, EGI free inertial
Selecting MASK (PB 19) cycles through MASK OFF, roll elevation based on which way the HMD LOS is
(default), MASK H, MASK C, and MASK HC. In MASK pointing. The crosses are only visible when the HMD LOS
OFF mode, masking is disabled in all regions. In MASK H is close to +/-90° azimuth.
mode, masking is enabled over the HUD. In the MASK C
mode, masking is enabled in the cockpit. In the MASK HC UPLOOK ALIGN (PB 3).
mode, masking is enabled on the HUD and the cockpit. See
previously discussed masking section for further details. When performing an UPLOOK ALIGN the BIAS VALUES
changes from zero to non zero (usually less than 3°).
CLEAR ADVISORY (PB 20).
NOTE
CLEAR ADVISORY is blank until an advisory exists.
When an advisory is displayed in the forward HMD, Uplook alignment can only be performed when in
CLEAR ADVISORY is displayed. Pressing CLEAR command of the aft helmet. If command is lost, PB
ADVISORY removes the current advisory from the forward 3 UPLOOK ALIGN becomes unboxed and uplook
HMD display. If more than one failure advisory is present, cursors are deactivated. Furthermore, if the
pressing CLEAR ADVISORY clears each advisory from HMDWSO format is removed from the RCP HMD
highest to lowest priority through the list of failures until all for spin recovery, PB 3 UPLOOK ALIGN becomes
advisories failures are viewed and removed from the unboxed.
display. Once all advisories are viewed, CLEAR
ADVISORY PB 20 is blank with no function. Turning the ALIGN (PB 4).
forward HMD off and then back on restores any advisories
that are cleared via the CLEAR ADVISORY pushbutton to Selection of ALIGN causes the aft helmet to enter coarse
the advisory priority list (highest priority advisory once align or fine align if a successful coarse alignment is already
again displayed in the forward HMD). performed.

HMD-W FORMAT. NOTE

The HMD-WSO format PB functions are described below. Helmet alignment can only be performed when in
command of the aft helmet. If command is lost, PB
UPLOOK BIAS RESET (PB 1). 4 ALIGN becomes unboxed. Furthermore, if the
HMD-WSO format is removed from the FCP
Uplook alignment bias values are displayed in the center of HMD for any reason, PB 4 ALIGN becomes
the format below the legend UPLK BIAS. The bias values unboxed.
are displayed as:
MASTER MODE DECOUPLE (PB 5).
UPLK BIAS
MASTER MODE DECOUPLE allows the aft helmet to
LEFT AZ 1.45 EL 2.25 decouple from aircraft master mode (figure 1-172). When
master mode decouple is selected (boxed) it allows the aft
RIGHT AZ 1.55 EL 0.55 HMD to switch between A/G and A/A display modes
independently of the master mode by performing a master
To reset the uplook bias, select UPLOOK BIAS RESET (PB mode toggle HOTAS (TDC press). While in A/G display
1), and the bias values are reset to all zeros (figure 1-172). mode the aft HMD acts

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similar to A/G master mode. While in A/A display mode the RDR is unboxed by default and is available when AIR or
aft HMD acts similar to A/A, NAV, or INST master mode. GND is selected at PB 6. The function of the PB 7 RDR
(figure 1-172) legend is dependent on the selected master
AIR/GND (PB 6). mode. In non-A/G master modes a Full Action trigger pull
commands a 10 nm aft helmet short range boresight slave
The manual selection of PB 6 toggles between AIR and command when the AIR RDR legend is boxed. In A/G
GND, the default legend is AIR. This mode is used for master mode, a full action trigger pull commands a 1.3 nm
sensor cueing set up only, and does not correlate to any HRM creation at the aft helmet LOS when the GND RDR
mode or display changes in the aft HMD. Sensor cueing legend is boxed.
execution (via a full action trigger pull) also does not
depend on the setting of this pushbutton. When master mode TPOD (PB 8).
is switched to non-A/G master mode, this button
automatically toggles to display AIR. When master mode is TPOD (PB 8) legend is only available when GND is
switched to A/G master mode, this button automatically selected at PB 6, with the TPOD on and reporting a valid
toggles to display GND. mode status. The TPOD selection is unboxed by default. In
A/G master mode, selection (boxing) of this pushbutton
RDR (PB 7). commands WFOV TPOD cue command at the aft HMD
LOS with a full action trigger pull.

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HMD-WSO FORMAT

Fi 1 172
Figure 1-172

IRST (PB 9). release of full action trigger pull less than 1 second or held
at 1 second. Selection of CUE at PB 10 displays MARK.
IRST (PB 9) legend is only available when AIR is selected
at PB 6, with IRST in standby or on. In non-A/G master In A/G master mode only, MARK allows for the creation of
modes, selection (boxing) of this pushbutton commands the a mark point at the aft HMD LOS with full action trigger
IRST into SLACQ at the aft HMD LOS with a full action pull released less than 1 second or held at 1 second. MARK
trigger pull. also allows for A/G radar and/or TPOD sensor cueing with
full action trigger pull held at 1 second. Selection of MARK
TGT/CUE/MARK (PB 10). at PB 10 returns to TGT.

A/G cursor function is only available when GND is selected M (PB 11).
at PB 6.
Selecting M returns operator to the menu 1.
In A/G master mode only, TGT allows for the creation of an
A/G target designation at the aft HMD LOS with full action HMD RCD (PB 12).
trigger pull released less than 1 second or held at 1 second.
TGT also allows for A/G RADAR and/or TPOD sensor HMD RCD selects manual recording of the aft HMD
cueing with full action trigger pull held at 1 second. through Digital Video Recorder (DVR). When a manual or
Selection of TGT at PB 10 displays CUE. TGT is the cursor programmed forward helmet record event occurs, the format
function by default. changes from HMD RCD to time in hours, minutes, and
seconds.
In A/G master mode only, CUE allows for A/G RADAR
and/or TPOD sensor cueing at the aft HMD LOS upon

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CROSS (PB 13). NOTE

The selection CROSS allows the operator to cycle between The over temperature override is only available
three modes of operation, CROSS AUTO, CROSS OFF, and with the MASTER ARM switch in ARM and
CROSS ON. When selecting CROSS AUTO, the aft HMD PACS set to CMBT (A/A and A/G). Otherwise, PB
aiming cross is displayed in the following modes: 16 is blank and is not selectable.

a. Aft HMD A/A radar slave With the MASTER ARM switch in ARM and CMBT PACS
(A/A and A/G) selected, the default condition is a boxed
b. Aft HMD AIM-9X slave (override enabled) status. Selecting OVTEMP OVRD
cycles between on and off.
c. A/G master mode (continuous).
DECLUTTER (PB 17).
When selecting CROSS OFF, the aiming cross is not
displayed in the aft HMD. When selecting CROSS ON, the Selection of DECLUTTER causes the DECLUTTER
aiming cross is displayed in the aft HMD without regard to WINDOWS menu to display (figure 1-169), the
the mode of operation. The aiming cross selector is ON by DECLUTTER SYMBOLS format can be accessed from
default. DECLUTTER WINDOWS (PB 19). Under the appropriate
declutter mode, boxed selections are displayed and unboxed
BRIGHTNESS (PB 14). selections are decluttered.

When selecting BRIGHTNESS the legend cycles through DECLUTTER MODE SELECTION (PB 18).
BRIGHTNESS AUTO, BRIGHTNESS DAY, and
BRIGHTNESS NIGHT. The BRIGHTNESS selection is With the default DCL NONE (PB 18) selected, all available
AUTO by default. symbols and windows are displayed in the aft HMD. The
selection of PB 18 cycles between DCL NONE -> DCL
VIDEO OVERLAY COLOR (PB 15). SYMBOLS -> DCL WINDOWS -> DCL SYM/WND. See
previously discussed declutter section for further details.
Through VIDEO OVERLAY COLOR, the operator can
change the color of the video. The video overlay color is MASK (PB 19).
DK BLUE by default and is shared with the HMD-PILOT
format. Selecting MASK PB 19 cycles through MASK OFF
(default) and MASK C. In MASK OFF mode, masking is
OVTEMP OVRD (PB 16). disabled in all regions. In the MASK C mode, masking is
enabled in the cockpit. See previously discussed masking
The selection of PB 16 enables the operator to override an section for further details.
EU shutdown caused by an overtemp.

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CLEAR ADVISORY (PB 20). select PB 10 on the HMD BIT detail format after JHMCS
has powered up (figure 1-174, sheet 2 format 4). The LOAD
CLEAR ADVISORY is blank until an advisory exists. INIT FILE legend boxes and RESET EU appears on the
When an advisory is displayed in the aft HMD, CLEAR format. Cycling the power to the JHMCS completes the
ADVISORY is displayed. Pressing CLEAR ADVISORY software transfer. PB 10 unboxes after the file transfer is
removes the functional failure from the aft HMD display. If complete.
more than one failure advisory is present, pressing CLEAR
ADVISORY clears each advisory from highest to lowest If the EU and the MTU are replaced at the same time the
priority until all advisories are viewed and removed from map must be reloaded via PLV. If just the EU is replaced,
the aft HMD format. Once all advisories are viewed, PB 20 the MTU updates the map file. Conversely, if just the MTU
is blank with no function. Turning the aft HMD off and then is replaced, the EU updates the map file.
back on restores any advisories that are cleared via the
CLEAR ADVISORY pushbutton to the advisory priority list Updating the tail number stored in the HMD via UFC does
(highest priority advisory once again displayed in the aft not clear the MAP FAIL advisory until a power cycle of the
HMD). JHMCS occurs. Also, selecting MAP ID OVRD (PB 7)
requires a JHMCS power cycle before the system ignores a
map failure.
JHMCS BIT.
HMD DISPLAY TEST.
Operator IBIT is started by pressing HMD (PB 4) on the
BIT2 menu. IBIT can be stopped at any time by pressing Pressing P DISP TEST (PB 2) and W DISP TEST (PB 14)
STOP/ESCAPE (PB 19). The ADCP BIT menu is displayed on the detail HMD menu activates/deactivates test patterns
once IBIT is completed or stopped. The menu BIT sequence on the corresponding pilot or WSO HMD. PB 2 (Pilot) and
is shown (figure 1-174). JHMCS LRU NOGO (HMD*) and PB 14 (WSO) are rotary selections that scrolls through
bus failure messages are displayed on the BIT formats, and DSPL TEST 1 > DSPL TEST 1 > DSPL TEST 2 (figure
main detailed and maintenance BIT formats. 1-176). The legend next to the pushbutton is the current test
pattern that is displayed in the HMD. The DSPL TEST
JHMCS BIT DETAIL. selection is OFF by default.

Selecting HMD using PB 9 on the detailed BIT format HMD ERROR LOG.
display accesses the HMD detailed BIT format. The HMD
detailed BIT format provides selections for pilot/WSO Error logs from the previous 30 flights can be accessed on
HMD BIT log and navigation, pilot/WSO display test the detail HMD menu using PB 9 and then selecting P HMD
patterns, map ID Override, manual initialization file data BIT LOG (PB 1) for the HMDPILOT and W HMD BIT
transfer, and aft helmet BRU offset correction (figure LOG (PB 15) for the HMD-WSO. When selected, the
1-174). Selecting HMD using PB 9 on the HMD detail current error block is displayed on the HMD. The plain
format returns to detail BIT format. English description of each error code is highlighted by
scrolling with P STEP LINE (PB 3) for the HMD-PILOT
Correcting JHMCS Display Anomalies. and W STEP LINE (PB 13) for the HMD-WSO. To change
pages in the error log, press P STEP PAGE (PB 4) for the
In certain instances the EU software can become corrupted. HMD-PILOT and W STEP PAGE (PB 12) for the
This is particularly the case if the ADCP OFP software is WSO-HMD. When either step line or step page function
recently changed out, or if the JHMCS hardware is switched reaches the end of their sequence, pressing the button again
out. Corruption can be indicated by anomalies in the returns to the beginning of the display. The HMD view of
symbology display in the helmet, specifically if some JHMCS configuration and fault displays are shown (figure
expected symbology is missing or displayed with an 1-175).
incorrect symbol. To reload the display initialization data,

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JHMCS ADVISORY DISPLAY

Functional LRU Condition
Failures
CRU 60 QDC not fully seated in harness mounting bracket.
OVERTEMP EU detected an overtemperature condition. (Forward/aft HMD shared advisory)
MAP FAIL Failure detected in magnetic map compensation data.
LOS FAIL EU detected a LOS failure condition.
LOS DGRD EU detected a degraded LOS condition.
SYS DGRD EU detected a degraded JHMCS condition.
NO EGI/AD Failure detected by ADCP. Air data, airspeed, Mach or baro altitude is invalid.
(Forward/aft HMD shared advisory)
BOX Helmet out of motion box.

Figure 1-173

JHMCS ADVISORY DISPLAYS. The HMD aircraft and navigation displays only are shown
(figure 1-175).
The ADCP prioritizes and displays the JHMCS advisories in
the order listed (figure 1-173). When the EU reports an JHMCS DISPLAY FAILURE.
advisory, the ADCP displays the advisory cue with the
highest priority in the center of the HMD. A LOS DGRD In the event of a single JHMCS display failure, power must
advisory is shown (figure 1-177, display 1). Once the be removed from the failed helmet to prevent further
advisory is cleared via CLEAR ADVISORY on the damage and potential overheating. Power is supplied to both
HMD-PILOT or HMD-WSO format, the next highest helmets when the HMD switch is on in either cockpit. If
priority advisory is displayed. PB 20 default display is blank operation of the non-failed JHMCS helmet is required, the
if no advisories exist. For a further detailed description of failed helmet must be disconnected at the QDC (Figure
the JHMCS advisories see section III, Emergency 1-157) and the remaining lower HVI cable stowed and
Procedures. secured. RCP aircrew will secure the lower HVI cable in the
map case. FCP aircrew will secure the cable in the JHMCS
HMD DISPLAYS. stowage clip.

Change 4 1-411
CSTO SR1F-15SA-1-2
JHMCS

HMD BIT

Figure 1-174 (Sheet 1 of 2)

1-412 Change 4
 CSTO SR1F-15SA-1-2
JHMCS

HMD BIT (Continued)

Figure 1-174 (Sheet 2)

1-413
CSTO SR1F-15SA-1-2
JHMCS

HMD DISPLAYS

Figure 1-175

1-414
 CSTO SR1F-15SA-1-2
JHMCS

HMD DISPLAY TEST PATTERNS

Figure 1-176

1-415
CSTO SR1F-15SA-1-2
JHMCS

HMD, AIRCRAFT, AND NAVIGATION DISPLAYS

Figure 1-177

1-416
 CSTO SR1F-15SA-1-2
MISC

MISCELLANEOUS SYSTEMS

AIRCRAFT SERVICING DIAGRAM. greater than 80 knots).

System Recovery.
The aircraft servicing diagram is shown (figure 1-178.
In the event of an erasure of the mission data automatically
PROGRAMMABLE ARMAMENT by an ejection, mission data cannot be reloaded into the
DEWS via MLV. In the case of an ejection, the DEWS
CONTROL SET (PACS). hardware containing the OFP, MDF, and recorded data is not
just erased, it is destroyed. Refer to CSTO
Refer to CSTO SR1F-15SA-34-1-1 description and SR1F-15SA-34-1-1 for other erasure methods.
operation of the PACS.

RADAR SYSTEM.
DIGITAL ELECTRONIC WARFARE
SYSTEM (DEWS). Refer to CSTO SR1F-15SA-34-1-1 and CSTO
SR1F-15SA-34-1-1-1 for description and operation of the
Refer to CSTO SR1F-15SA-34-1-1 for description of the Radar System.
EW or CMD data.
ERASE.
ERASE.
When the remote intercommunications control panel
In the event of an ejection, a discrete signal is sent to CRYPTO switch is placed to ZERO, a discrete is sent to
remove the OFPs, MDF, and recorded data from the DEWS remove the mission data from the radar system. Likewise, in
systems by permanently destroying the memory device the event of an ejection, a discrete signal is sent to remove
within DEWS that contains the data. the OFP and mission data from the radar systems.

NOTE NOTE

• Ejection automatically removes the COMSEC keys • Ejection automatically removes the COMSEC keys
from R1 and R2, and AAI/IFF; removes the mission from R1 and R2, and AAI/IFF; removes the mission
data from the Recce pod, HF radio, and the radar; data from the Recce pod, HF radio, and the radar;
removes the HAVE QUICK data from R1 and R2; removes the HAVE QUICK data from R1 and R2;
erases and destroys the CC OFP, MDF, and any erases and destroys the CC OFP and any recorded data
recorded data from DEWS and OFPs to the point of from DEWS and OFPs, and the radar, and the Sniper
unrecoverable, and the radar, and the Sniper pod; and pod; and disables the CRMM (if the aircraft is
disables the CRMM (if the aircraft is weight-off-wheels with airspeed greater than 80
weight-off-wheels with airspeed greater than 80 knots).
knots).
• Placing the CRYPTO switch to ZERO removes the
• Placing the CRYPTO switch to ZERO removes the initialization data from the HF radio; removes the
initialization data from the HF radio; removes the HAVE QUICK data from R1 and R2; removes mis-
HAVE QUICK data from R1 and R2; removes mis- sion from the radar; removes the COMSEC keys from
sion from the radar; removes the COMSEC keys from R1 and R2, FDL, and AAI/IFF; and erases the CRMM
R1 and R2, FDL, and AAI/IFF; and erases the CRMM (if the aircraft is weight-off-wheels with airspeed
(if the aircraft is weight-off-wheels with airspeed greater than 80 knots).

Change 2 1-417
CSTO SR1F-15SA-1-2
MISC
System Recovery. ERASE.

In the event of an erasure of the mission data, manually by When the aircraft is airborne, true airspeed is greater than 80
the CRYPTO switch being placed to ZERO or automatically knots, and an ejection has occurred, the ADCP sends an
by an ejection, mission data can be reloaded into the radar erase command to the SNIPER targeting pod. In the event of
systems via PLV. an ejection, the SNIPER targeting pod is disabled and needs
to be returned to the manufacturer.
NAVIGATION POD.
FIGHTER DATA LINK.
Refer to CSTO SR1F-15SA-34-1-1 for description and
operation of the navigation pod. Pod performance can be Refer to CSTO SR1F-15SA-34-1-1 for description and
degraded and false BIT failures can occur if operated above operation of the FDL.
40,000 feet, or if greater than Mach 1.2 or 650 KCAS.
ERASE.
RECONNAISSANCE POD. When the aircraft is airborne, true airspeed is greater than 80
knots, and a zeroize command has occurred, the ADCP
Refer to CSTO SR1F-15SA-34-1-1 for description and removes the COMSEC key from FDL system. COMSEC
operation of the Reconnaissance pod. Pod performance can key can be reloaded via DTD.
be degraded and false BIT failures can occur if operated
above 40,000 feet, or if greater than Mach 1.2 or 650
KCAS. WEAPON SYSTEMS.
Refer to CSTO SR1F-15SA-34-1-1 for a detailed and
SNIPER TARGETING POD. operational description of the following systems:

Refer to CSTO SR1F-15SA-34-1-1 for description and a. Aircraft Weapons Capabilities

operation of the Sniper targeting pod. Pod performance can b. AAI System
be degraded and false BIT failures can occur if operated c. Stores Jettison System - Combat Programming
above 40,000 feet, or if greater than Mach 1.2 or 650 d. Weapon Employment
KCAS. e. Suspension Equipment
f. Combat Weapons
g. Training Weapons.
INFRARED SEARCH AND TRACK
(IRST) SYSTEM.
Refer to CSTO SR1F-15SA-34-1-1 for description and
operation of the IRST system.

1-418
 CSTO SR1F-15SA-1-2
MISC

Figure 1-178 (Sheet 1 of 3)

Change 3 1-419
CSTO SR1F-15SA-1-2
MISC

SERVICING DIAGRAM (Continued)

INDEX # DOOR # SYSTEM
1 Door 8 External power
2 Door 16 Ground cooling receptacle
3 Door 29 Ground refueling receptacle
4 Door 155L Aircraft data recording
5 Door 154 Fuel check panel, EMSC receptacle
6 Door 79L PC-1 Reservoir Level Indicator
7 Left main PC-1 External connections, PC-1 reservoir servicing
wheelwell
8 Door 89L Jet fuel starter, hand pump, accumulator pressure gauge, accumulator air
charge valve
9 Door 87L IDG oil check/servicing
10 Door 86L AMAD oil check/servicing, CGB oil check/servicing
11 Door 96L Engine oil: sight gauge, servicing connections, JOAP fitting
12 Door 111 Fire extinguisher bottle
13 Door 112 Fire extinguisher pressure gauge, arresting hook damper pressure gauge
14 Door 96R Engine oil: sight gauge, servicing connections, JOAP fitting
15 Door 86R AMAD oil check/servicing
16 Door 87R IDG oil check/servicing
17 Door 89R Utility external connections, utility reservoir servicing
18 Right main Defueling receptacle, PC-2 external connections, PC-2 reservoir servicing
wheelwell

If the aircraft is fueled with JET A++100/JP-8+100, ensure fuel servicing

personnel at transient locations are aware the aircraft is carrying JET
A++100/JP-8+100 prior to defueling the aircraft to avoid damage to the
common filters used in fuel dispensing equipment.

19 Door 79R PC-2 Reservoir level indicator

20 Door 42 (Bottom, through CFT door 570) gun service
21 Door 45 Ammo loading
22 Door 39 Top side
23 Door 15 Liquid coolant servicing, ECS water separators
24 Nose Avionics chemical dryer filter, canopy actuator accumulator, cabin pressure
wheelwell test connections, liquid coolant servicing

Figure 1-178 (Sheet 2)

1-420 Change 3
 CSTO SR1F-15SA-1-2
MISC

SERVICING DIAGRAM (Continued)

SPECIFICATIONS USAF NATO

Primary JET A++ F-24

JET A++100 F-27

Alternate JP-8 (PREF) F-34

(Refer to Section V) JP-8+100 (PREF) F-37
(MIL-DTL-83133)
Fuel
JP-4 (MIL-T-5624) F-40
JP-5 (MIL-T-5624) F-44

JET A, JET A-1,

JET B

External 115 ±15VAC, A/M 32A-60A only

electrical 400 ±30Hz
power

MIL-PRF-5606 (ALTER) H-515

Hydraulic fluid
MIL-PRF-83282 (PREF) H-537

Turbine engine, MIL-PRF-7808 0-148

Oil CGB, IDG, AMAD (+) Grade 3
(No alternate)

Gaseous BB-N-411 GRADE A,

Nitrogen
TYPE I or II

Oil M61A1 GUN MIL-L-46000

Extinguishing Fire extinguisher bottle HALON-1301

agent

Figure 1-178 (Sheet 3)

1-421/(1-422 blank)
 CSTO SR1F-15SA-1-2

SECTION II

NORMAL PROCEDURES

TABLE OF CONTENTS. EGI Procedures............................................................ 2-36

FDL Procedures ........................................................... 2-37
Update Procedures....................................................... 2-39
Dimensions .................................................................... 1-5
External Power Start.................................................... 2-40
Preparation For Flight ....................................................2-1
Preflight Check .............................................................. 2-2
Before Entering Front Cockpit....................................... 2-2 PREPARATION FOR FLIGHT.
Front Cockpit Interior Check ......................................... 2-5
Before Entering Rear Cockpit........................................2-7 WEIGHT AND BALANCE.
Rear Cockpit Interior Check .......................................... 2-8
Starting Engines ............................................................. 2-9 For maximum gross weight limitations, refer to section V,
Before Taxiing.............................................................. 2-12 Operating Limitations. For weight and balance information
Taxiing .........................................................................2-16 refer to the individual aircraft DD Form 365-4 (FORM F),
Before Takeoff .............................................................2-17 section V, Operating Limitations and the handbook of
Takeoff .........................................................................2-17 Weight and Balance Data, TO 1-1B-50.
Climb Techniques ........................................................2-19
Inflight..........................................................................2-19
Instrument Flight Procedures.......................................2-22 NOTE
Descent Check .............................................................2-23 Some aircrew procedures are separated into
Before Landing ............................................................2-23 front cockpit and rear cockpit. Other
Landing Technique.......................................................2-23 procedures are combined and coded for
After Landing...............................................................2-25 applicable crewmember action. Items coded
Hot Refueling...............................................................2-26 (BOTH) are applicable to both the pilot and
Engine Shutdown .........................................................2-27 WSO. Items coded (W) are applicable to the
Scramble ......................................................................2-27 WSO. Items coded (P) are applicable to the
Quick Turn (BOTH).....................................................2-30 pilot only. Items not coded (blank), may be
OWS Matrix Display ...................................................2-30 applicable to either.
UFC Procedures ...........................................................2-31
Have Quick Radio Operation.......................................2-34

2-1
CSTO SR1F-15SA-1-2

PREFLIGHT CHECK. BEFORE ENTERING FRONT

COCKPIT.
1. Check maintenance documentation for aircraft
status and release. Refer to figure 2-2 for cockpit entry. Refer to foldout section
2. Takeoff and landing data - COMPUTE (if required) for ejection seat illustration.
EXTERIOR INSPECTION. 1. Ejection controls safety lever - LOCKED
2. Safety pins - REMOVED
1. Check general condition (figure 2-1). a. Canopy jettison handle pin.
Check aircraft exterior for abnormalities which b. Ejection seat safety pins (2).
can affect flight (e.g., cracks or leaks). Check all 3. Radio beacon auto/manual selector - AS DESIRED
sensors (AOA, pitot/static, inlet ice, total 4. Auto/manual seat kit deployment selector - AUTO
temperature). The ground intercom compartment 5. Emergency manual chute handle - FULLY DOWN
door is normally open. The hydraulic and JFS 6. Seat hoses disconnect coupling - CHECK
accumulator circular access panels (four) may be SECURE
open for after start servicing. Check all other 7. Both pitot tubes - NO OBSTRUCTIONS
doors and panels closed and fastened. Check 8. Emergency O2 bottle indicator - CHECK FULL
intakes clear of foreign objects. Check all
external/internal inlet ramps in up position. For Solo Flight -
Check tires for condition and inflation. Check
gear struts for extension. Check landing gear 1. Ejection mode selector - SECURED IN SOLO
pins (three) installed. Check external stores and POSITION, PIN INSTALLED
pylons secure and impulse carts installed, if 2. Rear cockpit - SECURED
applicable. Check arresting hook pin and canopy a. Ejection controls safety lever - LOCKED
strut removed. b. Aft radio beacon/radio selector - MANUAL
c. Solo flight tie down strap - INSTALLED
(figure FO-9)
d. VRR - CHECK CRMM INSTALLED, DOOR
CLOSED
• Make sure doors and panels are closed and fastened to e. VRAMS RESET switch - NORM
prevent damage to the aircraft. This is particularly f. Map case cover - SECURED
important for doors 3, 6, and 10, left and right, for- g. TGT FLIR power switch - OFF
ward of the engine intakes. h. Emergency landing gear handle - IN
i. Emergency brake/steering handle - IN
• Make sure the radome has a smooth continuous sur- j. Circuit breakers - IN
face and is free of paint, sealants, adhesives, deep k. (Arresting) HOOK switch - UP
scratches, gouges, bumps and paint bubbles. Ensure l. Oxygen supply lever - OFF
the metallic nose cap is free of paint, dings and m. Oxygen hose - SECURED TO STOWAGE
scratches and is precisely aligned with the radome. FITTING
Even slight imperfections within approximately the n. Utility light - SECURED TO STOWAGE
first 12 inches of the nose cap/radome may cause FITTING
severe yawing moments at high angles of attack. o. Canopy interlock - LANYARD ATTACHED

2-2
 CSTO SR1F-15SA-1-2

EXTERIOR INSPECTION

Figure 2-1

2-3
CSTO SR1F-15SA-1-2

COCKPIT ENTRY

Figure 2-2

2-4
 CSTO SR1F-15SA-1-2

FRONT COCKPIT INTERIOR

CHECK.
A thorough cockpit interior preflight must be accomplished Failure to properly stow/secure all loose articles
before each flight. The design features of the aircraft greatly and ensure personal equipment leads are properly
simplify this task. Switch positions designated AS connected may result in entanglement with cockpit
DESIRED allow pilot preference in switch/control controls, including ejection handles, which can
positioning. AS REQUIRED indicates those switches that cause inadvertent ejection.
differ with mission requirements. If no specific requirement
exists, pilot preference is used. Avionics switches b. JHMCS HVI connectors - AS REQUIRED
designated AS DESIRED or AS REQUIRED must be OFF (1) IRC - SECURELY CONNECTED
for start. (2) QDC connection - SECURELY
CONNECTED
(3) HRC - SECURELY CONNECTED

Do not place any item on the glare shield, as

scratching the windshield is probable.
JHMCS disconnect forces may be transferred to the
1. Interior check - COMPLETE head/neck if the HRC is not properly secured in the
harness mounting bracket. If the upper HVI cable
a. Harness and personal equipment leads - is not stowed in the snap retaining flap it may snag
FASTEN on ejection and parachute descent resulting in
Attach parachute risers to harness buckles. injury.
Attach survival kit and ensure straps are snug
within the limits of personal comfort. Secure
and firmly adjust lap belt. Connect oxygen,
anti-g suit, and communication leads. Check
operation of shoulder harness locking To prevent interference with the parachute risers in
mechanism. the event of an ejection, route the upper HVI cable
underneath the left parachute riser strap. If LPU is
worn, route the upper HVI cable over the LPU to
prevent snagging in case of helmet loss during
ejection. The upper HVI cable must cross
• After connecting the parachute risers to the har- underneath the left parachute riser strap at a point
ness, lift the locking lever on each Koch fitting low on the riser strap, near the parachute release
and verify the actuating lever is full up and snug fitting, with cable slack adjusted toward the upper
against the inner part of the locking lever. If the region of the cable.
actuating lever does not seat properly, disconnect
the release and use a different harness. Left Console -

• Make sure survival kit D ring and buckle are a. Ground power panel - SET
securely connected by listening for an audible (1) PACS switch - AUTO
snap into place and firmly pulling on the harness (2) ADCP /AIU1 switch - AUTO
while holding the buckle strap. Failure to connect b. ARMAMENT SAFETY switch - SAFE
and adjust survival kit straps to achieve a snug fit c. EMERG A/R switch guard - DOWN
between the pilot and kit may result in injury or d. Integrated communications controls - AS
loss of kit during ejection. DESIRED

2-5
CSTO SR1F-15SA-1-2

(1) Volume knobs - AS DESIRED h. Fire warning extinguisher panel switch - OFF
(2) CRYPTO switch - NORM i. UFC control panel - AS DESIRED
(3) MIC switch - ON j. HUD control panel - AS DESIRED
(4) R1 antenna switch - AUTO k. EMERG JETT button - NOT PRESSED
(5) Tone switch - OFF l. Emergency brake/steering handle - IN
(6) CIPHER TEXT switch - AS REQUIRED m. Rudder pedals - ADJUST
(7) Mode 4 selector switch - AS REQUIRED
(8) IFF mode reply switch - AS DESIRED
(9) IFF MASTER switch - AS REQUIRED
e. IFF ANT SEL - BOTH
f. SENSOR control panel - SET
To prevent injury to lower leg, make sure feet are
(1) FDL mode knob - HOLD
on rudder pedals before pulling the RUD PED ADJ
(2) All other switches - OFF
knob.
g. Exterior lights panel - ALL SWITCHES AS
REQUIRED
n. Circuit breakers - IN
h. FLY UP ENABLE switch - ON, GUARD
o. JFS handle - IN
DOWN
p. Holding brake switch - OFF
i. FLAPS switch - UP
j. ELEC LOAD SHED switch - ORIDE
Right Console -
k. Friction lever - AS DESIRED
l. Throttles - OFF
a. EMERG VENT handle - IN AND VERTICAL
m. FUEL control panel - SET
b. Oxygen system - CHECK AND SET
(1) WING switch - AS REQUIRED
(2) CTR switch - AS REQUIRED
Pressure - 20 to 450 psi
(3) CONF TANK switch - STOP TRANS
(4) DUMP switch - NORM
(5) CONF TANK EMERG TRANS switch - NOTE
NORM
When BOS pressure is below approximately
(6) EXT TRANS switch - AS REQUIRED
20 psi, only cabin air is available through the
(7) SLIPWAY switch - CLOSE
regulator, characterized by a moderate
n. TF COUPLE switch - OFF
breathing restriction.
o. FCS GAIN switch - NORM, GUARD DOWN
p. BATTERY switch - OFF
Regulator - CHECK
q. MISC control panel - SET
(1) ANTI SKID switch - NORM
(1) OXYGEN supply lever - FULLY ON
(2) INLET RAMP switches - AS REQUIRED
It is possible for the oxygen supply lever to
(3) LDG/TAXI LIGHT switch - OFF
stop at an intermediate position between
r. Canopy jettison handle - FORWARD
OFF and ON. Make sure the lever is all the
way ON.
Main Panel -

a. Emergency landing gear handle - IN

b. (Arresting) HOOK switch - UP
c. Landing gear handle - DOWN
d. MASTER (arm) switch - SAFE Do not lift the regulator toggle switch when
e. GUN (arm) switch - SAFE switching regulator from OFF to ON or ON to
f. SEL JETT knob - OFF, BUTTON NOT OFF. Damage to the regulator switch results.
PRESSED
g. AMAD/ENGINE FIRE warning lights - NOT (2) OXYGEN emergency lever - NORMAL
PRESSED (3) Mask - ON

2-6
 CSTO SR1F-15SA-1-2

(4) Diluter lever - 100% (1) HMD - OFF

(5) OXYGEN emergency lever - (2) RECCE - OFF
EMERGENCY
Take a deep breath and hold it. The oxygen After Front Cockpit Check Is Complete -
stops flowing if the mask is properly fitted
(indicated by the flow indicator staying VERIFY:
black). If the oxygen continues to flow, the
regulator, hose or valve is not holding VERIFY items are those items which, if not correctly
pressure (indicated by the flow indicator positioned, can cause a safety hazard and/or system damage.
showing white). A white indicator identifies
a leak that must be corrected before flight. 1. EMERG A/R guard switch - NORM (GUARD
DOWN)
Indicator - CHECK 2. Throttles - OFF
(6) OXYGEN emergency lever - NORMAL 3. FORMATION lights - OFF
(7) Oxygen flow - CHECK 4. EMERGENCY landing gear handle - IN
Breathe normally for three cycles and check 5. (Arresting) HOOK switch - UP
flow indicator for alternating white and 6. Landing gear handle - DOWN
black indication. 7. GUN (arm) switch - SAFE
8. MASTER (arm) switch - SAFE
Connections - CHECK 9. EMERG JETT button - NOT PRESSED
10. Emergency brake/steering handle - IN
Emergency Oxygen Bottle - CHECK 11. EMERG VENT (control) handle - IN AND
(8) Pressure - CHECK VERTICAL
(9) Actuating ring - STOWED AND 12. L/R ENG CONTR switches - ON
CHECKED 13. ANTI-ICE switches - SET
(10) Mask - OFF a. WINDSHIELD switch - OFF
(11) OXYGEN supply lever - OFF b. PITOT HEAT switch - AUTO
c. ENG HEAT switch - OFF
c. ANTI-ICE switches - SET 14. FDL - HOLD
(1) WINDSHIELD switch - OFF 15. Avionics - OFF (RADAR, HUD, EGI 1, EGI 2,
(2) PITOT HEAT switch - AUTO IRST, TF RADAR, RDR ALT, NAV FLIR, DEWS,
(3) ENG HEAT switch - OFF HMD, RECCE).
d. ENGINE control panel - SET
(1) GEN switches - ON
(2) EMERG GEN switch - AUTO BEFORE ENTERING REAR
(3) ENG CONTR switches - ON COCKPIT.
(4) (JFS) STARTER switch - ON
(5) ENG MASTER switches - ON Refer to foldout section for ejection seat illustration.
(6) EXT PWR switch - AS REQUIRED
e. AIR COND control panel - SET 1. Canopy interlock - LANYARD ATTACHED
(1) TEMP switch - AUTO 2. Ejection controls safety lever - LOCKED
(2) Air FLOW selector switch - NORM 3. Safety pins - REMOVED
(3) Air source knob - BOTH a. Canopy jettison handle pin.
(4) Temperature control knob - AS DESIRED b. Ejection seat safety pins (2).
f. EW control panel - SET 4. Radio beacon auto/manual selector - AS DESIRED
(1) PWR - OFF 5. Auto/manual seat kit deployment selector - AUTO
(2) XMT - INHBT 6. Emergency manual chute handle - FULLY DOWN
(3) DISP - OFF, EXPENDABLES NORM 7. Seat hoses disconnect coupling - CHECK
(4) CMWS - OFF SECURE
g. INTERIOR LT controls - AS DESIRED
h. HMD/RECCE control panel- SET

Change 4 2-7
CSTO SR1F-15SA-1-2

8. Both pitot tubes - NO OBSTRUCTIONS vertent ejection.

9. Emergency O2 bottle indicator - CHECK FULL
b. JHMCS HVI connectors - AS REQUIRED
(1) IRC - SECURELY CONNECTED
REAR COCKPIT INTERIOR CHECK. (2) QDC connection - SECURELY
CONNECTED
A thorough cockpit interior preflight must be accomplished (3) HRC - SECURELY CONNECTED
before each flight. The design features of the aircraft greatly
simplify this task. Switch positions designated AS
DESIRED allow aircrew preference in switch/control
positioning. AS REQUIRED indicates those switches that
differ with mission requirements. If no specific requirement
exists, aircrew preference may be used. Normally, those JHMCS disconnect forces may be transferred to the
avionics switches designated AS DESIRED or AS head/neck if the HRC is not properly secured in the
REQUIRED must be OFF for start. harness mounting bracket. If the upper HVI cable
is not stowed in the snap retaining flap it may snag
1. Interior check - COMPLETE on ejection and parachute descent resulting in
injury.
a. Harness and personal equipment leads -
FASTEN
Attach parachute risers to harness buckles.
Attach survival kit and ensure straps are snug
within the limits of personal comfort. Secure To prevent interference with the parachute risers in
and firmly adjust lap belt. Connect oxygen, g the event of an ejection, route the upper HVI cable
suit, and communication leads. Check underneath the left parachute riser strap. If LPU is
operation of shoulder harness locking worn, route the upper HVI cable over the LPU to
mechanism. prevent snagging in case of helmet loss during
ejection. The upper HVI cable must cross
underneath the left parachute riser strap at a point
low on the riser strap, near the parachute release
fitting, with cable slack adjusted toward the upper
• After connecting the parachute risers to the har- region of the cable.
ness, lift the locking lever on each Koch fitting
and verify the actuating lever is full up and snug Left Console -
against the inner part of the locking lever. If the
actuating lever does not seat properly, disconnect a. Intercom set control panel - SET
the release and use a different harness. (1) Volume knobs - AS DESIRED
(2) CRYPTO switch - NORM
• Make sure survival kit D ring and buckle are (3) MIC switch - ON
securely connected by listening for an audible (4) CIPHER TEXT switch - AS REQUIRED
snap into place and firmly pulling on the harness (5) TONE switch - OFF
while holding the buckle strap. Failure to connect b. SENSOR control panel - SET
and adjust survival kit straps to achieve a snug fit (1) TGT FLIR power switch - OFF
between the WSO and kit may result in injury or (2) LASER switch - SAFE
loss of kit during ejection. c. Canopy jettison handle - FORWARD
d. VRR - CHECK CRMM INSTALLED, DOOR
• Failure to properly stow/secure all loose articles CLOSED
may result in entanglement with cockpit controls, e. VRAMS RESET switch - NORM
including ejection handles, which can cause inad-

2-8
 CSTO SR1F-15SA-1-2

Main Panel - Indicator - CHECK

(6) OXYGEN emergency lever - NORMAL
a. Emergency landing gear handle - IN (7) Oxygen Flow - CHECK
b. (Arresting) HOOK switch - UP Breathe normally for three cycles and check flow
c. Emergency brake/steering handle - IN indicator for alternating white and black indication.
d. Rudder pedal adjust knob - ADJUST
Connections - CHECK

Emergency Oxygen Bottle - CHECK

(8) Pressure - CHECK
(9) Actuating ring - STOWED and CHECKED
To prevent injury to lower leg, make sure feet are
(10) Mask - OFF
on rudder pedals before pulling the RUD PED ADJ
(11) Oxygen supply lever - OFF
knob.
c. Interior lights controls - AS DESIRED
Right Console -
d. HMD/BRU control panel - SET
a. Ejection mode selector - NORM (vertical) (1) HMD - OFF
b. Oxygen system - CHECK AND SET
(2) BRU - OFF
Pressure - 20 to 450 psi
After Rear Cockpit Check Is Complete -
When BOS pressure is below approximately 20 PSI,
only cabin air is available through the regulator,
VERIFY:
characterized by a moderate breathing restriction.
VERIFY items are those items which, if not correctly
Regulator - CHECK
positioned, can cause a safety hazard and/or system damage.
(1) OXYGEN supply lever - FULLY ON
It is possible for the oxygen supply lever to
1. (Arresting) HOOK switch - UP
stop at an intermediate position between OFF
and ON. Assure the lever is all the way ON. 2. Emergency landing gear handle - IN
3. Emergency brake/steering handle - IN
4. TGT FLIR - OFF

Do not lift the regulator toggle switch when

STARTING ENGINES.
switching regulator from OFF to ON or ON to
OFF. Damage to the regulator switch results. Normal engine start does not use external power. With the
JFS running, power is available to operate the AMAD fire
(2) OXYGEN emergency lever - NORMAL warning system, the intercom system between the aircrew
(3) Mask - ON and the ground, and the cockpit utility light. Engine RPM
(4) Diluter lever - 100% and EGT, indications on the EMD are inoperative until the
(5) OXYGEN emergency lever - EMERGENCY emergency generator comes on line during engine start. The
Take a deep breath and hold it. The oxygen stops rest of the engine instruments are inoperative until a main
flowing if the mask is properly fitted (indicated by generator comes on at approximately 66% RPM during first
the flow indicator staying black). If the oxygen engine start. The FCS BATTERY switch is turned on
continues to flow, the regulator, hose or valve is not immediately prior to engine start to provide power to the
holding pressure (indicated by the flow indicator FCCs and RSDs. The switch is
showing white). A white indicator identifies a leak
that must be corrected before flight.

2-9
CSTO SR1F-15SA-1-2

magnetically held to the ON position and automatically The following procedure is applicable to either engine. The
returns to OFF after two minutes unless both electrical and right engine is normally started first to permit checking
hydraulic power is available. utility hydraulic pressure with only the right pump
operating.
Because a JFS accumulator is discharged to start the JFS,
the JFS LOW caution comes on when power is available to NOTE
display the caution. It goes out when accumulators are
recharged by the utility system circuit B after an engine is Following engine start, the EMD display
running. brightness may repeatedly cycle from dim to
bright. This generally clears on its own but
When the fingerlift is raised, the JFS engages and normal brightness operation may also be
accelerates the engine. JFS engagement is indicated by an restored by cycling the UFC dimmer or
audible decrease in JFS whine when the JFS clutch engages. momentarily covering the EMD photo sensor.
JFS whine decrease is followed immediately by an increase
to a higher pitch than before engagement. Engine rotation is JFS START.
apparent within approximately 10 seconds. If electrical
power is not available, rotation can be felt and heard. If 1. (P) BATTERY switch - ON
electrical power is available, RPM increase can be seen on
the EMD. The JFS continues to smoothly accelerate engine NOTE
rotation without hesitation until light-off occurs or
steady-state windmill (26-34%) is reached. A normal start is The BATTERY switch automatically returns to
indicated by RPM acceleration occurring before initial EGT OFF after two minutes unless electrical and
movement. hydraulic power is available.

With external electrical power or during the second engine 2. (P) BATTERY voltmeter - CHECK
start, the ENGINE category light is on until the DEC is (20 VDC minimum)
powered up by the engine alternator at about 17% RPM. If
the engine is started with the ENG CONTR switch in OFF, NOTE
the ENGINE category light stays on throughout the start
cycle, indicating the DEC is not in control. After engines are If the battery voltmeter indicates less than 20
started, the ANTI-ICE ENG HEAT switch is set as required VDC, the battery must be charged or replaced
for ambient conditions. prior to takeoff, since the battery provides the
last source of electrical redundancy for the
Monitor engine indications on the EMD and compare FCCs.
against the operating limitations listed in section V. After
first engine start, the JFS automatically decouples from that 3. (P) RSD - VERIFY INITIALIZING
engine and is ready for the second engine start. After second 4. (P) ENG MASTER switches - CHECK ON
engine start, the JFS shuts down automatically at 56 to 61%
5. (P) (JFS) STARTER switch - CHECK ON
RPM.

2-10
 CSTO SR1F-15SA-1-2

6. (P) JFS handle - PULL AND RELEASE advancing the throttle to idle. This assists in
lowering peak EGT during start.

5. (P) Engine instruments - CHECK

Engine limits are contained in section V.
Shutdown the engine if no oil pressure occurs
Minimize JFS run time to reduce the possibility of within one minute after reaching IDLE.
damage to the JFS/CGB and elevated JFS
compartment temperatures that can cause an
AMAD fire warning. NOTE
Some engines may exhibit a low pitch
NOTE rumble/vibration near idle that may be heard
or felt. This rumble is nondamaging and
If JFS does not start, starter switch must be disappears if the engine RPM is changed by
momentarily set to OFF. Wait 30 seconds after approximately 5%. Vibration that persists or
cycling switch before trying second start so becomes more intense when the throttle is
JFS can decelerate, and start sequence relay advanced may indicate a potential engine
deenergize. Failure to wait 30 seconds can malfunction.
result in a JFS no start.
6. JFS deceleration - CONFIRM
7. (P) Starter READY light - ON (within 10 seconds;
15 seconds if temperature is below -18°C/0°F) 7. (W) RSD - VERIFY INITIALIZING
8. (P) Fire extinguisher switch - TEST 8. (BOTH) Warning and caution lights - TEST
Observe the AMAD FIRE warning light on and 9. (P) Fire extinguisher switch - TEST
voice warning activated. Check AB BURN THRU warning lights on and
voice warnings activated (main generator must
ENGINE START. be on line). The AMAD and ENGINE FIRE
lights also come on.
1. (P) Finger lift - RAISE AND RELEASE 10. Radios - ON
This engages the JFS to the engine.
11. EMER BST ON caution - OBSERVE ON
2. (P) EMD RPM display - OBSERVE INDICATING The EMER BST ON caution comes on after first
3. (P) Fire extinguisher switch - TEST generator comes on line to indicate both
(BOTH) Check L/R ENGINE FIRE warning emergency generator and emergency boost pump
lights ON and voice warnings activated. The are operating properly. Thirty seconds after the
AMAD FIRE light also comes on. main generator comes on line, the BST SYS
4. (P) Throttle - IDLE (23% RPM) MAL caution also comes on as the emergency
generator cuts off. This indicates that the
emergency fuel boost pump is now operating off
NOTE
an abnormal power source. When the second
Above 32°C/90°F OAT, allow JFS to motor main generator comes on
the engine to maximum RPM before

2-11
CSTO SR1F-15SA-1-2

line, both EMER BST ON and BST SYS MAL SECONDS BEFORE LOCKING
cautions go off. With JHMCS, the canopy must be closed prior to
turning on power to the JHMCS. The helmet
NOTE does not align properly with the canopy open.

If automatic avionics shutdown occurs due to

low ECS cooling airflow, only radio 2 is
available. All major caution lights are
inoperative. In addition, the right engine ramp
may move to the full up position. Start other The ejection seat fires with the canopy in any
engine as soon as possible to obtain sufficient position from full closed to full open. To reduce
ECS airflow. If two engine operation is not the possibility of injury, the canopy must be closed
possible, single engine operation between 78 and locked prior to ejecting.
to 87% RPM provides sufficient ECS airflow.
Optimum cooling occurs between 84 to 87%
RPM.

12. Total FUEL QTY gauge - CHECK • Make sure the canopy has completed movement and
13. (P) UTIL hydraulic gauge - CHECK wait 10 seconds before moving handle to LOCKED
position. If there is a heavy load when attempting to
14. Nose gear pin - CONFIRM REMOVED
place the handle in LOCKED, recycle the handle to
15. (P) Slipway door - CHECK (if AR is planned) DN and again perform the locking procedure. Make
16. (P) Other engine - START sure the canopy unlock light is on with handle in DN
and goes out with the handle in LOCKED. Make sure
17. Engine instruments - CHECK
the handle is full forward.
18. (P) JFS - CONFIRM OFF
19. (P) (JFS) STARTER switch - ON • The canopy may not fully close with hydraulic pres-
sure if the ambient temperature is below 0°C/32°F. In
20. (P) ECS - CHECK
this case and after attempting to close the canopy
Ensure ECS caution off and airflow present. mechanically, the pilot may force the canopy closed.
21. (P) BATTERY voltmeter - VERIFY 28 VDC With the canopy down on the sills and the internal
canopy control handle in the DOWN position, grab
NOTE hold of the two handles on the forward arch of the can-
opy and shove the canopy forward. Once the canopy
If the battery voltmeter fails to reach moves fully forward the control handle can be placed
approximately 28 VDC, a battery charger in the LOCKED position.
malfunction has occurred which requires
maintenance action prior to flight. 2. (BOTH) MSOGS oxygen system - STARTUP
22. Main landing gear pins - CONFIRM REMOVED a. Mask - ON
b. Oxygen supply lever - FULLY ON
If BOS is empty, select NORM on diluter
lever. Selection of 100% may result in a brief
period of breathing supply restriction during
If access to door 10L or 10R is required by MSOGS power-up BIT.
maintenance personnel, both engines must be shut
3. (BOTH) MPDs/MPCD/UFC - ON
down to prevent possible inlet ramp activation
which can cause ramp/door collision with resulting 4. (P) HUD - ON
personnel injury. 5. Verify that ADCP is initialized.
6. ADCP buffer - CLEAR
BEFORE TAXIING. 7. (P) Brakes - CHECK
8. (P) Holding brake - ON
1. Canopy - CLOSE IF DESIRED, WAIT 10

2-12 Change 4
 CSTO SR1F-15SA-1-2

9. (P) SENSOR control panel - SET 12. Verify ZULU date and time for proper EGI
a. EGI 1 - ON initialization. (Refer to UFC Procedures - DATA
ENTRY/DISPLAY)
b. EGI 2 - ON
c. NAV FLIR power switch - AS REQUIRED NOTE
d. RADAR power knob - AS REQUIRED
If ZULU date and time entry are required,
e. RDR ALT power switch - AS REQUIRED ZULU date must be entered on the UFC HUD
f. TF RDR power switch - AS REQUIRED Titling format before ZULU time is entered on
g. FDL mode knob - NORM (If required) the UFC DATA 1 format.

13. FDL status - AS REQUIRED (Refer to FDL

NOTE Procedures)
The FDL is powered on when either the FDL 14. RMM - READ CRMM
or TACAN is turned on. Turning off the 15. (P) FCS RESET button - PUSH
TACAN may cause loss of FDL crypto keys if The reset may be performed before the EGI
the FDL switch is in OFF. attitudes are aligned (ATT remains red X). Make
sure the ATT status has changed to green before
h. IRST - AS REQUIRED initiating the FCS BIT.
16. (P) Speed brake - CYCLE
17. (P) Flaps - DOWN
18. (P) FCS Exerciser Mode - INITIATE (if desired)
Immediately turn off IRST if an IRST HOT Press and hold the FCS RESET button and
caution is displayed, a SENSOR LOW HELIUM momentarily select EXER (PB 5) on the FCS
indication is set on the IRST DETAIL BIT format format. The FCS RESET button can be released
or an audible knocking sound is perceived in the once the exerciser mode begins.
cockpit. 19. (P) ACEGW- CHECK (within 3,000 pounds of
aircraft gross weight)
NOTE
NOTE
During single engine operation on the ground,
the IRST and LCS are only operational with If the ACE GW value (FCS format PB 20) is
the RADAR power knob out of the OFF not within 3,000 pounds of the actual aircraft
position. weight, aircraft mass properties being used by
the FCS is incorrect. Verify proper PACS
10. (W) SENSOR control panel - SET programming and VRAMS operation.
a. TGT FLIR - AS REQUIRED
20. (P) FCS BIT - INITIATE
b. LASER (arm) switch - SAFE Press and hold the BIT Consent button and
11. EGI present position - ENTER, AS REQUIRED momentarily select FCS (PB 9) on the BIT
format. When FCS IN TEST is displayed on
NOTE MPD/MPCD, release the BIT Consent button.
FCS BIT requires approximately 45 seconds to
If present position entry is required, it must be complete. If INCOMPLETE is displayed on
accomplished before the EGIs finish ALIGN MPD/MPCD, wait at least 15 seconds and
mode (approximately 4 minutes for GC align re-initiate BIT. The FCS remains IN TEST until
and 30 seconds for SH align). complete unless

Change 2 2-13
CSTO SR1F-15SA-1-2

STOP is selected, the AHRS senses aircraft full alignment.

motion, the paddle switch is pressed or both
throttles are advanced above IDLE. 22. (P) Flight controls - CHECK (tolerance +/- 1°)
Flight control positions are referenced to
Trailing Edge Down (TED), Trailing Edge Up
(TEU), Trailing Edge Left (TEL), and Trailing
Edge Right (TER).
FCS BIT cycles the control surfaces. Ground crew
must stay clear of the flight control system while NOTE
FCS BIT is IN TEST. Ensure that all flight control surfaces move to
the proper position for each stick movement.
NOTE
a. Stick full aft and hold - CHECK STABILATOR
Flight crew must stay clear of rudder pedals
29° TEU
and stick. Do not cycle the speed brake or
Left and right stabilators track symmetrically
flaps while FCS BIT is IN TEST.
within +/- 1° of each other.
b. Stick full forward and hold - CHECK
Once FCS BIT complete -
STABILATOR 15° TED
Left and right stabilators track symmetrically
21. FCS - CHECK BIT CODES/FUNCTIONAL
within +/- 1° of each other.
FAILURES
c. Stick - NEUTRAL
a. Verify FCS contains no BIT codes on
d. Stick full left and hold - CHECK
BIT/DETAIL/FCS/FAULTS format.
Left aileron 20° TEU, right aileron 20° TED,
b. Verify FCS contains no functional failures on
and stabilators 12° differential with left more
DETAIL/FCS/STATUS format.
TEU.
e. Stick full right and hold - CHECK
Right aileron 20° TEU, left aileron 20° TED,
and stabilators 12° differential with right more
TEU.
Do not fly with FCS codes without consulting f. Stick - NEUTRAL
maintenance specialists. g. Rudder - CHECK
Hold paddle switch pressed. Move rudder
NOTE pedal full left and observe both rudders at 30°
TEL. Repeat to the right for 30° TER.
• Any BIT code occurring during a preflight IBIT is 23. (P) Takeoff Trim - SET AND CHECK
considered acceptable for flight provided this code With the stick and rudder pedals neutral, press
does not reappear on a subsequent preflight BIT. All and hold the T/O TRIM button until the light
BIT codes, even if they clear on subsequent BIT, must illuminates and the departure warning tone voice
be reported for tracking purposes. alert sounds. Verify rudders and ailerons are
neutral and both stabilators move to 6° TEU
• Due to a software anomaly, an FCS caution may (tolerance +/- 1°).
appear following a preflight IBIT with no associated 24. (P) ENG CONTR switch/ATDP - CHECK
failures or BIT codes. If this occurs, it is acceptable a. ATDP Test (on ENG format) - PRESS AND
for flight. Press the FCS RESET button to clear the RELEASE (test legend boxed, no ATDP
FCS caution. caution)
b. L ENG CONTR switch - OFF, CHECKED
• The G LMTR OFF and ROLL LMTR OFF cautions Both engines revert to secondary mode with
remains displayed until at least one EGI has reached nozzles closed or <10%, L and R

2-14 Change 2
 CSTO SR1F-15SA-1-2

ENG CONTR cautions displayed, MASTER 29. Bleed air - CHECK

CAUTION and ENGINE category lights on. When the crew chief selects the following
c. Advance left throttle slightly - VERIFY fuel BLEED AIR LEAK TEST switch positions at
flow modulation door 154, verify LOOP A and LOOP B positions
d. Left throttle - IDLE do not result in bleed air cautions. Verify L ENG
e. L ENG CONTR switch - ON and R ENG positions result in corresponding L
Verify both engines stay in SEC mode. BLEED AIR and R BLEED AIR cautions.
f. ATDP Test - UNBOX 30. PACS - PROGRAM AS REQUIRED
Legend box removed, L and R ENG CONTR
and ATDP cautions extinguished, engines
revert to Primary mode with nozzles open or
>90%.
g. Repeat steps (a) thru (f) above for the right
If the ARMT format cannot be displayed, the
engine.
emergency jettison button may be activated. Do not
25. EW control panel - SET
allow armament safety pins to be pulled. For the
a. PWR - ON
OWS and load limiter to program properly and
b. DISP - AS REQUIRED
prevent possible aircraft over-g, the external store
c. CMWS - ON
configuration, including external tanks, must be set
26. (BOTH) Oxygen/BOS - CHECK
in the PACS.
a. (P) OXY BIT button - PRESS AND RELEASE
(1) Verify BOS pressure (20 to 450 psi).
31. OWS format - CHECK
(2) (BOTH) Observe OXYGEN caution and
a. Severity codes - CLEARED
MASTER CAUTION.
b. TONES (PB 6) - AS DESIRED
32. (BOTH) MPD/MPCD - PROGRAM AS DESIRED
33. (BOTH) Master modes - PROGRAM (if desired)
34. Radar STBY BIT - INITIATE
a. Ground (GBIT) indication - CONFIRM
Failure of the BOS pressure to rise above 75 psi b. Previous matrix - CHECK
prior to takeoff may indicate a loss of BOS 35. (P) RADAR power knob - ON
integrity and the BOS may not be available. 36. AUTO BIT - AS REQUIRED
37. (BOTH) JHMCS - ON AND ALIGN
b. (P) OXY BIT button - PRESS AND RELEASE a. (W) BRU - ON
(1) OXYGEN caution and MASTER
CAUTION goes off. NOTE
(2) Several breaths are required before the
pressure gauge returns to the normal • If MAP FAIL comes on, verify aircraft tail number is
concentrator operating range of 10-60 psi. correctly entered on UFC HUD titling format, and turn
27. (BOTH) FUEL QTY gauge - CHECK JHMCS off and back on. If MAP FAIL still reappears,
a. (P) Tank quantity - CHECK map compensation data must be reloaded with the
Ensure tank 1 is feeding prior to feeding CFTs. PLV.
b. (BOTH) BIT - CHECK • An ambient temperature of 0°C/32°F or below affects
c. (P) BINGO bug - SET QDC CRU-60 sensor operation. Allow warmup of
d. ENG display - CHECK FUEL QUANTITY QDC to prevent temperature related CRU-60 warn-
28. (P) CONF TANKS transfer switch - NORM THEN ings.
STOP TRANSFER (Verify CFT fuel feeds into
tank 1 and internal wings.)

Change 2 2-15
CSTO SR1F-15SA-1-2

b. JHMCS coarse align - COMPLETE 45. JFS LOW caution - OUT

If FINE ALIGN is displayed immediately 46. DVR - PROGRAM/RUN AS REQUIRED
upon align entry, COARSE ALIGN may be
selected with the castle switch.
(1) HMD-P/-W (MENU 2, PB 9) - PRESS TAXIING.
(2) ALIGN (PB 4) - PRESS
(3) HMD stabilized cross - ALIGN WITH As the throttles are moved out of IDLE, confirm that the
HUD/BRU CROSS holding brake switch goes OFF, the BRK HLD caution is
(4) Castle switch - WITH THE HAT SWITCH not on, and the holding brake is released. As the aircraft
HELD DOWN, PRESS AND HOLD FOR starts to roll, apply brakes to check operation. When clear,
AT LEAST 2 SECONDS. RELEASE actuate nose gear steering in both directions to ensure
WHEN ALIGN OK IS DISPLAYED. proper operation. During taxi, check all flight instruments.
c. JHMCS fine align - COMPLETE At high gross weights, make all turns at minimum
(1) HMD LOS - THROUGH HUD/BRU practicable speed and maximum practicable radius (figure
(2) TDC - AS REQUIRED TO ALIGN HMD 2-3). At low gross weight, taxi speed requires continual
CROSS IN AZIMUTH AND ELEVATION attention due to excess thrust at IDLE.
(3) (P) Radar elevation wheel - AS REQUIRED
TO ALIGN HMD CROSS IN ROLL
(3) (W) Castle switch - AS REQUIRED TO
ALIGN HMD CROSS IN ROLL
(4) ALIGN (PB 4) - DESELECT
Nose gear damage can result during turns at high
d. (W) BRU - OFF
gross weight when using asymmetric thrust and/or
e. JHMCS uplook align - COMPLETE AS
asymmetric braking. At heavy gross weights, avoid
DESIRED
abrupt nose gear steering inputs. Make turns at
minimum practical speed and maximum practical
NOTE radius, and avoid operations on rough and uneven
taxiways or runways; failure to do so can result in
For best alignment accuracy, the Magnetic
tire damage.
Transmitter Unit (MTU) must be at operating
temperature. MTU warmup may take 15
1. (P) INLET RAMP switches - AUTO
minutes or more in cold weather (near
freezing). If warranted, realign the JHMCS 2. (P) Holding brake - OFF
just prior to takeoff (or once airborne). 3. (P) Brakes - CHECK
4. (P) Nose gear steering - CHECK
38. EGI 1/EGI 2 - CONFIRM ALIGN COMPLETE,
GOOD ELECTRONIC BORESIGHT 5. (BOTH) Flight instruments - CHECK
39. (BOTH) RSD - BIT/SET AND CHECK
a. HUD must agree within ±40 feet and RSD If an EGI BIT or EB is required, ensure the aircraft is
altitude must agree within ±50 feet of ramp stationary before proceeding.
elevation.
40. Radar - PROGRAM/VERIFY WEAPON MODES
(MRM/SRM)
41. UFC - SELECT AND PROGRAM AS
REQUIRED.
The aircraft must be completely stopped before
42. Avionics/BIT - CHECK BIT FOR CODES
placing the holding brake ON to prevent a skid and
43. (BOTH) Cautions/Warnings - CHECK OFF
possible tire failure.
44. (BOTH) Anti-g suit - CHECK

2-16 Change 2
 CSTO SR1F-15SA-1-2

BEFORE TAKEOFF. 19. (P) Holding brake - OFF

1. (P) INLET RAMP switches - CONFIRM AUTO TAKEOFF.

2. (BOTH) Confirm all loose items are stowed.
Advance engines to 85% (some aircraft creep may occur)
and check instruments.

When ready for takeoff, release brakes and advance throttles

Unsecured objects inside the cockpit may injure to MIL or MAX as desired. Monitor engine instruments for
aircrew. proper operation, assuring that nozzles remain at or below
10% at MIL power.
3. (BOTH) Harness - CHECK
Ensure all buckles, straps, and fittings secure and NORMAL TAKEOFFS.
properly adjusted.
4. (BOTH) Ejection control safety lever - ARMED For the normal performance takeoff technique with or
5. (W) Ejection mode selector - AS BRIEFED without CFTs, smoothly move the stick to approximately ½
6. (BOTH) Flight controls - CHECK FREE aft stick at the rotation speed to establish 10° to 12° of pitch
7. (BOTH) Flaps - CHECK DOWN attitude.
8. (P) T/O trim - CHECK
If the aircraft is manually trimmed nose down Applying aft stick at a speed lower than rotation speed may
from takeoff trim, nosewheel lift-off speed may result in nose wheel bouncing and increased takeoff roll.
be increased. Excessive aft stick can lead to high pitch rate. Retract gear
9. (BOTH) Canopy - CHECK CLOSED AND and flaps when airborne.
LOCKED
10. AAI/IFF - ON MAXIMUM PERFORMANCE TAKEOFFS.
11. (P) CONF TANKS switch - NORM
12. (P) Radar - ON For the maximum performance takeoff technique (minimum
13. (W) TGT pod - STBY, CONFIRM STOWED ground roll) without CFTs, apply full aft stick at low speed
14. (P) PITOT HEAT switch - CONFIRM AUTO and hold 12° of pitch attitude after rotation. With CFTs,
If icing conditions are anticipated immediately smoothly move the stick to approximately ½ aft stick at the
after takeoff, place switch to ON to preheat the rotation speed to establish 12° of pitch attitude. Nose wheel
probes. lift-off speed and takeoff speed is increased for heavy gross
15. (P) ENG HEAT switch - AS REQUIRED weights and/or forward center of gravity. Additional aft
16. (BOTH) Warning, cautions, BIT lights, and circuit stick compensates for these effects, but rotation rates is
breakers - CHECK unacceptably high, leading to over-rotation. Retract gear and
17. EGI 1/EGI 2 - CHECK EGI STATUS flaps when airborne.
18. UFC - SELECT PPKS (as desired)

2-17
CSTO SR1F-15SA-1-2

TAXI TURN RADIUS

Figure 2-3

2-18
 CSTO SR1F-15SA-1-2

AFTERBURNER OPERATION. NOTE

During normal afterburner operation, as throttles are Inadvertent supersonic flight may occur
advanced from minimum to maximum afterburner, the without afterburner in level flight at or above
increase in thrust is fairly smooth and continuous. The 20,000 feet.
nozzle opens past 20% within three seconds of selecting
afterburner and stabilize above 50% within five seconds. AIRSPEED LIMITATIONS.

NOTE Authorized Speeds Below 10,000 Feet MSL

(Outside Special Use Airspace).
Spacing of less than 15 seconds between
aircraft when AB is used by the preceding If FAA, ICAO, and/or host nation rules require aircrew to
aircraft increases the probability of an AB fly the aircraft at safe maneuvering airspeeds below 10,000
blowout or no light due to hot gas ingestion. feet MSL (outside special use airspace), use the following:

a. Formation rejoins on departure: 350 to 400 KCAS.

CLIMB TECHNIQUES. b. Point-to-point navigation/formation rejoins that do
not occur on departure: 300 to 350 KCAS.
MIL POWER CLIMB TECHNIQUE. c. TFR descents into Military Training Route (MTR)
entry point with mountainous terrain: 400 KCAS.
For drag index of 100 or less, climb at 350 KCAS to Mach d. Non-TFR descents into an MTR: 300 to 350
0.90, then maintain Mach to cruise altitude. For indexes KCAS, accelerate to airspeed authorized in FLIP
greater than 100, use 300 KCAS/Mach 0.75. when the aircraft is established inside the confines
of the MTR.
MAX POWER CLIMB TECHNIQUE. e. If a route abort, TFR fly up, or unplanned climb
causes the aircraft to exit the MTR, slow to safe
For drag index of 100 or less, climb at 350 knots to Mach maneuvering airspeed (TFR limits or 300 to 350
0.95. If Mach increases above 0.95 at 40° pitch attitude, KCAS) (non-TFR) after terrain/obstacle clearance
hold 40° and allow the Mach to increase. (Mach rises only is assured.
slightly before returning to Mach 0.95.) For drag indexes f. Non-IAP descents into terminal area: 300 to 350
greater than 100, climb at 350 KCAS to Mach 0.90, then KCAS.
maintain Mach 0.90. g. Tactical initial: 300 to 350 KCAS.
h. Initial entry airspeed for g-awareness exercises:
400 to 450 KCAS.
INFLIGHT.
ASYMMETRIC THRUST.
Continually monitor aircraft systems operation throughout
the flight. Periodically check attitude of ADI vs RSD. The ATDPS does not protect from pilot commanded throttle
Frequently check engine instruments (EMD), cabin movements that could result in thrust asymmetries.
pressure, oxygen system operation, fuel quantity (internal Therefore, do not perform asymmetric throttle movements
vs. total), and fuel transfer. in afterburner when operating above 425 KCAS while
greater than Mach 1.0. When selecting afterburner at these
Optimum cruise and maximum endurance is found in the flight conditions, make sure both nozzles open before
performance data section and is attained by flying the proceeding to higher throttle settings.
correct Mach number for configuration and altitude. If the
performance charts are not avail-able and accuracy is not a FUEL MONITORING.
significant factor, 5.5º AOA may be used for long range
cruise at or below 25,000 feet and 6º AOA above 25,000 With three external tanks installed, fuel transfer is checked
feet. For maximum endurance, 9º AOA may be used at or by selecting stop transfer on external wing tanks and
below 25,000 feet and 8º AOA above 25,000 feet. observing fuel transfer from the

2-19
CSTO SR1F-15SA-1-2

centerline tank. When centerline transfer is confirmed, the as one full external wing tank (~40,000 ft-lbs) have been
external wing tank switch is returned to normal. cautiously flown to 20° AOA. Above 20° AOA, little to no
capability remained to control yaw and roll due to
asymmetry.

TERRAIN FOLLOWING CHECK.

To prevent fuel pump damage/failure, the CFT Successful FCS, PODS/RALT, and AIU BITs are assumed.
transfer switch must be placed in the STOP Verify during PODS/RALT BIT the OBST warning is
TRANS position when all CFT fuel is transferred. displayed and the voice alert is activated. Conduct checks
above 370 KCAS/400 GS at a safe altitude, over level
NOTE terrain if practical.
During high AOA maneuvering, fuel can
1. TF display - SET
transfer from internal tanks to CFTs. If the
a. SCP - 1,000 feet
CFT transfer switch is placed in STOP
b. TF mode, ride, and frequency - AS
TRANS, return the switch to NORM until fuel
REQUIRED
has transferred back. Be aware of minor
2. CARA - VERIFY ON
imbalance situations.
3. LAWS - VERIFY ON
a. LAWS - SET ABOVE CURRENT AGL
After all external fuel tanks (wing, centerline, and CFT) are
ALTITUDE
empty and the internal wing tanks start feeding, a check is
b. Voice alert and light - VERIFY ON
made to make sure a differential of 750 pounds is not being
c. LAWS - SET AS REQUIRED
exceeded between tank 1 and each internal wing tank. The
4. FLY UP ENABLE switch - VERIFY ON
transfer rate is periodically monitored until tank 1 and the
5. TF RDR power switch - ON
internal wing tanks are empty.
a. MTF box - COMMANDS DIVE
b. TF display; OWL, ZCL, raw/synthetic video -
During low altitude/high speed flight, fuel consumption can
PRESENT
be as high as 180,000 PPH (3,000 pounds per minute) and
c. NORM, WX1, WX2, LPI, and VLC modes -
may exceed fuel transfer capability. This causes premature
CHECK AS REQUIRED
reduction of feed tank fuel level. Maneuvering and
6. Roll between the dynamic bank angle caret and
acceleration can cause fuel gauge errors resulting in a fuel
75°for more than 2 seconds.
state over 1,000 pounds less than gauge indication. To avoid
a. ROLL or TURN RATE caution - DISPLAYED
dangerously low fuel states as a result of these factors,
b. MTF box - REMOVED
maintain situation awareness, make more frequent fuel
checks, and closely monitor feed tank fuel quantity.
NOTE
With external tanks installed, an external fuel imbalance Bank angles in excess of the dynamic bank
may occur. Compare the internal fuel pointer with the total angle but less than 60° cause the TURN RATE
counter for indications of trapped external fuel. Fuel caution to display. Bank angles between 60°
imbalances up to 1,500 pounds in the external wing tanks and 75° cause the ROLL caution to display.
are normal. During flight test, lateral asymmetries as great

2-20 Change 1
 CSTO SR1F-15SA-1-2

7. Roll wings level c. Roll between the left dynamic bank angle limit
a. Roll caution - OFF and 75°(but banked at least past 45°) until the
b. MTF box - RETURNS WITHIN 2 SECONDS TURN RATE caution is displayed.
8. MODE A FLY UP - VERIFY using one of the d. After the TURN RATE caution is displayed for
three following methods: >2 consecutive seconds - Paddle switch -
RELEASE with longitudinal stick within 0.33
TF Couple Method. inches of neutral.
(1) Wings level fly up - VERIFY
a. Paddle switch - PRESS AND HOLD
(1) UNARMED/NO ATF light and BINK (2) FLY UP warning displayed on HUD
BINK tone - VERIFY ON (3) TF FAIL light and voice alert - VERIFY
b. TF COUPLE switch - COUPLE ON

Change 1 2-20A/(2-20B blank)

 CSTO SR1F-15SA-1-2

(4) After banking within limits, verify EGI 11. Monitor ATF or MTF letdown.
LIMIT caution momentarily on HUD. a. (ATF only) Verify aircraft follows ATF bar
e. Once back in bank angle limits and after all TF b. Verify pitch steering is appropriate based on
cautions besides the FLY UP are removed from synthetic video and ZCL.
the HUD, paddle switch - PRESS AND
RELEASE 12. Stepdown - AS REQUIRED
(1) ATF pitch steering bar - VERIFY a. LAWS - SET at 90% of desired SCP
DISPLAYED b. SCP, mode, ride, and frequency - AS
f. TF COUPLE switch - AS DESIRED REQUIRED

CARA Method. BLENDED MODE CHECK.

a. Roll between 10° and the dynamic bank angle Successful completion of the Terrain Following Check is
limits. assumed. Conduct checks above 370 KCAS/400 GS at a
b. CARA - OFF; VERIFY safe altitude, over level terrain if practical.
(1) Wings level fly up - VERIFY
(2) MTF box - COMMANDS CLIMB ATF Method.
(3) TF FAIL light and voice warning -
VERIFY ON 1. ATF - ENGAGE
c. Paddle switch - PRESS AND HOLD a. ATF steering bar - VERIFY
(1) UNARMED/NO ATF light - VERIFY ON b. TF mode, ride and frequency - AS DESIRED
d. CARA - ON, WAIT FOR TIME IN 2. Paddle switch - PRESS AND HOLD
e. After CARA time in, BINK BINK tone - a. BINK-BINK tone - VERIFY
VERIFY ON; TF FAIL light and voice warning b. ALT TF (PB 3 on A/P submenu) - VERIFY
- VERIFY OFF c. Present altitude (PB 8) - VERIFY
f. Paddle switch - RELEASE 3. Altitude source (BARO/RDR) - AS DESIRED
(1) UNARMED/NO ATF light - VERIFY OFF 4. ALT TF - PRESS
a. Asterisk (next to legend) - VERIFY
75% Set Clearance Method. 5. Fly aircraft to desired altitude.
a. Altitude (displayed on UFC A/P submenu) -
Use this method only when over known flat terrain. VERIFY REFLECTS CURRENT ALTITUDE
6. Paddle switch - RELEASE
a. Fly a shallow dive with velocity vector below a. UFC A/P status - VERIFY BATF or RATF
the MTF box. b. ATF steering bar - VERIFY DASHED (when
b. Roll between 10° and the dynamic bank angle altitude hold is above ATF commands)
limit.
c. At 750 feet AGL, wings level fly up - VERIFY Altitude Hold Method.
(1) TF FAIL light and voice warning -
VERIFY ON 1. Altitude hold - ENGAGE
(2) MTF box - COMMANDS CLIMB a. TF mode, ride and frequency - AS DESIRED
d. Paddle switch - PRESS AND RELEASE 2. TF RDR power switch - VERIFY STBY
(1) BINK BINK tone - VERIFY ON SELECTED
(2) TF FAIL and voice warning - VERIFY a. TF status - VERIFY STBY
OFF 3. TF COUPLE switch - COUPLE
9. FLY UP ENABLE switch - AS DESIRED 4. TF RDR power switch - ON
a. A/P submenu displays A/P OFF during the 5
If ATF is desired, perform step 10; if not, proceed to step 11. second transition period.
5. After transition:
10. TF COUPLE switch - COUPLE a. A/P status - VERIFY BATF or RATF
a. MTF box changes to ATF bar. b. A/P submenu (PB 3) - VERIFY ALT TF

2-21
CSTO SR1F-15SA-1-2

c. ATF steering bar - VERIFY DASHED (when In the pattern, select a power setting that maintains 200 to
altitude hold is above ATF commands) 250 knots. Approaching final, lower the gear and flaps, and
slow the aircraft. Maintain on-speed AOA on final. The
Altitude Select Method. speed brake can be used to control descent and airspeed. On
Ground Control Approach (GCA) final, the velocity vector
1. TF RDR power switch - VERIFY STBY can be used to indicate glideslope. If a 2.5° glideslope is
SELECTED used, holding 2.5° flight path angle with the velocity vector
a. TF status - VERIFY STBY provides a good basis from which corrections, if required,
2. Altitude select - ENGAGE can be made.
a. Enter altitude at UFC PB 8 while altitude hold
is engaged or press PB 3 while ALT SEL is ILS Approach.
displayed and basic autopilot is engaged.
b. TF mode, ride, and frequency - AS DESIRED Use of the bank steering bar is not recommended until
3. TF COUPLE switch - COUPLE approximately aligned with the final approach heading.
4. TF RDR power switch - ON Bank steering information on the HUD and ADI
a. A/P submenu displays A/P OFF during the 5 automatically switches from 30° maximum bank angle to
second transition period. the final approach mode of 15° maximum bank angle when
the glideslope is intercepted. If the glideslope is intercepted
with a considerable difference between aircraft heading and
INSTRUMENT FLIGHT final approach course, a 15° bank angle may not be
PROCEDURES. sufficient to align the aircraft on final approach. When an
ILS mode is selected, CSET flashes on the HUD for 10
The HUD does not provide all the instruments required for seconds to remind the pilot to set the final approach course.
instrument flight and must not be used as the sole reference. Interception of the center of the glideslope and automatic
shift to approach mode is indicated by the appearance of
RECOMMENDED AIRSPEEDS. glideslope indications on the HUD and ADI. Glideslope and
localizer information is displayed on the ADI.
The holding, penetration, and downwind airspeed for
instrument approach may vary from those recommended. At
normal approach gross weight, acceleration and high
residual thrust characteristics of turbofan engines, combined
with low aerodynamic drag, make precise speed control HUD ILS command guidance is mechanized for a
difficult. The recommended technique during instrument 3° glideslope. If other than a 3° glideslope is being
approach is to select a power setting which allows the flown, the generated glideslope commands place
aircraft to stabilize at the approximate recommended the aircraft approximately ½ dot off the glide path.
airspeed. Therefore, during any ILS approach, crosscheck
generated steering commands with raw glideslope
Holding. data.

The recommended holding airspeed is 250 knots. Use the best available range information. ILST normally
provides the most accurate range information if the TACAN
Penetration. station is suitably located. ILSN mode provides range to the
coordinates entered for the steer point.
Normally, after power is set (at or near IDLE), lower the
nose to approximately 10° pitch and allow airspeed to On final approach, steer the velocity vector to the flight
increase slowly to 300 knots. The speed brake can be used if director cross. Velocity vector position on the pitch scale
a higher descent rate is required. Approaching the final may be used to reduce the effect of an overly sensitive flight
approach fix, slow to 200 to 250 knots and lower gear and director cross (out of HUD limit). A flashing (caged)
flaps. velocity vector may be used but it does not indicate the
actual azimuth of the flight path.
INSTRUMENT APPROACHES.

2-22
 CSTO SR1F-15SA-1-2

ALG Approach. DESCENT CHECK.

The ALG approach uses a two-piece steering approach. The Descents from high altitude may cause windshield fogging.
first portion of the steering is to the Final Approach Fix The hot position is selected before descent if fogging is
(FAF) and the second portion flies on the desired course to anticipated.
the designated landing point (runway). The first portion is to
achieve the desired heading and the second portion actually 1. (P) GUN (arm) switch - SAFE
flies to the runway on the desired heading. The same 2. (P) MASTER (arm) switch - SAFE
symbology used for ILS is used for ALG. 3. (P) DISP switch – AS REQUIRED
4. (BOTH) Altimeters - SET AND CHECK
To display ALG azimuth raw data, the following conditions 5. (W) TGT FLIR switch - STBY/OFF
must be met: 6. (P) TF RDR power switch - AS REQUIRED
7. (P) PITOT HEAT switch - AUTO
a. Must be in NAV or INST master mode 8. (P) ENG HEAT switch - AS REQUIRED
b. PB 5 (ALG) must be selected on the HSI
c. Point must be designated.
BEFORE LANDING.
To display ALG azimuth data the following conditions must
be met: 1. (BOTH) Landing gear - DOWN AND VERIFY
2. (BOTH) Flaps - AS REQUIRED
a. All of the above conditions, plus 3. (P) Hydraulics - CHECK
b. Cannot be in the steering suppression range. 4. (P) LDG LIGHT - ON
5. (P) ANTI SKID - NORM
To display ALG pitch raw data, the following conditions 6. (P) BRAKE HOLD switch - OFF
must be met:

a. All of the above conditions, plus

b. Runway elevation must be verified on PB 4 of the
HSI.
Landing with holding brake on (engaged) causes
Some general notes to remember when using ALG blown tires and loss of control.
approach:

a. Display of pitch steering is independent of gear

position.
b. The VER EL and P/STR option is only available at It is possible for the holding brake switch to appear
PB 4 if there is a designation. to be in the OFF position without actually
c. ALG steer mode is only available in NAV and disengaging the holding brake circuit. If this
INST master modes. happens, the BRAKE HOLD caution appears
anytime either throttle is moved above IDLE.
MISSED APPROACH/GO AROUND.

Advance power as required and retract speed brake. Retract LANDING TECHNIQUE.
gear and flaps when climb is established. Accelerate to 200
to 250 knots if another approach is planned. If climbing out The aircraft can accommodate several different landing
of the pattern, a higher airspeed may be used. techniques, however, the following described procedures are
recommended.

NORMAL LANDING.

Do not exceed 250 knots until out of the low Approaching the break, set power to maintain altitude and
altitude environment. This ensures that turn radius airspeed (300 knots minimum). The speed brake may be
does not exceed TERPS obstacle clearance criteria. used as required. On downwind, below 250 knots, lower
gear and flaps.

Change 2 2-23
CSTO SR1F-15SA-1-2

During base turn, reduce speed to arrive on final at on-speed tude, rapid forward stick movement when combined
AOA (10.7°±1°). If faster than on-speed, the aircraft floats with large lateral stick inputs can result in increased
for a considerable distance. If slower than on-speed, minor risk of stabilator-ground contact. Above 13°, smoothly
buffet may be noticed. With CG near the aft limit, final release aft stick pressure to derotate.
approach is flown no slower than on-speed AOA.
• Due to flight control logic affecting higher gross
At the flare point, smoothly retard the throttles to IDLE and weights, if the nose is allowed to drop 6 degrees or
reduce rate of descent. Ground effect cushions the aircraft, more below touchdown attitude after landing, it may
and touchdown may be difficult to recognize. Raising the not be possible to subsequently raise the nose back to
nose too high in the flare causes ballooning, and possibly a a full aerobrake. If a full aerobrake is desired and can-
hard landing and tail/engine ground contact. For high gross not be achieved, a go-around should be initiated. This
weights, fly on-speed AOA, but delay reducing power until allows the software to reset and a normal aerobrake
well into the flare (refer to section VI). may be achieved on the subsequent landing provided
the nose doesn’t drop significantly on touchdown and
After touchdown, maintain directional control with rudder while establishing an aerobrake.
and raise the nose to approximately 12 to 13° pitch attitude
to achieve optimum aerodynamic braking. Aerobraking is Do not exceed 15° of pitch to avoid dragging the engine
highly effective at airspeeds above 90 knots and nozzles and tail boom antennas. Do not exceed 12° of pitch
significantly reduces the possibility of hot brakes, excessive if carrying 2,000 lb class stores on LC1 and/or RC1 to avoid
tire wear, and blown tires. Therefore, aerobraking is dragging the tail kits. Aerobraking over a raised arresting
accomplished first followed by normal braking. Flaps cable increases the likelihood of the cable striking the
remain down during a normal, dry runway landing to stabilators, engines, or tail booms.
provide increased aerodynamic drag and normal nose fall
through at the crossover point between aerobrake and wheel
brake effectiveness.

Limit pitch attitude to 13° (10° if carrying 2000 lb

class stores on LC1/RC1) until past any raised
cables.
The aircraft can sustain flaps up aerobrake for a
considerable distance. Unless the nose is lowered During the aerobrake, monitor ground speed and runway
to the runway and wheel braking initiated, stopping remaining to determine the effectiveness of the aerobrake. If
distance is greatly increased. stopping distance is critical, lower the nose immediately and
commence maximum antiskid braking. In any case lower
Pitch attitudes less than 12 to 13° are less effective and the nose of the aircraft not later than 80-90 knots and apply
result in a longer landing roll. Pitch attitudes above 13° brakes as required to be at an appropriate taxi speed before
create the possibility of stabilator-ground contact when large turning off the runway. At high gross weights, or forward
lateral stick inputs are combined with rapid relaxation of aft CG, the nose begins to fall at proportionally higher airspeeds
stick during the derotation. The aircraft waterline symbol on (refer to section VI). Due to a high idle thrust, the aircraft
the HUD flashes at or above 13°. may not decelerate after the nosewheel is on the ground
unless braking is used. Optimum braking is achieved in a
three point attitude with maximum pressure on both brake
pedals. Differential braking may reduce braking
effectiveness and increase stopping distance. At aft CG, if
forward stick is not used to bring the nose down, expect the
• Do not rely on the HUD repeater display for correct nose to stay up significantly longer during aerobraking.
pitch attitude. When aerobraking above 13° pitch atti-

2-24 Change 3
 CSTO SR1F-15SA-1-2

CROSSWIND LANDING.

Landing is not recommended if the 90° crosswind

component exceeds 21 knots. Fly a normal pattern adjusted
to avoid excessively steep or shallow base turns. On final, The aircraft can sustain flaps up aerobrake for a
establish a wings-level crab to counteract drift and maintain considerable distance. Unless the nose is lowered
the flight path straight down the runway. It may be to the runway and wheel braking initiated, stopping
necessary to adjust power or delay throttle reduction in the distance is greatly increased.
flare to avoid abrupt sink rates or counteract the effects of
turbulence. In gusty or turbulent conditions, use normal GO AROUND.
on-speed AOA; however AOA deviations are more critical.
Hold the crab through touchdown. After touchdown, Advance power as required and retract speed brake. Retract
maintain ground track with rudder. Use aileron into the wind gear and flaps when climb is established. Accelerate to 200
to maintain a wings-level attitude. If directional control to 250 knots if another approach is planned. If climbing out
becomes difficult, lower the nose and brake in a three-point of the pattern, a higher airspeed may be used.
attitude.
AFTER LANDING.
See Wind Components Chart, figure A1-12 in CSTO
SR1F-15SA-1-1.
1. (BOTH) Ejection controls safety lever - LOCKED
2. (W) Ejection mode selector - NORMAL
NOTE 3. (P) Speed brake - IN
4. (P) Flaps - UP
When landing with an asymmetric load, it is
5. AAI/IFF modes - CLEARED
desirable to place the heavy wing into the
6. (P) DEWS/CMWS - OFF
wind.
7. (P) IFF MODE switch - OUT
8. (P) IFF LIGHT switch - OFF
MINIMUM RUN LANDING.
9. (P) RADAR power knob - STBY
a. STBY BIT matrix - CHECK
When stopping distance is critical, fly final at 12.5° AOA,
10. (P) TF RDR - OFF
and use a flatter approach angle (1.5 to 2°). Precise control
11. JTIDS display (PB 14) - SELECT
of the touchdown point can be achieved using the velocity
12. MASTR RESET (PB 6) - SELECT and wait for
vector. If runway is dry and gross weight is 45,000 pounds
TERMINAL LOAD GO/FAILED display
or less, lower the nose after touchdown, extend the speed
13. (P) FDL mode knob - HOLD (or if last sortie of the
brake, and commence maximum anti skid braking.
day, OFF)
Maximum anti skid braking is achieved by applying
14. TACAN (After FDL HOLD or OFF) - OFF
maximum pedal pressure. After the nose drops, maintaining
15. (P) Trim - T/O
full aft stick shortens the landing roll. If gross weight is
16. (P) LDG/TAXI LIGHTS switches - AS
greater than 45,000 pounds, use aerobraking technique. For
REQUIRED
wet/icy runway conditions, refer to section VII.
17. (P) FORMATION lights - OFF
18. (P) ANTI-ICE
NO FLAP LANDING.
a. WINDSHIELD switch - OFF
b. PITOT HEAT switch - OFF
No flap landings require no special technique. The approach
c. ENG HEAT switch - AS REQUIRED
speed is slightly faster at on-speed AOA. Allow for higher
19. (P) RADAR power knob - OFF
pitch attitude and slower deceleration on final.
20. RMM - VERIFY WRITE COMPLETE
An automatic WRITE is performed after
landing. Verify WRITE STATUS. A manual
WRITE should be attempted if errors exist.

Change 3 2-25
CSTO SR1F-15SA-1-2

SINGLE-ENGINE TAXI 6. Either throttle - AS DIRECTED

1. (BOTH) Avionics - AS REQUIRED NOTE

2. MPD/MPCD/UFC - AS REQUIRED
The right display in each cockpit is left on to Either engine may be shut down for hot
monitor cautions. refueling. In actual combat situations, both
3. Radio 2 - VERIFY ON engines may be left running.
4. (P) Either throttle - OFF
5. (P) Corresponding engine INLET RAMP switch - 7. (P) Corresponding engine INLET RAMP switch -
EMERG EMERG
8. RADIO 2 - VERIFY ON

NOTE
Automatic avionics shutdown can occur
Shutdowns with less than 5 minutes stabilization during refueling due to low ECS cooling
at IDLE prior to shutdown increase the airflow. The most notable indication is
likelihood of post-shutdown auto-ignition. blanking of the right displays. Advance the
operating engine as required to keep the
NOTE ACMU temperature within limits. Single
engine operation between 78% to 87% RPM
Automatic avionics shutdown can occur due to provides sufficient ECS airflow. Optimum
low ECS cooling airflow at idle RPM. cooling occurs between 84% to 87% RPM.
Advance the operating engine as required to Make sure radio 2 continues to operate if auto
keep the ACMU temperature within limits. shutdown occurs. The operative engine ramp
Single engine operation between 78% to 87% may move full up and the engine bypass door
RPM provides sufficient ECS airflow. may move out of the full closed position with
Optimum cooling occurs between 84% to 87% automatic avionics shutdown.
RPM.
9. (BOTH) Canopy - CLOSED
HOT REFUELING. Hot refueling with the canopy closed provides
maximum protection in the event of a fire.
10. (BOTH) FUEL QTY indicator - NOTE
Stop short of the refueling area for tanks/stores safety check.
If suspected hot brake or other unsafe condition exists, do
During Refueling -
not enter refueling area. Consider all available methods of
escape when a fire or other emergency occur. Taxiing clear,
11. (BOTH) Keep hands visible to refueling
ground egress, and static ejection are some of the options
supervisor.
available. Follow ground crew directions into the refueling
Be prepared to shutdown engine and evacuate
area, and establish communications with the ground crew. If
aircraft or taxi clear of area as directed by
a malfunction is suspected, stop refueling. After refueling
ground crew if an emergency occurs.
complete and when cleared by ground crew, taxi clear of the
area. Do not use high power in congested areas.
After Refueling -
Before Refueling -
12. FUEL QTY indicator - CHECK AND NOTE
TOTAL QUANTITY
1. After landing checklist - COMPLETE
13. (P) SLIPWAY switch - CLOSED
2. (P) BRAKE HOLD switch - ON
14. (P) External lights - AS REQUIRED
3. (BOTH) Avionics - AS REQUIRED
15. (BOTH) Avionics - AS REQUIRED
4. (P) ANTI COLLISION light switch - OFF
5. (P) SLIPWAY switch - OPEN

2-26
 CSTO SR1F-15SA-1-2

ENGINE SHUTDOWN. CHECK FOR L AND R GEN CAUTION LIGHTS

AND LANDING GEAR INDICATOR LIGHTS
ON
1. (P) SLIPWAY switch - OPEN (if required)
Ensure that these caution lights come on.
2. OWS matrix - CHECK
Illumination of these lights indicates that the
3. ASD format - CHECK
generator failure circuit is functioning and the
Select BIT-MAINT-ASD and record latched
emergency generator is supplying both AC and
indications for maintenance.
DC essential power.

NOTE
If PACS ASD is latched or PACS* showed up
during the flight, a manual write should not be
performed. Wait 5 minutes after engine shutdown before
inspecting engine inlets and exhausts due to
4. EGI POST FLT PP (PB 16) - PRESS possibility of auto-ignition after shutdown.
Post-flight present position update is required for
the EGI to complete performance monitor data
calculations. If a manual WRITE is desired, the
EGI switches must remain ON until the WRITE
is complete.
5. (BOTH) Avionics - OFF Shutdowns with less than 5 minutes stabilization at
a. UFC, SENSORS, HUD IDLE prior to shutdown increase the likelihood of
Turn avionics off, including systems controlled post-shutdown auto-ignition.
on the UFC, before shutting down engines to
prevent false BIT warnings.
6. (P) RECCE pod - OFF (if required)
SCRAMBLE.
7. (BOTH) TGP/NVP - OFF
8. (BOTH) JHMCS - OFF These procedures allow the crew to prepare the aircraft for a
9. EGIs - OFF scramble launch. The cockpit setup may be accomplished
The EGIs are ready to turn off when they start a any time prior to starting scramble procedures.
GC alignment unless SH align ability is desired. Avionics/systems switches not specifically to OFF by the
A full GC alignment is required to enable startup engine shutdown procedure may be left ON as desired for
SH align. scramble launch. The before taxi procedures listed here are
10. (P) MSOGS - OFF based on the complete normal before taxi procedures being
11. (P) BATTERY switch - OFF accomplished during cockpit setup. EGIs can be setup for
12. (P) Throttles - OFF SH alignment using either the preflight or post-flight setup
procedure depending on whether or not the aircraft has just
landed from a previous flight. When scramble is initiated,
start with the JFS/engine start procedures.

COCKPIT SETUP.
After the second engine is shut off and either or
both engines are still spooling down, After aircraft is in scramble start-up location.
uncommanded flight control movement(s) may
occur. After all electrical power is removed 1. (BOTH) Complete before flight procedures
(battery and emergency generator) uncommanded through before taxiing.
flight control movement may occur for up to 10 2. (P) Complete SH alignment setup procedure.
seconds due to FCS keep alive circuitry. 3. (BOTH) Do engine shutdown procedure.
4. (BOTH) Ejection controls safety lever - LOCKED
13. (BOTH) Prior to emergency generator off line - 5. (P) ANTI ICE PITOT HEAT switch - AUTO

Change 2 2-27
CSTO SR1F-15SA-1-2

6. Do not move the aircraft. 3. (P) RSD - VERIFY INITIALIZING

4. (P) ENG MASTER switches - CHECK ON
SH Alignment Procedure (Preflight). 5. (P) (JFS) STARTER switch - CHECK ON
6. (P) JFS handle - PULL AND RELEASE
Turn on EGI1 and allow it to complete alignment. Turn off
EGI1. Turn on EGI2 and allow it to complete alignment.
Turn off EGI2. If the aircraft is not moved, the EGIs
perform SH alignments on the next power up.

1. EGI1 switch - ON Minimize JFS run time to reduce the possibility of

2. EGI1 alignment complete. damage to the JFS/CGB and elevated JFS
3. EGI1 switch - OFF compartment temperatures that can cause an
4. EGI2 switch - ON AMAD fire warning.
5. EGI2 alignment complete.
6. EGI2 switch - OFF NOTE
If JFS does not start, starter switch must be
SH Alignment Procedure (Post-Flight).
momentarily set to OFF. Wait 30 seconds after
cycling switch before trying second start so
Perform a POST FLT PP. Allow EGI1 and EGI2 to
JFS can decelerate, and start sequence relay
complete alignment. Turn off EGI1 and EGI2. Shut down
deenergize. Failure to wait 30 seconds can
the aircraft. If the aircraft is not moved, the EGIs perform
result in a JFS no start.
SH alignment on the next power up.
7. (P) Starter READY light - ON (within 10 seconds;
1. EGI POST FLT PP (PB 16) - PRESS
15 seconds if temperature is below -18°C/0°F)
2. EGI1 and EGI2 - alignment complete
3. EGI1 switch - OFF 8. (P) Fire extinguisher switch - TEST
4. EGI2 switch - OFF Observe the AMAD fire warning light on and
voice warning activated.
JFS START.
ENGINE START.
1. (P) BATTERY switch - ON
1. (P) Finger lift - RAISE AND RELEASE
NOTE This engages the JFS to the engine.
2. (P) EMD RPM display - OBSERVE INDICATING
The BATTERY switch automatically returns to 3. (P) Fire extinguisher switch - TEST
OFF after two minutes unless electrical and Check AMAD FIRE, L/R ENGINE FIRE
hydraulic power is available. warning lights ON, and voice warnings activated.
4. (P) Throttle - IDLE (23% RPM)
2. (P) BATTERY voltmeter - CHECK
(20 VDC minimum) NOTE

NOTE Above 32°C/90°F OAT, allow JFS to motor

the engine to maximum RPM before
If the battery indicates less than 20 VDC, the advancing the throttle to idle. This assists in
battery must be charged or replaced prior to lowering peak EGT during start.
takeoff, since the battery provides the last
source of electrical redundancy for the FCCs.

2-28
 CSTO SR1F-15SA-1-2

5. (P) Engine instruments - CHECK 18. (P) JFS - CONFIRM OFF

Engine limits are contained in section V. 19. (P) (JFS) STARTER switch - ON
20. (P) ECS - CHECK
Ensure ECS caution off and airflow present.
21. (P) BATTERY voltmeter - VERIFY 28 VDC

Shutdown the engine if no oil pressure occurs NOTE

within one minute after reaching IDLE. If the battery voltmeter fails to reach
approximately 28 VDC, a battery charger
6. JFS deceleration - CONFIRM malfunction has occurred which requires
7. (W) RSD - VERIFY INITIALIZING maintenance action prior to flight.
8. (BOTH) Warning and caution lights - TEST
9. (P) Fire extinguisher switch - TEST 22. Main landing gear pins - CONFIRM REMOVED
Check AB BURN THRU warning lights on and
voice warnings activated (main generator must
be on line). The AMAD and ENGINE FIRE
lights also come on.
10. Radios - ON
11. EMER BST ON caution - OBSERVE ON If access to door 10L or 10R is required by
The EMER BST ON caution comes on after first maintenance personnel, both engines must be
generator comes on line to indicate both shutdown to prevent possible inlet ramp activation
emergency generator and emergency boost pump which can cause ramp/door collision with resulting
are operating properly. Thirty seconds after the personnel injury.
main generator comes on line, the BST SYS
MAL caution also comes on as the emergency BEFORE TAXIING.
generator cuts off. This indicates that the
emergency fuel boost pump is now operating off 1. (BOTH) MPDs/MPCDs - ON
an abnormal power source. When the second 2. (P) EGIs - ON
main generator comes on line, both EMER BST
ON and BST SYS MAL cautions go off. NOTE
The aircraft is ready to taxi when the HUD
NOTE
Align Status message disappears.
If automatic avionics shutdown occurs due to
low ECS cooling airflow, only radio 2 is 3. Present position- CHECK
available. All major caution lights are 4. (BOTH) Communications and navigation
inoperative. The right engine ramp may move equipment - CHECK
to the full up position and the engine bypass 5. IFF - AS REQUIRED
door may move out of the full closed position. 6. (P) Radar - ON
Start other engine as soon as possible to obtain 7. (BOTH) RSDs - SET AND CHECK
sufficient ECS airflow. If two engine operation 8. (P) FCS RESET button - PUSH (With paddle
is not possible, single engine operation at 78% switch pressed)
to 87% RPM provides sufficient ECS airflow. Performing an FCS RESET while holding the
Optimum cooling occurs between 84% to 87% paddle switch pressed clears any existing BIT
RPM. codes.
9. (P) Flight controls - CHECK FREE
12. Total FUEL QTY indicator - CHECK 10. (BOTH) Flaps - CHECK DOWN
13. (P) UTIL hydraulic gauge - CHECK 11. (P) T/O trim - CHECK
14. Nose gear pin - CONFIRM REMOVED If the aircraft is manually trimmed nose down
15. (P) Slipway door - CHECK (if AR is planned) from takeoff trim, nosewheel lift-off speed may
16. (P) Other engine - START be increased.
17. Engine instruments - CHECK

Change 3 2-29
CSTO SR1F-15SA-1-2

12. Canopy - CLOSE, WAIT 10 SECONDS, THEN

LOCK

Immediately turn off IRST if an IRST HOT

caution is displayed, a SENSOR LOW HELIUM
indication is set on the IRST DETAIL BIT
The ejection seat fires with the canopy in any format or an audible knocking sound is
position from full closed to full open. To reduce perceived in the cockpit.
the possibility of injury, the canopy must be closed
and locked prior to ejecting. NOTE
During single engine operation on the ground,
the IRST and LCS are only operational with
the RADAR power knob out of the OFF
position.
• Make sure canopy has completed movement and wait
10 seconds before moving handle to LOCKED posi- BEFORE TAKEOFF.
tion. If there is heavy load when attempting to place
the handle in LOCKED, recycle handle to DN and 1. (BOTH) Ejection controls safety lever - ARMED
again perform locking procedure. Make sure canopy
unlock light is on with handle DN and goes out with
handle LOCKED. Make sure the handle is full for- QUICK TURN (BOTH).
ward.
1. After landing checks - COMPLETE
• Canopy may not fully close with hydraulic pressure if 2. Communication with ground crew -
the ambient temperature is below 0°C/32°F. In this ESTABLISHED, AS REQUIRED
case and after attempting to close the canopy mechan- 3. Engine shutdown - COMPLETE, AS REQUIRED
ically, the pilot may force the canopy closed. With the 4. Aircraft setup - COMPLETE, AS REQUIRED
canopy down on the sills and the internal canopy con- 5. Consider cumulative brake heating effect.
trol handle set to DOWN position, grab hold of the
two handles on the forward arch of the canopy and
shove the canopy forward. Once the canopy moves
fully forward the control handle can be set to
LOCKED position.
After an abort or full stop taxi back landing,
13. (P) ENG HEAT switch - AS REQUIRED consider the cumulative heating effect on the
14. (P) EW Panel - brakes in the event the second takeoff results in an
a. PWR - ON abort.
b. XMT - AS REQUIRED
c. DISP - AS REQUIRED OWS MATRIX DISPLAY.
d. CMWS - ON
15. (BOTH) JHMCS - AS REQUIRED
16. RMM - READ CRMM To display the OWS matrix -
17. (BOTH) Warnings, Cautions, BIT lights, and
circuit breakers - CHECK 1. From MENU 2, OWS menu - SELECT
18. (BOTH) Personal equipment and harness - CHECK
19. (BOTH) Weapons - CHECK To clear the OWS matrix -
20. (BOTH) Sensor Panel - AS REQUIRED
2. CLEAR pushbutton - PRESS (CLEAR boxed)

2-30 Change 3
 CSTO SR1F-15SA-1-2

3. Ensure maintenance personnel toggle OWS reset Mark Points.

switch in the nose wheelwell.
Mark points can be created by using the UFC MARK
button, and the A/G radar or A/G TGT IR MARK cursor.
Pressing the UFC MARK button takes you to the mark point
menu and simultaneously creates a mark point at the current
aircraft position. When mark points are created from the
To prevent injury, do not clear maintenance
A/G radar or A/G TGT IR, the following occurs:
personnel to enter the nose wheelwell unless one
engine is shut down.
a. MARK # (number) is displayed in the center of the
format for 5 seconds.
4. Matrix cleared - CHECK (CLEAR unboxed)
b. The UFC mark point menu is automatically
displayed and shows the position of the point that
UFC PROCEDURES. is just created.

DATA FORMATS. Once a mark point is created, the position and elevation of
that point can be modified. There are 10 mark point slots
Numerous different types of data may be entered on the available. Any additional entries overwrites previous
UFC for navigation. In most cases, data is entered by first existing points starting with the #1 position. To
selecting the appropriate menu display, data display, or review/modify on the UFC, proceed as follows:
submenu, typing the data into the scratchpad, and pressing
the UFC button adjacent to the data to be changed or a. Type SHF, M, # (point number) and press PB 1. If
entered. the selected mark point # does not exist, the UFC
scratchpad flashes.
Sequence Points. b. On the mark point menu, pressing PB 1 rotates
through existing mark points.
Sequence point types include steer, target, aim, offset, mark, c. Entering 0 in the UFC scratchpad and pressing PB
and base and are entered in basically the same manner. 1 deletes the current mark point.
Bullseye points (up to 10) can also be entered. However, the
aircrew must pay attention to the use of the decimal point, Once a mark point is deleted, its position is skipped when
tenths and hundredths digits, and route letter identifiers. rotating through the existing points using PB 1. Newly
created points are placed at the end of the existing mark
a. For steer point 18A, type 18, shift (SHF), A, press points even if a vacant slot number exists prior to the end.
sequence point button. The vacant slot is filled again after enough new points are
b. For target point 17.B, type 17, decimal, SHF, B, entered to overwrite the existing points preceding the vacant
press sequence point button. slot.
c. For aim point 18.1A, type 18, decimal, 1, SHF, A,
press sequence point button. Latitude/Longitude.
d. For offset point 17.01B, type 17, decimal, 01, SHF,
B, press sequence point button. To enter a point latitude and longitude, type the hemisphere,
e. Markpoints can be selected for review/modification degrees, minutes, and tenths of minutes. When the
by typing SHF, M, # (point number). hemisphere key (N, S, E, or W) is pressed, the degree
f. For base point, type SHF, B, press sequence point symbol, minutes symbol, decimal, and entered letter are
button. displayed on the scratchpad. Leading zeros must be
g. For bullseye point, type SHF, B, SHF, E, or SHF, B included if the latitude degrees are less than two digits or
and the point number (1 thru 10) and press the longitude degrees are less than three digits.
sequence point button.
a. For 38°45.6 north latitude, type SHF, N, 38456,
When changing navigation point numbers, the route letter press latitude button.
identifier needs to be entered only if it is different from the b. For 90°22.1 east longitude, type SHF, E, 090221,
current display letter. Entering a zero for a point, when in press longitude button.
point data submenu, removes that point from the mission
route unless it is your current steer to point.

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CSTO SR1F-15SA-1-2

MGRS Ellipsoid, Grid, and Coordinates. button.

MGRS coordinates are changed/entered on the MGRS Type offset bearing in degrees true.
submenu or MGRS program submenu, the default ellipsoid
is WGS-84. The ellipsoid is changed on the MGRS program a. For 35° true bearing, type 035, press bearing
submenu. Grid numbers can be changed on the MGRS button.
submenu or MGRS program submenu.
Direction/Range.
The MGRS coordinates entry cannot be split between the
MGRS submenu and the MGRS program submenu. Once an Type offset direction/range in cardinal direction and feet.
entry is made at PB 2 on either the MGRS submenu or
MGRS program submenu, the data at PB 3 blanks and the a. For 15,250 feet north, type SHF, N, 15250, press
remainder of the MGRS coordinates must be entered from N/S button.
the same submenu. If the submenu is exited before the entry
is complete, the coordinate is considered invalid and is reset Time.
to the MGRS equivalent of latitude 0, longitude 0.
Current time or route times are entered in hours, minutes,
For MGRS coordinates 18SFE 6897064356. and seconds.

a. Press MGRS pushbutton. a. To enter 16 hours, 35 minutes, 15 seconds, type

b. Press PROGRAM pushbutton. 163515, press time button.
c. To change the MGRS ellipsoid, press the button
adjacent to the current ellipsoid to cycle through Magnetic Variation (EGI invalid).
until the desired ellipsoid is displayed.
d. To change the MGRS grid number to 18, type 18, Magnetic variation is entered in degrees and minutes east or
press grid number button PB 2. west. The degree symbol appears in the scratchpad when E
e. To change the MGRS grid letter, press the button or W is pressed.
PB 2 adjacent to the grid identifier until the letter to
be changed is preceded by a caret, then press the a. To enter a mag var of W3°30’, type SHF, W, 0033,
INCR or DECR button to obtain the desired letter. press mag var button.
f. To change MGRS grid coordinates, type
6897064356, press MGRS coordinate button PB 3. NOTE

Point Elevation. During normal operation the ADCP uses

magnetic variation from the EGI.
Navigation point elevation is entered in feet above or below
(-) MSL. Wind Direction and Speed.

a. For 1,250 feet MSL, type 1250, press elevation Wind direction (bearing) is entered in degrees true and
button. speed in knots on the data 1 format.

Point MEA. a. For wind 185° true and 45 knots, type 185, SHF,
dash, 045, press wind button.
The MEA for any point along the route may be entered from
400 to 30,000 feet. DATA ENTRY/DISPLAY.

a. For 1,000 feet, type 1000, press MEA button. Mission data must be entered from the appropriate display
on the UFC; some data can be entered/changed on more
Range/Bearing. than one display. As data is typed on the UFC keyboard it
appears in the scratchpad. When the appropriate button is
Type offset range in nm and tenths. pressed to enter the data, the new data is displayed next to
the button and the scratchpad is blank.
a. For 10.1 nm, type 10, decimal, 1, press range

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 CSTO SR1F-15SA-1-2

Zulu Date and Time Entry 4. Mission point elevation button - PRESS

Zulu date and time entries may be made on the HUD titling Sequence Point MEA.
and data 1 menu, respectively. A Zulu date must be entered
along with a zulu time for proper initialization of the EGI. 1. Data 1/menu 1 display - SELECT
Zulu date must always be entered first before entering zulu 2. Point data submenu - SELECT
time. 3. Type mission point MEA.
4. Mission point MEA button - PRESS
NOTE
Sequence Point MGRS.
Zulu date and time must be entered for proper
EGI initialization. Zulu date must be entered 1. Data 1/menu 1 display - SELECT
before zulu time is entered. 2. Point data submenu - SELECT
3. Coordinate button - PRESS UNTIL MGRS
1. UFC Menu 2 display - SELECT DISPLAY APPEARS
2. PP source submenu - SELECT
3. HUD TITL submenu - SELECT To change MGRS grid number from MGRS
4. Type M followed by the zulu month and day in submenu -
scratchpad.
a. To enter zulu date of June 30, type SHF, M, 06, 4. Type new MGRS grid number.
SHF, dash, 30. 5. Grid identifier button - PRESS
5. PB 1 - PRESS 6. Type point MGRS coordinates.
6. Type M followed by the zulu year in the 7. MGRS coordinate button - PRESS
scratchpad.
a. To enter zulu year of 2005, type SHF, M, 05. To change MGRS coordinates only -
7. PB 2 - PRESS
8. Data 1 display - SELECT 4. Type point MGRS coordinates.
9. Type M followed by zulu time in the scratchpad. 5. MGRS coordinate button - PRESS
a. To enter zulu time of 21:45:30, type SHF, M,
214530. To change MGRS ellipsoid -
10. PB 8 - PRESS
4. Program button - PRESS
Sequence Point Number. 5. Ellipsoid button - PRESS UNTIL DESIRED
ELLIPSOID APPEARS
1. Data 1/menu 1 display - SELECT
2. Type new mission point number and letter. To change MGRS grid number from MGRS
3. Mission point button - PRESS program submenu -

Sequence Point Lat/Long. 4. Program button - PRESS

5. Type new MGRS grid number.
1. Data 1/menu 1 display - SELECT 6. Grid identifier button - PRESS
2. Point data submenu - SELECT 7. Type point MGRS coordinates.
3. Coordinate button - PRESS UNTIL LAT/LONG 8. MGRS coordinate button - PRESS
SUBMENU APPEARS
4. Type point latitude. To change MGRS grid letters -
5. Latitude button - PRESS
6. Type point longitude. 4. Program button - PRESS
7. Longitude button - PRESS 5. Grid identifier button - PRESS UNTIL CARET
PRECEDES LETTER TO BE CHANGED
Sequence Point Elevation. 6. INCR or DECR button - PRESS TO DISPLAY
DESIRED LETTER
1. Data 1/menu 1 display - SELECT 7. Repeat steps 5 and 6 for other grid letters to be
2. Point data submenu - SELECT changed.
3. Type mission point elevation.

2-33
CSTO SR1F-15SA-1-2

8. Type point MGRS coordinates. entered a date.

9. MGRS coordinate button - PRESS
In either case, to verify or modify the data, do the following:
Offset Data
1. Menu 2 display - SELECT
1. Data 1/menu 1 display - SELECT 2. PP source submenu - SELECT
2. Point data submenu - SELECT 3. HUD TITL submenu - SELECT
3. Coordinate button - PRESS UNTIL RNG/BRG IS 4. Verify data. If corrections are required, continue as
DISPLAYED shown.
4. RNG/BRG button - PRESS 5. Type month and date.
a. To enter the date of June 30, type 06, SHF,
To change offset range/bearing data - dash, 30.
b. To enter ZULU date of June 30, type SHF, M,
5. Type range from offset point to target. 06, SHF, dash, 30.
6. Range button - PRESS c. If the month is accurate, the date may be
7. Type true bearing from offset point to target. changed by typing the new date into the
8. Bearing button - PRESS scratchpad and pressing PB 1.
6. MONTH-DAY button - PRESS
To change direction/range data - 7. Type year.
a. To enter the year 2005, type 05.
5. DIR/RNG button - PRESS b. To enter ZULU year 2005, type SHF, M, 05.
6. Type N/S distance from offset point to target. 8. YEAR button - PRESS
7. N/S button - PRESS 9. Type mission number.
8. Type E/W distance from offset point to target. a. To enter the mission number 5, type 05.
9. E/W button - PRESS 10. MSN button - PRESS
11. Type aircraft tail number.
HUD Titling (TITL). a. To enter aircraft tail number 02-001, type 02,
SHF, dash, 001.
ZULU date entries may be made on the HUD Titling 12. A/C button - PRESS
submenu. A ZULU date must be entered, along with a 13. Type wing number.
ZULU time (UFC Data 1 format, PB 8), for proper a. To type wing number 131, type 0131.
initialization of the EGI. ZULU date must always be entered 14. WNG button - PRESS
first before entering ZULU time. M must precede the date 15. Type local use data.
and year for it to be interpreted as a zulu date and for it to be a. Local 1 and 2 (LOC-1, LOC-2) are four-digit
sent to the EGI. numbers for local use (gun number or
squadron). Type digits.
HUD titling data is entered for identification of the ECSMU 16. LOC-1 or LOC-2 button - PRESS
outputs. HUD titling can be done manually using the HUD
TITL submenu or automatically using the CRMM.
HAVE QUICK RADIO OPERATION.
NOTE
These procedures are based on RADIO 1/2 power ON and
• The date portion of the HUD titling data cannot be radio out of STBY.
entered via the CRMM; it is read from the EGI or it
can be entered manually via the UFC. LOADING MULTIPLE WODS.

• The ADCP does not have a clock battery backup and 1. RADIO 1/2 submenu - SELECT
therefore cannot keep track of date. Date is read from 2. RADIO 1/2 HQ submenu - SELECT
the EGI on ADCP power up and displayed on the 3. WOD LOAD submenu - SELECT
HUD titling display. Aircrew entered date may be 4. Segment group 1 (20-000.000)(PB 4) - SELECT
overwritten with EGI date once per ADCP WOW a. WOD segment 1 (PB 2) - ENTER
power up if EGI date becomes valid after aircrew have b. WOD segment 2 (PB 3) - ENTER

2-34
 CSTO SR1F-15SA-1-2

c. WOD segment 3 (PB 9) - ENTER c. FMT segment 15 (PB 9) - ENTER

d. WOD segment 4 (PB 8) - ENTER d. FMT segment 16 (PB 8) - ENTER
5. Segment group 2 (16-000.000)(PB 7) - SELECT 8. LOAD - PRESS
a. WOD segment 5 (PB 2) - ENTER (LOAD* displayed at PB 10 for 3 seconds and
b. WOD segment 6 (PB 3) - ENTER segments 1-16 reset to 225.000)
c. WOD segment 7 (PB 9) - ENTER 9. RADIO 1/2 submenu - SELECT
6. LOAD - PRESS
(LOAD* displayed at PB 10 for 3 seconds and MANUALLY LOADING TOD FROM GPS.
segments 1-7 reset to 000.000)
7. Repeat steps 4 thru 6 to load up to 5 more WODS - GPS TOD is automatically loaded when power is applied to
AS REQUIRED the radio and GPS time is available from the EGI. Use the
8. RADIO 1/2 submenu - SELECT following procedure to manually force GPS TOD to
load/reload.
VERIFY WODs LOADED.
1. RADIO 1/2 submenu - SELECT
1. RADIO 1/2 submenu - SELECT 2. RADIO 1/2 HQ program submenu - SELECT
2. RADIO 1/2 HQ submenu - SELECT 3. RCV GPS (PB 4) - SELECT
3. Valid day - ENTER, VERIFY 4. GPS time - RECEIVED
Enter a valid day (1-31) or a frequency in the a. PRESS PB 7
format 3DD.XXX with DD as the day and XXX (*RCV GPS displays at PB 4 for 1 minute or
as any valid UHF frequency in the scratchpad. until GPS time is received)
a. Day - ENTER (PB 9) b. TOD RCVD - Displayed at PB 3
b. DAY OK - VERIFY DAY OK displayed for 3 c. TOD VALID - Displayed at PB 3
seconds. If WOD is not loaded, NOT LOADED 5. RADIO 1/2 submenu - SELECT
displayed for 3 seconds.
4. Repeat step 3 to check other WODS - AS RECEIVING TOD FROM ANOTHER RADIO.
REQUIRED
5. RADIO 1/2 submenu - SELECT 1. RADIO 1/2 submenu - SELECT
2. Select common frequency between radios.
LOADING RADIO 1/2 FMT. 3. HQ program submenu - SELECT
4. RCV AIR (PB 4) - SELECT
1. RADIO 1/2 submenu - SELECT 5. Instruct donor aircraft to transmit TOD after 5
2. RADIO 1/2 HQ submenu - SELECT second delay.
3. RADIO 1/2 FMT LOAD submenu - SELECT a. Immediately press PB 7
4. Segment group 1 (20-225.000)(PB 4) - SELECT (*RCV AIR displays at PB 4 for 1 minute or
a. FMT segment 1 (PB 2) - ENTER until TOD is received)
b. FMT segment 2 (PB 3) - ENTER b. TOD RCVD - Displayed at PB 3
c. FMT segment 3 (PB 9) - ENTER c. TOD VALID - Displayed at PB 3
d. FMT segment 4 (PB 8) - ENTER 6. RADIO 1/2 submenu - SELECT
5. Segment group 2 (16-225.000)(PB 7) - SELECT
a. FMT segment 5 (PB 2) - ENTER SENDING TOD TO ANOTHER RADIO.
b. FMT segment 6 (PB 3) - ENTER
c. FMT segment 7 (PB 9) - ENTER 1. RADIO 1/2 submenu - SELECT
d. FMT segment 8 (PB 8) - ENTER 2. Select common frequency between radios.
6. Segment group 3 (12-225.000)(PB 7) - SELECT 3. HQ program submenu - SELECT
a. FMT segment 9 (PB 2) - ENTER 4. XMIT AIR (PB 4) - SELECT
b. FMT segment 10 (PB 3) - ENTER 5. Instruct receiver aircraft to prepare for TOD
c. FMT segment 11 (PB 9) - ENTER receive in 5 seconds.
d. FMT segment 12 (PB 8) - ENTER a. PRESS PB 7
7. Segment group 4 (8-225.000)(PB 7) - SELECT (*XMIT AIR displays at PB 4 for 2 seconds)
a. FMT segment 13 (PB 2) - ENTER b. TOD XMIT - Displayed at PB 3
b. FMT segment 14 (PB 3) - ENTER

2-35
CSTO SR1F-15SA-1-2

c. TOD VALID - Displayed at PB 3 alignment. When a BIT caution shows EGI2 ELEC BST
6. RADIO 1/2 submenu - SELECT REQUIRED, proceed as follows:

ENTERING HQ MODE. 1. Maintenance BIT - SELECT

2. EGI 1/2 - SELECT
1. RADIO 1/2 submenu - SELECT 3. EG2 ELEC BST - SELECT
2. Set RADIO 1/2 to operate on net number (either
preset with net number at PB 5/PB 6 or channel EGI ALIGNMENT.
mode).
3. AJ (PB 3) - PRESS There are three alignment modes that the EGIs can use to
(*AJ STBY followed by *AJ displays at PB 3) provide navigation information:

NOTE a. Gyro Compass (GC); takes 4 minutes and is the

normal align mode.
If *AJ STBY is followed by AJ, verify valid b. Stored Heading (SH); takes 30 seconds and is
WOD loaded and correct as required. valid for all aircraft operations.
c. In Motion Alignment (IMA); normally a flight
EXITING HQ MODE. alignment mode and takes up to 10 minutes to
complete.
1. RADIO 1/2 submenu - SELECT
2. *AJ (PB 3) - PRESS (*AJ changes to AJ) EGI present position can be manually entered during the
alignment mode only.
NOTE
When EGI 1 and EGI 2 are powered on, the Present Position
If emergency (guard) mode is required, rotate Keeping Source (PPKS) submenu is automatically displayed
the left channel knob enough times to display on the front cockpit UFC. This allows the pilot to accept or
G1 or G2. This automatically disables HQ change the stored Present Position (PP) being used by the
mode. EGIs. If the PP is incorrect, a new PP must be entered while
the EGIs are in align mode. If the EGIs have switched to
NAV mode and the PP is invalid, cycle the EGI power OFF
EGI PROCEDURES. and back ON to restart an alignment mode, then enter the
correct PP.
If an EGI BIT or electronic boresight is required, make sure
the aircraft is stationary before proceeding. The PP is the aircraft location. Any entry requires both
latitude and longitude to be entered even if only one
EGI IBIT. requires correction. HUD window 16 shows alignment type
and alignment quality which decreases with alignment
The EGI IBIT gives the aircrew the ability to check the accuracy improvement.
functionality of the EGI and check for errors. An EGI IBIT
takes approximately 1 minute to complete.
NOTE
1. BIT2 - SELECT HUD window 16 blanks when EGI alignment
2. EGI BIT (1 or 2) - INITIATE is complete and EGIs are in NAV mode. If the
aircraft is taxied prior to EGI switching to
EGI 2 Electronic Boresight. NAV mode, the EGI enters IMA.

The electronic boresight automatically starts when the EGI2 Normal Alignment.
is first powered on. Electronic boresight is only performed
when the aircraft is on the ground, the WOW switch is 1. EGI 1 and EGI 2 - ON
activated, and both EGI 1 and EGI 2 perform a GC 2. Present position - INPUT NEW PP, AS
REQUIRED

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 CSTO SR1F-15SA-1-2

3. HUD window 16 - 1 GC 15.9/2 GC 15.9 (or 1 SH and attitude reference unless EGI INV appears on
15.9/2 SH 15.9) the UFC. Accomplish this procedure on one EGI at
a time.
NOTE
3. HUD window 16 - CHECK ALIGNMENT
15.9 is the highest value that is displayed. A STATUS (15.9 maximum value)
lower value may be indicated for an acceptable 4. If EGI INV appears, EGI power switch - OFF
alignment.
EGI Orderly Shutdown.
In Motion Alignment.
On the ground, the EGI performs IMA anytime the aircraft The EGI uses the post-flight present position to compute
is moving before GC or SH alignment is complete. In flight, performance monitor data in preparation for a post-flight
the EGI performs IMA anytime the power switch is cycled. manual WRITE. The normal shutdown procedures follow:
IMA requires GPS aiding, and takes up to 10 minutes to
complete after initially acquiring four satellites. Degraded 1. Maintenance BIT - SELECT
EGI operation (EGI DGD warnings on MPD BIT format) 2. EGI 1/2 - SELECT
still provides good system heading and attitude reference. 3. Post-flight PP - SELECT
4. GC alignment - COMPLETE, AS DESIRED
NOTE 5. EGI 1/2 - OFF

After the EGI antenna acquires four satellites PERFORMANCE MONITOR DATA.
to start IMA, straight and level flight with one
or two turns less than 30° angle of bank can When the EGI receives the end of flight position update, the
decrease the alignment time. High g EGI conducts performance monitor data calculations. After
maneuvers, steep climbs, dives and bank angle the post-flight present position update, the ADCP issues an
turns can extend the alignment time beyond 10 off command to the EGI.
minutes, or cause failure to align.
When relying on the automatic post-flight WRITE to collect
An EGI INV message on the UFC indicates that the EGI has data, only the previous flights performance monitor data is
failed. Cycling the respective EGI may result in normal EGI written. Before shutting down the EGIs, if current flight
operation and a second source of attitude and heading performance monitor data is desired, allow the EGI to store
information. the performance monitor data by waiting until GCA is
On the ground: displayed in the HUD, and then perform a manual postflight
WRITE.
1. EGI power switch(es) - CYCLE OFF TO ON
If GC alignment desired, aircraft must remain
stopped for 4 minutes. FDL PROCEDURES.
2. HUD window 16 - CHECK ALIGNMENT
STATUS (15.9 maximum value) Prior to moving the FDL mode knob to NORM, make sure
Inflight: the EGI PP is accurate and EGI has timed in correctly. If
position errors are evident after net entry, an FDL MASTER
1. Maintain straight and level flight. RESET is required.
2. EGI power switch - CYCLE OFF TO ON Verify
IM XX.X displayed on HUD. After moving the FDL mode knob to NORM or SIL, wait
up to 15 seconds for FDL display to appear on the MPD and
verify FDL options on the UFC. Verify terminal load
initialize and proceed with the checklist.
Proceeding prior to this point results in unsuccessful net
entry.
Degraded EGI operation (EGI DGD warnings on
MPD) provides either primary or backup heading

Change 2 2-37
CSTO SR1F-15SA-1-2

It is critical for net entry to enter the month, day, and time MONTH, DAY, YEAR
correctly. During net entry, verify 8. UFC DATA 1 display - VERIFY/ENTER TIME
PENDING/COARSE/FINE displayed. During COARSE 9. JTIDS - UPDATE JTD DATE/TIME (PB 16)
sync, information is received from the network. In FINE Ensure JTD date/time matches ADCP date/time.
sync, the terminal transmits. If CHECK TIME is displayed, 10. UFC JTIDS display - VERIFY/SET MISSION
waiting for up to 4 minutes is suggested. Net entry may be CHANNEL, FIGHTER CHANNEL, TN
restarted by pressing ENTER NET (PB 10). Make sure date NUMBER, VCS, ANTENNAE, NTR (AS
and time are correct. REQUIRED)
11. If not designated as NTR, make sure network is
After net entry, the flight member display is programmed. established by NTR before proceeding.
UPDATE LIST (PB 14) on the flight data submenu displays 12. JTIDS - ENTER NET (PB 10)
other participants in the network if not previously If CRYPTO appears, refer to FDL Rekey.
programmed. 13. If designated as NTR, proceed to step 15.
14. JTIDS - VERIFY NET ENTRY:
If an FDL Rekey is required, the FDL mode knob must be PENDING/COARSE/FINE
in HOLD for a minimum 2.5 minutes prior to rekey. If an If CHK TIME is displayed, wait 4 minutes,
attempt is made prior to 2.5 minutes in HOLD, the rekey re-enter JTIDS time and date, and proceed to
may fail. step 10.
15. FLIGHT DATA display - VERIFY/SET AS
During an IPF fail, if resetting the IPF is unsuccessful, the REQUIRED, VERIFY OWN TN IN CORRECT
terminal continues to receive. No transmissions are possible POSITION
in peace or exercise IPF settings. It is permissible to leave 16. SIT display - VERIFY FLIGHT MEMBERS
the terminal in NORM. In combat IPF settings, the IPF DISPLAYED
FAIL is advisory. The terminal continues to transmit. In
either case the IPF failure is written up on maintenance FDL MASTER RESET.
documentation.
1. JTIDS, MASTR RESET (PB 6) - PRESS
After the last sortie of the day, the FDL mode knob must be 2. Wait 15 seconds.
turned to OFF. If the FDL mode knob is left in HOLD and 3. JTIDS TERMINAL LOAD: GO - VERIFY
the aircraft is not re-keyed, the terminal does not roll over 4. JTIDS DATE AND TIME - VERIFY
on the next zulu day. 5. JTIDS - ENTER NET (PB 10)
6. If NTR, proceed to step 8.
FDL NET ENTRY PROCEDURES. 7. JTIDS NET ENTRY - VERIFY:
PENDING/COARSE/FINE
1. EGIs - ON 8. JTIDS FLIGHT DATA - VERIFY/SET AS
2. FDL mode knob - NORM/SIL (AS REQUIRED) REQUIRED
May take 15 seconds for full JTIDS display to 9. SIT FLIGHT MEMBERS DISPLAYED - VERIFY
appear.
3. JTIDS TERMINAL LOAD: INITIALIZE - FDL REKEY.
VERIFY
If CRYPTO FAIL message appears 10 to 15 1. FDL mode knob - HOLD
seconds after placing FDL mode knob in 2. Advance left engine as required to avoid avionics
NORM/SIL, refer to FDL Rekey. shutdown.
4. RMM display - SELECT LOAD (PB 16 thru PB 3. Shutdown right engine.
20) OR ADCP, SIT, TERM AS DESIRED 4. FDL terminal - REKEY
5. RMM display - READ CRMM If engine shutdown prior to selecting HOLD on
6. JTIDS TERMINAL LOAD: GO - VERIFY the FDL mode knob, must wait more than 2.5
If TERMINAL LOAD: FAIL, verify FDL mode minutes before rekey.
knob in NORM/SIL. 5. Restart right engine.
7. UFC HUD TITL display - VERIFY/ENTER 6. Refer to FDL Net Entry Procedures.

2-38
 CSTO SR1F-15SA-1-2

FDL POSITION ERRORS. 4. OFLY (PB 10) - SELECT

5. Desired update source (MN, INS1, INS2, or ALT) -
1. EGI status - VERIFY SELECT
2. EGI PP - VERIFY 6. When directly over the point to be updated,
3. FDL MASTR RESET - PERFORM (selected at PB 1), FREEZE - PRESS
7. To accept the update, ENTER - PRESS
FDL IPF FAIL. 8. To reject the update, exit the update submenu or
perform another update.
1. JTIDS, RESET IPF (PB 8) - PRESS
If unsuccessful, terminal is receive only. Altitude Update.

An altitude only update can be performed using two

UPDATE PROCEDURES. methods, overflying a steer to point with a known elevation
or overflying a known surface elevation (lake, ocean, or
MN, INS1, INS2 (PB 10) present position may be updated plain). If the surface (SURF) format is to be used, PB 1 is
by comparison with EGI data, visual position (OFLY toggled to select SURF and then the surface elevation is
updates), radar ground target position (RBM or HRM entered at PB 2. SYSB system altitude is displayed at PB 3
update), or targeting pod LOS data. Also a provision for for both formats. SYSG1, SYSG2, and SYSF cannot be
altitude only updates is included. updated; only SYSB altitude can be updated.

Following an update procedure, the distance from the MN,

NOTE
INS1, INS2 present position to the EGI, overfly, radar, or
targeting pod derived position is shown on the update To prevent large system altitude errors,
format. If the distances are less than or equal to 3,000 feet, accomplish system altitude updates at planned
they are shown in feet N/S and E/W. If greater than 3,000 weapons delivery altitude and airspeed.
feet, the distances are shown in NM to the nearest tenth. The
difference data can be either accepted or rejected. 4. ALT (PB 8) - SELECT

SYSB system altitude updates can be accomplished with the If steer-to format used -
EGI, overfly, altitude only, or targeting pod formats.
Altitude error data is always displayed in feet. System 5. When directly over the point to be updated
altitude is also updated if the MN, INS1, INS2 PP is (selected at PB 1), FREEZE - PRESS
updated with these formats. 6. To accept the update, ENTER - PRESS
7. To reject the update, exit the update submenu or
UFC UPDATES. perform another update.

1. UFC menu 2 display - SELECT If SURF format used -

2. UPDT menu - SELECT
3. Desired update mode - SELECT 5. Toggle PB 1 - SURF displayed
a. EGI (PB 7) 6. Enter surface elevation at PB 2 via UFC
b. OFLY (PB 10) scratchpad.
c. ALT (PB 8) 7. When over surface, FREEZE - PRESS
8. To accept the update, ENTER - PRESS
EGI Update. 9. To reject the update, exit the update submenu or
perform another update.
4. Desired Update Source (MN, INS1, INS2 or ALT)
(PB 10) - SELECT MPD/MPCD UPDATES.
5. EGI (PB 7) - SELECT
6. ALT ERROR (PB 4) - AS DESIRED TGT Pod Update.
7. To accept the update, ENTER (PB 7) - PRESS
8. To reject the update, exit the update submenu or 1. Take command of TPOD display on MPD/MPCD
perform another update. 2. PB 17 - VERIFY CORRECT SEQUENCE POINT
NUMBER DISPLAY
Overfly Freeze Update.

2-39
CSTO SR1F-15SA-1-2

3. Cursor UPDT function - SELECT 4. (P) Fire extinguisher switch - TEST

4. MN, INS1, INS2 or ALT update (PB 16) - 5. (BOTH) Warning and caution lights - TEST
SELECT
5. Command AGR or fire laser. JFS START.
6. Slew cursor over update point, position errors and
command track displayed 1. (P) BATTERY switch - ON
7. Accept by TDC (P) or FA trigger (W)
NOTE
Real Beam Map (RBM) Update.
The BATTERY switch automatically returns to
1. Take command of RBM display. OFF after two minutes unless electrical and
2. PB 17 - VERIFY CORRECT SEQUENCE POINT hydraulic power is available.
NUMBER.
3. Cursor UPDT function - SELECT 2. (P) BATTERY voltmeter - CHECK
4. MN, INS1, INS2 update (PB 16) - SELECT (20 VDC minimum)
5. Slew cursor over update point, position errors
displayed. NOTE
6. Accept by TDC (P) or FA trigger (W)
If the battery voltmeter indicates less than 20
High Resolution Map (HRM) Update. VDC, the battery must be charged or replaced
prior to takeoff, since the battery provides the
1. Take command of HRM display. last source of electrical redundancy for the
2. PB 17 - VERIFY CORRECT SEQUENCE POINT FCCs.
NUMBER
3. Cursor UPDT function - SELECT 3. (P) RSD - VERIFY INITIALIZING
4. MN, INS1, or INS2 update (PB 16) - SELECT 4. (P) ENG MASTER switches - CHECK ON
5. Slew cursor over update point, position errors 5. (P) (JFS) STARTER switch - CHECK ON
displayed. 6. (P) JFS handle - PULL AND RELEASE
6. Accept by TDC (P) or FA trigger (W)

EXTERNAL POWER START.

(Following cockpit interior check) Minimize JFS run time to reduce the possibility of
damage to the JFS/CGB and elevated JFS
If external power is to be used more than 2 minutes before compartment temperatures that can cause an
starting engines, ensure the GND PWR switch is set to A AMAD fire warning.
ON, ADCP/AIU and PACS switches are OFF, and all other
ground power switches are in AUTO. If cooling air is NOTE
available, GND PWR switch 1 may be set to B ON and
If the JFS does not start, starter switch must be
ADCP/AIU and PACS switches to AUTO. Avionics may
set OFF. Wait 30 seconds after cycling switch
then be used as desired.
before trying second start so JFS can
decelerate, and start sequence relay
1. (P) EXT PWR switch - RESET
deenergize. Failure to wait 30 seconds can
result in a JFS no start.
NOTE
If finger lifts are raised with electrical power 7. (P) STARTER READY light - ON (within 10
on the aircraft and ENG MASTER switches seconds)
ON, an engine can engage without command
as the JFS starts. ENGINE START.

2. (P) BRAKE HOLD switch - ON 1. (P) Right throttle finger lift - RAISE AND
3. (BOTH) MPDs/MPCDs/HUD - ON (if cooling air RELEASE
available)

2-40
 CSTO SR1F-15SA-1-2

2. (P) EMD RPM display - OBSERVE INDICATING may move to the full up position. Start other
3. (P) Right throttle - IDLE (23% RPM) engine as soon as possible to obtain sufficient
ECS airflow. If two engine operation is not
NOTE possible, single engine operation between 78%
to 87% RPM provides sufficient ECS airflow.
Above 32°C/90°F OAT, allow JFS to motor Optimum cooling occurs between 84% to 87%
the engine to maximum RPM before RPM.
advancing the throttle to IDLE. This assists in 13. Total FUEL QTY gauge - CHECK
lowering peak EGT during start. 14. (P) UTIL hydraulic gauge - CHECK
15. Nose gear pin - CONFIRM REMOVED
4. (P) Engine instruments - CHECK 16. (P) Slipway door - CHECK (if AR is planned)
5. (P) EXT PWR switch - OFF 17. (P) Other engine - START
6. JFS deceleration - CONFIRM 18. Engine instruments - CHECK
7. (W) RSD - VERIFY INITIALIZING 19. JFS - CONFIRM OFF
8. External power - DISCONNECT 20. (JFS) STARTER switch - ON
9. (BOTH) Warning and caution lights - TEST 21. (P) ECS - CHECK
10. (P) Fire extinguisher switch - TEST Ensure ECS caution off and airflow present.
Check AB BURN THRU warning lights on and 22. (P) BATTERY voltmeter - VERIFY 28 VDC
voice warnings activated (main generator must
be on line). The AMAD and ENGINE FIRE NOTE
lights also come on.
11. Radios - ON If the battery voltmeter fails to reach
12. EMER BST ON caution - OBSERVE ON approximately 28 VDC, a battery charger
The EMER BST ON caution comes on after first malfunction has occurred which requires
generator comes on line to indicate both maintenance action prior to flight.
emergency generator and emergency boost pump
are operating properly. Thirty seconds after the 23. Main landing gear pins - CONFIRM REMOVED
main generator comes on line, the BST SYS
MAL caution also comes on as the emergency
generator cuts off. This indicates that the
emergency fuel boost pump is now operating off
an abnormal power source. When the second
If access to door 10L or 10R is required by
main generator comes on line, both EMER BST
maintenance personnel, both engines must be shut
ON and BST SYS MAL cautions go off.
down to prevent possible inlet ramp activation
which can cause ramp/door collision with resulting
NOTE personnel injury.
If automatic avionics shutdown occurs due to
low ECS cooling airflow, only RADIO 2 is 24. Continue with normal procedures starting with
available. All major caution lights are BEFORE TAXI.
inoperative. In addition, the right engine ramp

2-41/(2-42 blank)
 CSTO SR1F-15SA-1-2

SECTION III

EMERGENCY PROCEDURES AND

ABNORMAL OPERATION
TABLE OF CONTENTS.
WARNINGS/CAUTIONS/ADVISORIES3-4 TAKEOFF.
Abort .......................................................................... 3-23
GROUND OPERATIONS. External Stores Jettison ............................................. 3-23
JFS Fails to Engage or Abnormal Engine Fire On Takeoff............................................. 3-23
Engagement/Disengagement......................................3-13 Engine Failure On Takeoff ........................................3-24
JFS Ready Light Does Not Come On ..........................3-13 ATDPS Failure During Takeoff ................................ 3-24
Abnormal Engine Start/Shutdown ...............................3-13 AB Burn Thru On Takeoff ........................................3-24
No Light ...................................................................3-13 Afterburner Failure .................................................... 3-25
Hung Start ................................................................3-13 Blown Tire During Takeoff ....................................... 3-25
Hot Start ...................................................................3-14 Landing Gear Fails to Retract.................................... 3-25
Auto-Acceleration Above Idle .................................3-14
Fire During Start or Ground INFLIGHT.
Operation (With FIRE Light On and/or HYDRAULICS
Fire Voice Warning)...............................................3-14 Hydraulic Failure.................................................... 3-27
Engine Control Malfunction/Nozzle Single/Dual Failure (Except UTL A)................... 3-27
Failure (Ground) ......................................................3-14 UTL A Failure...................................................... 3-27
AMAD Fire (Ground) ..................................................3-15 Hydraulic Flow Diagram........................................3-28
ATDPS Malfunction ....................................................3-15 Total Utility System Failure................................. 3-29
Post Shutdown Fire ......................................................3-15 ELECTRICAL
Emergency Generator Not On Line Generator Failure.................................................... 3-29
On Start....................................................................3-16 Double Generator Failure....................................... 3-30
ECS Malfunctions (Ground) ........................................3-16 Emergency Power Distribution .............................. 3-32
ECS Caution On FUEL
(Dual Engine Operation) (Ground) ..........................3-16 EMER BST On and/or
Automatic Avionics Shutdown BST SYS MAL Caution/Lights........................... 3-35
(Single Engine Operation) (Ground)........................3-17 Fuel Transfer System Malfunction......................... 3-35
L or R ECS TEMP Caution (Ground)......................3-17 XFER PUMP Caution.......................................... 3-35
LCS SHUTOFF Caution (Ground) ..........................3-18 Internal Tank(s) Fail to Transfer .......................... 3-36
Display Flow Low Caution (Ground) ..........................3-18 External Tank Fails to Transfer ........................... 3-36
EGI Problems...............................................................3-18 CFT Fails to Transfer ........................................... 3-37
EGI Not Acquiring Satellites ...................................3-18 Emergency CFT Transfer..................................... 3-37
Key-In Progress Displayed Emergency Fuel Transfer/Dump
After 20 Minutes ......................................................3-19 (External Tanks), Gear Down ............................ 3-37
Displays In BFD (Ground) ..........................................3-19 Fuel Boost Pumps Inoperative ............................... 3-38
Anti Skid Malfunction .................................................3-19 Boost Pump Failure (Single or Double,
Loss of Brakes .............................................................3-20 Any Two) ........................................................... 3-38
Loss of Directional Control .........................................3-20 Total Boost Pump Failure (Both
Hot Brakes ................................................................3-20A Main Pumps and Emergency
Cabin Pressurization Malfunction ...............................3-21 Boost Pump Inoperative) ................................... 3-38
Ground Egress..............................................................3-21 Fuel Leak (Inflight) ................................................ 3-38
Airplane Entry/Aircrew Extraction..............................3-21

Change 4 3-1
CSTO SR1F-15SA-1-2

Uncommanded Fuel Venting .................................3-39 FCS FAULT or FCS Caution ............................. 3-66
Uncommanded Fuel Venting Sensor Failures ...................................................... 3-67
(Wingtip Mast)...................................................3-41 GYRO Fault or Caution.................................... 3-67
Uncommanded Fuel Venting ACCEL Fault or Caution.................................. 3-68
(EFT and/or CFT) ..............................................3-42 ATT Faults........................................................ 3-68
ECS AOA Fault or Caution ...................................... 3-69
Display Flow Low Caution (Air) ...........................3-43 A/D Fault or AIR DATA Caution .................... 3-73
Extreme Cockpit Temperature ...............................3-44 Stick/Pedal Position Sensor Failures..................... 3-75
Oxygen Caution Light............................................3-44 PSTK Fault or PITCH STK Caution ................ 3-76
PBG Malfunction ...................................................3-44 RSTK Fault or ROLL STK Caution................. 3-76
Smoke, Fumes, Or Fire In Cockpit ........................3-45 PEDAL Fault or RUD
Loss of Cabin Pressure...........................................3-46 PEDAL Caution.............................................. 3-76
Oxygen Malfunction/Hypoxia Actuator Failures ................................................... 3-77
Symptoms .........................................................3-46A L/R Aileron Fault or AIL
Bleed Air Caution ..................................................3-47 OFF Caution ................................................... 3-77
ECS Caution (Air)..................................................3-48 L/R STAB Fault or STAB
L or R ECS TEMP Caution (Air)...........................3-49 OFF Caution ................................................... 3-77
LCS SHUTOFF Caution (Air) ...............................3-50 L/R Rudder Fault or RUD
ENGINES OFF Caution ................................................... 3-79
Engine Fire Inflight ................................................3-51 Limiter Failures ..................................................... 3-79
AB Burn Thru Inflight ...........................................3-52 G LMTR OFF Caution ..................................... 3-79
AMAD Fire Inflight ...............................................3-52 ROLL LMTR OFF Caution.............................. 3-79
AMAD Failure .......................................................3-52 LMTR ORIDE Caution .................................... 3-80
Single Engine Stall/Stagnation/ Miscellaneous Failures .......................................... 3-80
Overtemp/Flameout................................................3-52 CCDL Faults..................................................... 3-80
Double Engine Stall/Stagnation/ Miscellaneous (MISC) Faults........................... 3-80
Overtemp/Flameout .........................................3-53 GAIN ORIDE Caution ..................................... 3-82
Single Engine Operation ........................................3-54 ACE DEFAULT Caution ................................. 3-83
Restart ....................................................................3-54 RIG Caution...................................................... 3-83
JFS Assisted Restart...............................................3-55 Total FCC Channel Failures ............................. 3-84
Inflight JFS Starting Envelope ...............................3-58 FCS MUX Failures........................................... 3-90
Air Inlet System Malfunctions ...............................3-59 BATT SW Caution ........................................... 3-90
Inlet Caution ........................................................3-59 BATT DISCH Caution ..................................... 3-90
Bypass Caution ....................................................3-59 FCS HOT Caution ............................................ 3-90
Engine Control Malfunction Inflight .....................3-59 OTHER
Nozzle Failure ........................................................3-61 Canopy Unlocked Inflight/Loss
Throttle Malfunction ..............................................3-61 of Canopy/Canopy Jettison ................................. 3-91
No Throttle Response ..........................................3-61 Canopy Unlocked ............................................. 3-91
ATDP System Caution ...........................................3-62 Canopy Lost...................................................... 3-91
Oil System Malfunctions........................................3-62 Canopy Jettison................................................. 3-91
Oil Pressure Malfunction.....................................3-62 Boarding Steps Extended ...................................... 3-92
Oil Quantity Malfunction ....................................3-63 Ejection.................................................................. 3-92
Oil Temperature Malfunction..............................3-63 Immediate Ejection........................................... 3-92
FLIGHT CONTROLS Controlled Ejection........................................... 3-92
Departure Control...................................................3-63 Descent and Manual Survival
Out of Control Recovery .....................................3-63 Equipment Deployment ................................... 3-94
Flight Control System Malfunctions ......................3-65 Manual Man-Seat Separation............................... 3-94

3-2 Change 4
 CSTO SR1F-15SA-1-2

AVIONICS Radar Idle Advisory ...............................................3-100

Display Anomalies ....................................................3-94 Idle/No Data .........................................................3-100
ADCP Failure/BFD Procedures.................................3-94 Idle........................................................................3-100
ADCP Failure ..........................................................3-94 Idle/Idle1 With Autoread in Progress ..................3-100
ADCP II Failure ......................................................3-96
ADCP II - BFD.....................................................3-96A LANDING.
Engine Light - BFD.............................................. 3-96B Controllability Check.............................................3-101
Hydraulic Failure - BFD....................................... 3-96C Single-Engine Operation........................................3-101
Fuel Transfer System Flap Malfunctions ..................................................3-101
Malfunction - BFD ............................................ 3-96C Speed Brake Failure ...............................................3-101
ECS Malfunction - BFD....................................... 3-96C Blown Tires............................................................3-101
Anti Skid Malfunction - BFD............................... 3-96C Landing With Known Blown Nose Tire ..............3-102
Attitude Malfunction - BFD ................................. 3-96C Landing With Known Blown Main Tire..............3-102
Spin Recovery Display Warning - BFD............... 3-96C Blown Main Tire During
FLT Contr Caution - BFD ....................................3-96D Landing Rollout ................................................3-102
Avionics Interface Unit Failure .................................3-97 Landing Gear Unsafe .............................................3-102
Attitude Failure..........................................................3-98 Landing Gear Emergency Extension .....................3-103
EGI Failure ..............................................................3-98 Landing With Abnormal Gear
Mux Bus Reset...........................................................3-98 Configuration.......................................................3-104
FDL/TACAN Antenna Failure..................................3-99 Landing Gear Emergency-Landing........................3-106
TGT Pod/NAV Pod Hot Caution...............................3-99 Approach End Arrestment......................................3-108
IRST Hot....................................................................3-99 Departure End Arrestment .....................................3-108
IRST Knocking..........................................................3-99 Arrestment Gear Data ............................................3-109
Radar Overheat Advisory ........................................3-100

Change 4 3-2A/(3-2B blank)

 CSTO SR1F-15SA-1-2

This section covers the operation of the aircraft during emer- action, using sound judgment, common sense and a full
gency/abnormal conditions. It includes a discussion of prob- understanding of the applicable system(s). When practical,
lem indications and corrective actions as well as procedural advise other concerned agencies (i.e., flight lead, tower,
steps when applicable. etc.) of the problem and intended course of action.

The terms Land as soon as possible and Land as soon as The following rules are basic to all emergency/abnormal
practical are used in this section. These terms are defined as conditions.
follows:
1. MAINTAIN AIRCRAFT CONTROL.
Land as soon as possible - A landing must be accomplished 2. ANALYZE THE SITUATION AND TAKE THE
at the nearest suitable airfield considering the severity of the PROPER ACTION.
emergency, weather conditions, field facilities, ambient 3. LAND AS THE SITUATION DICTATES.
lighting, aircraft gross weight, and command guidance.
During any inflight emergency, when structural damage or
Land as soon as practical - Emergency conditions are less any other failure is known or suspected that may adversely
urgent, as although the mission is to be terminated, the affect aircraft handling characteristics, perform a Control-
degree of the emergency is such that an immediate landing lability Check.
at the nearest adequate airfield may not be necessary.
Retain the canopy during all emergencies that results in
Adherence to these guidelines ensures maximum safety for crash or fire such as crash landing, aborted takeoff, or
the aircrew and/or aircraft. The situations covered are repre- arresting gear engagement. The protection the canopy
sentative of the most probable malfunctions. However, mul- affords you during such emergencies far outweighs the iso-
tiple emergencies, weather or other factors, may require lated risk of entrapment due to canopy malfunction or
modification of the recommended procedures. Accomplish overturn. During ground egress, consider normal canopy
only those steps required to correct or manage the problem. opening procedures first to preclude the possibility of a
When dealing with emergency/abnormal conditions, it is static seat ejection.
essential that you determine the most correct course of

3-3
CSTO SR1F-15SA-1-2

WARNINGS/CAUTIONS/ADVISORIES
DISPLAY CAUSE CORRECTIVE ACTION/REMARKS

RED WARNING LIGHTS

AI Air intercept threat Information

L BURN THRU
Fire in AB section Refer to emergency procedure*
R BURN THRU

CAN UNLKD (FCP) GROUND: Re-lock canopy or connect lan-

Canopy unlocked or canopy actuated initi-
CANOPY yard
ator lanyard disconnected
UNLOCKED (RCP) AIR: Refer to emergency procedure*

FIRE Excessive temperature in indicated area Refer to emergency procedures*

Aircraft below 10,000 feet MSL, 200 KCAS

and greater than 250 fpm descent (gear
Landing not down), landing gear/doors do not
Climb or
Gear match gear handle position, AIR DATA or
Refer to emergency procedures*
Handle AOA caution (landing gear handle up), or
either landing gear handle failure or LG
circuit breaker tripped (gear not down)

Aircraft has descended below LAW alti-

tude set in UFC, or descended below 75%
Climb to proper altitude and check system
LOW ALT of set clearance value, or FCS determines
for problems
current trend results in less than 75% of
ground clearance

Obstacle in flight path requiring more than

OBST Climb or turn
2g to clear

SAM Missile threat Information

Recover aircraft to safe altitude, determine

TF FAIL Terrain following system failed
cause of failure

Aircraft below 10,000 feet MSL, 200 KCAS

and greater than 250 fpm descent (gear
not down), landing gear/doors do not
Climb or
UNSAFE match gear handle position, AIR DATA or
Refer to emergency procedures*
AOA caution (landing gear handle up), or
either landing gear handle failure or LG
circuit breaker tripped (gear not down)

YELLOW CAUTION LIGHTS (MISCELLANEOUS)

EMIS LMT EMIS LMT switch ON Information

3-4
 CSTO SR1F-15SA-1-2

WARNINGS/CAUTIONS/ADVISORIES (Continued)
DISPLAY CAUSE CORRECTIVE ACTION/REMARKS

YELLOW CAUTION LIGHTS (MISCELLANEOUS) (cont)

Flaps in transit or circuit breaker

FLAPS Information
popped

LASER ARMED TGP laser armed Information

Steady: Radar locked on

LOCK/SHOOT Information
Flashing: Shoot cue

MASTER
One or more cautions displayed Check caution lights and MPD/MPCD
CAUTION

YELLOW CAUTION LIGHTS (CAUTION LIGHT PANEL)

AV BIT Avionics BIT failure Check BIT display on MPD/MPCD*

BST SYS MAL Emergency boost pump logic malfunction Refer to emergency procedure*

Flashing: Dispensing chaff

CHAFF Information
Steady: Chaff dispenser empty

DSPL FLO LO Inadequate cooling air flow to cockpit dis-

Refer to emergency procedures*
(ADCP) plays

Emergency boost pump supplying pres- Check BST SYS MAL caution out/off.
EMER BST ON
sure Refer to emergency procedure*

ENGINE Engine systems failure Check MPD/MPCD cautions

FCC power supply, Pentium or AHRS over-
FCS HOT Refer to emergency procedure*
temp

Flashing: Dispensing flares

FLARE Information
Steady: Flare dispenser empty

FLT CONTR Flight control system failure Check MPD/MPCD cautions

Left feed tank below 540 pounds and/or

FUEL LOW Use minimum power - Check all tanks
right feed tank below 960 pounds

L GEN
Left/right generator failure Refer to emergency procedures*
R GEN

Change 4 3-5
CSTO SR1F-15SA-1-2

WARNINGS/CAUTIONS/ADVISORIES (Continued)
DISPLAY CAUSE CORRECTIVE ACTION/REMARKS

YELLOW CAUTION LIGHTS (CAUTION LIGHT PANEL) (cont)

HYD Hydraulic systems failure Check MPD/MPCD cautions

Bingo level is reached for any category of

MINIMUM Information
expendables.

MSOGS failure Refer to Oxygen Caution Light emergency

OXYGEN
procedure*

FLY UP ENABLE switch OFF, malfunction

UNARMED/NO ATF Information
precludes auto fly up or ATF not available

HUD WARNINGS (TF) (Listed in priority)

Recover aircraft to safe altitude and deter-

FLY UP Fly up initiated
mine cause of fly up

UNARMED Malfunctions preclude auto fly up Determine cause of fly up fault

Recover aircraft to safe altitude, determine

NO ATF ATF not available
cause of failure
Recover aircraft to safe altitude, determine
TF FAIL Terrain following system failed
cause of failure

Obstacle requiring more than 2.0g pullup

OBSTACLE Climb or turn away from obstacle
is in aircraft flight path
Climb to zero g command, recover at safe
G-LIMIT Fly up command greater than 2.1g
altitude, determine cause of failure

Below 75% of selected terrain clearance Climb and recover aircraft to safe altitude,
TF LOW or predicted to descend below 75% of determine cause of descending below set
selected clearance clearance

HUD CAUTIONS (TF)

Airspeed too slow to accomplish fly up

AIRSPEED maneuver or exceeding TF radar limit Adjust speed accordingly
(<370 KCAS/400 GS or >Mach 0.97)

DIVE Dive angle 15° Reduce dive angle to <15°

Forward TDC may be used to slew NAV

N-F BRST NAV FLIR in boresight mode
FLIR video

3-6 Change 2
 CSTO SR1F-15SA-1-2

WARNINGS/CAUTIONS/ADVISORIES (Continued)
DISPLAY CAUSE CORRECTIVE ACTION/REMARKS

HUD CAUTIONS (TF) (cont)

N-F LOS NAV FLIR LOS out of tolerance Use NAV FLIR only with extreme caution

Information. Continue following TF com-

NO TERRAIN TF radar cannot determine terrain altitude
mands

ROLL Roll angle exceeds TF limits Decrease roll angle within TF limits

TURN ACCEL TF mode turn acceleration limit exceeded Reduce turn acceleration

TURN RATE TF mode turn rate exceeded Reduce turn rate

MPD/MPCD CAUTIONS

9X HOT AIM-9X in firing order overtemp Select IDLE 9X for overtemp AIM-9X

FCC AHRS accelerometers degraded/

ACCEL Refer to emergency procedure*
failed
FCC is using default aircraft mass proper-
ACE DEFAULT Refer to emergency procedure*
ties
Right or left aileron has failed in both chan-
AIL OFF Refer to emergency procedure*
nels

AIR DATA Flight control air data failed/invalid Refer to emergency procedure*

AIU and some caution lights are no longer Information, cautions are not being dis-
AIU CAUT
functional played

ANTI SKID Anti skid inoperative or OFF/PULSER Refer to emergency procedure*

AOA AOA information failed or invalid Refer to emergency procedure*

INFLIGHT: Information only

ATDP ATDPS inoperative or air data unreliable
GROUND: Refer to emergency procedure*

Check standby attitude indicator, select

ATTITUDE Unreliable attitude source
operable mode, consider EGI alignment

Auto pilot malfunction and/or abnormal

AUTO PLT Information
mode disengagement

BATT DISCH Battery is discharging Refer to emergency procedure*

3-7
CSTO SR1F-15SA-1-2

WARNINGS/CAUTIONS/ADVISORIES (Continued)
DISPLAY CAUSE CORRECTIVE ACTION/REMARKS

MPD/MPCD CAUTIONS (CONT)

BATT SW Battery switch in the OFF position Refer to emergency procedure*

BINGO FUEL Fuel at preset amount Information

L BLEED AIR
Left/right bleed air leak Refer to emergency procedure*
R BLEED AIR

Throttle(s) above IDLE and holding brake

BRAKE HOLD Ensure BRAKE HOLD switch is OFF
is still powered

BST SYS MAL Emergency boost pump logic malfunction Refer to emergency procedures*

L BST PUMP
Left/right boost pump failure Refer to emergency procedure*
R BST PUMP

L BYPASS The air flow to the respective engine may

not be controlled correctly by the bypass
Refer to emergency procedure*
R BYPASS door or inlet airflow anomalies are
detected.
CMWS unit is approaching an overtemp
CMWS HOT Turn unit off
condition

DSPL FLO LO Inadequate cooling air flow to cockpit dis-

Refer to emergency procedures*
(ADCP II) plays
Environmental control system flow low or
ECS Refer to emergency procedures*
high temperature

L ECS TEMP ECS bleed air overtemperature detected

and affected bleed air source automati- Refer to emergency procedure*
R ECS TEMP cally shutoff

L ENG CONTR L/R engine transfer to secondary or hybrid

or off mode, DEC Mach number failure, Refer to emergency procedure*
R ENG CONTR AB inhibited, or supersonic AB blowout
Emergency boost pump supplying pres- Check BST SYS MAL caution off/out.
EMER BST ON
sure Refer to emergency procedure*

An FCS malfunction exists that does not

FCS Information
have a dedicated caution

3-8
 CSTO SR1F-15SA-1-2

WARNINGS/CAUTIONS/ADVISORIES (Continued)
DISPLAY CAUSE CORRECTIVE ACTION/REMARKS

FCS FAULT A new potentially resettable FCS malfunc- Refer to emergency procedure*
tion is detected

MPD/MPCD CAUTIONS (CONT)

Check fire detection system to determine

FIRE SENSOR Failed fire/temperature sensor
loop status

Throttles - ADVANCE AS FEASIBLE TO

Engine fuel temperature above NON AB POWER SETTING
FUEL HOT
approximately 210º F Ground: If light does not go out within 5
minutes - ABORT

G limiter is not working, positive and nega-

G LMTR OFF Refer to emergency procedure*
tive limits set to default values
FCS gain override mode engaged, GAIN
GAIN ORIDE Information
switch in ORIDE

GYRO FCS AHRS gyro degraded or failed Refer to emergency procedure*

HOOK Hook unlocked Slow aircraft and cycle hook

Check mode 4 not in OUT.

IFF MODE 4 Mode 4 OUT/zeroized or not responding
Check proper A or B code.

INLET ICE Ice buildup in left engine inlet ANTI-ICE ENG HEAT switch - ON

IRST HOT IRST overheat Refer to emergency procedure*

L INLET
L/R engine inlet control failure Refer to emergency procedure*
R INLET
JFS start/emergency gear/brakes/steering
JFS LOW JFS accumulator pressure low
may be inoperative

LCS low system pressure detected and

LCS SHUTOFF Refer to emergency procedure*
pump automatically shut down

LMTR ORIDE FCC load limiter overridden Information

NAV POD HOT Navigation pod overtemperature Refer to emergency procedure*

L OIL PRESS Check oil pressure, refer to emergency

L/R oil pressure <11 PSI
R OIL PRESS procedure*

L OIL QTY
L/R oil quantity <1.1 gallon Refer to emergency procedure*
R OIL QTY

3-9
CSTO SR1F-15SA-1-2

WARNINGS/CAUTIONS/ADVISORIES (Continued)
DISPLAY CAUSE CORRECTIVE ACTION/REMARKS

MPD/MPCD CAUTIONS (CONT)

L OIL TEMP
L/R oil temperature 300°F Refer to emergency procedure*
R OIL TEMP

PC1 A
Designated RLS valve has actuated to
PC1 B shut off subsystem Refer to Hydraulic Flow Diagram for sys-
PC2 A Simultaneous PC1 A and B or PC2 A and tems affected*
B indicates PC pump failure
PC2 B

More than two pitch stick position sensor

PITCH STK Refer to emergency procedure*
channels failed

L PUMP
Left/right utility pump pressure low Information
R PUMP

RDRHOT Radar overheat Refer to emergency procedure*

RIG Flight controls out of rig Refer to emergency procedure*

Roll rate limiters failed. Maximum roll rate

ROLL LMTR OFF Refer to emergency procedure*
set to default value.
More than two roll stick position sensor
ROLL STK Refer to emergency procedure*
channels failed

RUD OFF Right or left rudder failed in both channels Refer to emergency procedure*

More than two rudder pedal position sen-

RUD PEDAL Refer to emergency procedure*
sor channels failed
Follow SRD display directions for spin
SPIN RECOVERY Spin condition detected recovery procedure. Refer to emergency
procedure.

RECOVER Spin ceased Information

Right or left stabilator failed in 3 or 4 chan-

STAB OFF Refer to emergency procedure*
nels

TGT POD HOT Target pod overtemperature Refer to emergency procedure*

3-10
 CSTO SR1F-15SA-1-2

WARNINGS/CAUTIONS/ADVISORIES (Continued)
DISPLAY CAUSE CORRECTIVE ACTION/REMARKS

MPD/MPCD CAUTIONS (CONT)

TOT TEMP HI Critical inlet temperature (3 minute limit) Reduce airspeed

UNK ENG TYPE Invalid/unverified engine type Unsafe condition for flight

UTL A Designated RLS valve has actuated to shut Refer to hydraulic flow diagram for systems
UTL B off system affected.*

WNDSHLD HOT Anti-ice air hot ANTI-ICE WINDSHIELD switch - OFF

XFER PUMP Wing or CFT fuel transfer pump inoperative Monitor wing and CFT fuel transfer*

MPD/MPCD ADVISORIES

DEWS HOT is displayed on EW format in

DEWS HOT Information
amber when the system becomes hot.

DEWS HOT changes to red and displays The system automatically shuts down
DEWS OVERTEMP DEWS OVERTEMP when critical tempera- when the critical temperature is reached for
ture is reached. a minimum of 5 seconds.

GREEN ADVISORY LIGHTS

A/P Autopilot is engaged Information

FLAP Flaps are down Information

LEFT Left main gear down and locked Information

MASTER ARM MASTER (arm) switch in ARM Information

NOSE Nose gear down and locked Information

OXY BIT MSOGS PBIT successful Information/RESET OXY BIT LIGHT

Countermeasure dispenser in semi-auto

PROGRAM mode and stored dispense program await- Information
ing action

RIGHT Right main gear down and locked Information

READY
JFS ready for engine engagement Information
(JFS)

READY
Air refueling system ready Information
(AR)

3-11
CSTO SR1F-15SA-1-2

WARNINGS/CAUTIONS/ADVISORIES (Continued)
DISPLAY CAUSE CORRECTIVE ACTION/REMARKS

T/O TRIM Trim in takeoff position Information

WHITE ADVISORY LIGHTS

A/A Air-to-air master mode selected Information

A/G Air-to-ground master mode selected Information

INST Instrument master mode selected Information

NAV Navigation master mode selected Information

REPLY IFF responding to interrogation Information

VOICE WARNINGS

OVERTEMP Blade temperature exceeded 1,845°F Refer to emergency procedure*

OVER-G Exceeded aircraft limits Check OWS format, follow local guidance

Yaw rate exceeded departure warning

YAW RATE Information
system thresholds

NOTES
* Additional information available in this section

3-12
 CSTO SR1F-15SA-1-2

GROUND OPERATIONS

JFS FAILS TO ENGAGE OR JFS READY LIGHT DOES NOT

ABNORMAL COME ON.
ENGAGEMENT/DISENGAGEMENT.
If the JFS READY light does not come on within 10
Failure to engage is indicated by no decrease in JFS whine seconds, the JFS sounds normal, and the AMAD fire light
after the fingerlift is raised. This may be caused by the tests normally, the JFS READY light is inoperative and the
throttle not being full off, dirty switch contacts, ENG start may be continued. The JFS READY light is required
MASTER switch not on, an electrical malfunction, or low to monitor inflight JFS air start. If the above cues are not
CGB servicing. Once the JFS has engaged (JFS whine present or the JFS did not start on the first accumulator,
decreased), any abnormal sound or other indication requires cycle the JFS switch and have the ground crew check the
immediate JFS shutdown. These can include no JFS whine JFS system. If no abnormality is found and 30 seconds
increase, no engine rotation, RPM hang up, or JFS have elapsed, another JFS start may be attempted.
disengagement. If the JFS fails to decelerate after either
engine start, shut down the JFS and both engines. If the JFS ABNORMAL ENGINE
shuts down following the first engine start, a malfunction START/SHUTDOWN.
within the JFS GCU exists. Do not attempt further starts on
either engine. NO LIGHT
If JFS fails to engage - If no indication of light off 10 seconds after throt-
tle advanced to IDLE -
1. Throttle - ENSURE FULL OFF
2. ENG MASTER switch - CYCLE 1. Throttle - OFF
3. Fingerlift - RAISE AND RELEASE
If another start attempt desired -
If still no engagement - 2. Engine - WINDMILL FOR 20 SECONDS
3. Throttle - IDLE
4. ENG MASTER switch - OFF
5. (JFS) STARTER switch - OFF If another start attempt not desired -
6. Do not attempt another start. 2. ENG MASTER switch - OFF
3. (JFS) STARTER switch - OFF
If engagement/disengagement is abnormal or JFS 4. Complete Engine Shutdown procedure.
shuts down after first engine start -
HUNG START.
1. Throttle - OFF
If both RPM and EGT appear to stop increasing
2. ENG MASTER switch - OFF during the start sequence -
3. (JFS) STARTER switch - OFF 1. Throttle - OFF
4. Do not attempt another start. 2. ENG MASTER switch - OFF
3. (JFS) STARTER switch - OFF
4. Complete Engine Shutdown procedure.

3-13
CSTO SR1F-15SA-1-2

HOT START. 1. ENGINE FIRE warning light - PUSH

2. Throttle(s) - OFF
If one of the following conditions occur during engine start, 3. Fire extinguisher - DISCHARGE
the starting EGT limit of 935°C may be exceeded: 4. ENG MASTER switches - OFF
5. (JFS) STARTER switch - OFF
• RPM acceleration simultaneous with or after initial
EGT movement
ENGINE CONTROL MALFUNCTION/
• EGT rises rapidly through 750°C
NOZZLE FAILURE (GROUND).
• RPM stops increasing then decreases while EGT is
stable or increasing. The DEC may detect conditions during or following engine
start that set the ENG CONTR caution on the MPD.
If starting EGT is exceeded, motoring the engine after
Illumination of this caution on the ground indicates either
throttle off assists cooling. Visible engine flames may occur
an AB failure or a transfer to hybrid or SEC mode. AB
during some hung/hot starts. The engine must be motored
failure generates an ENG CONTR caution, but does not
with the JFS to extinguish the flames.
result in control mode transfer. If the condition is due to a
major engine control system malfunction, the DEC transfers
1. Throttle - OFF
to either HYBD or SEC mode depending on the failure.
Following an AB failure or transfer to SEC mode, the ENG
If EGT below 935°C starting limit -
CONTR switch may be cycled ON-OFF-ON in an attempt
2. Engine - MOTOR to regain normal operation. If normal operation returns, the
(until EGT below 200°C, if practical) The JFS may mission may be continued. Do not cycle the ENG CONTR
be engaged (if necessary) when engine RPM is below switch following a transfer to HYBD. If the control system
30%. has transferred to HYBD, or if ENG CONTR caution
3. Air source knob - SELECT ENGINE TO BE remains on or returns after reset attempt, maintenance is
STARTED required. Mach faults are inhibited with the landing gear
4. Throttle - IDLE (at maximum motoring speed) handle down. If a Mach fault condition exists, raising the
5. Air source knob - BOTH (idle RPM) landing gear handle results in an ENG CONTR caution.

If EGT exceeds 935°C - If ENG CONTR caution comes on -

2. Engine - MOTOR 1. Throttle - IDLE
(until EGT below 200°C, if practical) The JFS may 2. MENU (PB 11) - PRESS
be engaged (if necessary) when engine RPM is below 3. ENG (PB 18) format - SELECT
30%.
3. ENG MASTER switch - OFF If MODE status is HYBD -
4. (JFS) STARTER switch - OFF
5. Complete Engine Shutdown procedure. 4. Abort mission.

AUTO-ACCELERATION ABOVE IDLE. If ENG format mode is PRIM, HVSV, SEC or OFF -
If auto-acceleration occurs - 4. ENG CONTR switch - CYCLE ON-OFF-ON
1. Throttle - OFF
If ENG CONTR caution does not reset, comes on
2. ENGINE FIRE warning light - PUSH
again, or engine operation is not satisfactory -
3. ENG MASTER switch - OFF
4. (JFS) STARTER switch - OFF 5. Abort mission.
5. Abort mission.

FIRE DURING START OR GROUND OPERATION

(WITH FIRE LIGHT ON AND/OR FIRE VOICE
WARNING).

3-14
 CSTO SR1F-15SA-1-2

AMAD FIRE (GROUND).

AMAD fire may be recognized by illumination of the
AMAD fire light, voice warning WARNING, AMAD FIRE, With ATDPS failed to the enabled state, the en-
or by ground crew notification. Extinguisher actuation gines are interconnected at all times. This results
discharges the fire extinguisher into the AMAD in both engines reverting to secondary mode if
compartment and automatically shuts down the JFS. The either engine experiences an ENG CONTR cau-
JFS READY light going out is confirmation of JFS tion. Neither engine can be reset to primary mode.
shutdown. If this action does not suffice, ground fire
extinguishers may be required. If an ATDPS malfunction exists -

1. ADCP RESET button - PRESS

If ATDPS malfunction or ATDP caution persists -

The switch must be held in the DISCHARGE posi- 2. ADCP/AIU 1 switch - CYCLE
tion until the JFS READY light goes out to ensure
the JFS fuel shutoff valve remains closed until JFS If malfunction clears -
shut down. This can take up to 3 seconds. 3. ATDPS test - PERFORM

If fire light is on - If ATDPS malfunction or ATDP caution persists -

4. Abort mission.
1. AMAD light - PUSH
2. Fire extinguisher - DISCHARGE AND HOLD
(until JFS READY light confirmed out; 3 seconds
POST SHUTDOWN FIRE.
maximum)
The possibility of a post shutdown auto-ignition exists.
3. Throttles - OFF Ignition may be indicated by a mild bang and may be
4. ENG MASTER switches - OFF followed by smoke, fumes or even a small fire in the
5. (JFS) STARTER switch - OFF combustion turbine area. This does not cause damage to
the engine or aircraft. Following shutdown, avoid engine
exhaust and inlet areas for 5 minutes as a safety
ATDPS MALFUNCTION. precaution.

Any of the following conditions during the ATDP pre-taxi

check indicates a potential ATDPS malfunction:

a. Both engines do not revert to SEC mode when either

L/R ENG CONTR switch is set to OFF. Shutdowns with less than 5 minutes stabilization
time at idle power prior to shutdown increase the
b. Both engines do not remain in SEC mode when the L/
likelihood of post shutdown auto-ignition and
R ENG CONTR switch is set back to ON.
must be avoided when possible.
c. Both engines do not revert to primary mode when
ATDP TEST is unboxed. If post shutdown fire occurs -

An ATDP caution at any time during ground operations 1. Motor with JFS for approximately 1 minute.
indicates that an ATDPS malfunction exists.

3-15
CSTO SR1F-15SA-1-2

EMERGENCY GENERATOR NOT ECS MALFUNCTIONS (GROUND).

ON LINE ON START. ECS CAUTION ON (DUAL ENGINE OPERATION).
On internal power starts, the emergency generator comes An ECS caution during sustained dual engine ground
on line within 30 seconds after raising the fingerlift for first operation is generally an abnormal condition. During high
engine start. This is indicated by an increasing RPM density altitude operations however, the ECS caution may
indication on the engine monitor display. The emergency occur during initial engine start and remain on following
generator does not power the emergency boost pump during the start of the second engine. With both engines operating,
first engine start; therefore, the EMER BST ON caution advancing one engine approximately 4% RPM or both
does not come on until the first main generator comes on engines approximately 2% RPM may be required to keep
line. The emergency generator remains on line for 30 the ECS caution extinguished. Refer to Section VII,
seconds after the first main generator is on line. There is a Adverse Weather Operation: Hot Weather/Desert
remote possibility of the emergency generator dropping off Operation.
line prematurely. If this occurs before a main generator
comes on line, the RPM and EGT indications go blank.
Regard a BST SYS MAL caution less than 30 seconds after
the first main generator comes on line as an indication that
the emergency generator has dropped off line prematurely.
When operating above idle on either or both en-
If a main generator fails after the initial 30 second time out, gines, caution must be used to avoid injury or
the respective main generator light, EMER BST ON, and damage due to jet blast.
BST SYS MAL lights illuminate because the emergency
generator is still in its shut down mode from initial engine NOTE
start. The emergency generator does not operate until
If either engine is operated in SEC for sustained
weight off wheels. After takeoff (weight off wheels), the
periods, that throttle may need to be advanced
emergency generator automatically comes on if the main
slightly to improve ECS performance.
generator is still off line. If the BST SYS MAL light
remains on after takeoff, the emergency generator has also On the ground, the ECS caution occurs if a no airflow
failed. condition is detected, the ACMU temperature exceeds
167ºF during the first 2-1/2 minutes after any ADCP
If emergency generator not on line 30 seconds
power-up or reset, or exceeds 155ºF for 30 seconds
after raising fingerlift -
subsequent to the 2-1/2 minute period. If the ADCP is
1. EMERG GEN switch - CYCLE THRU ISOLATE turned off or not functioning, the ECS caution occurs
immediately if the temperature exceeds 167ºF. Verify the
If emergency generator still does not come on line TEMP switch is in the AUTO position and the air source
- knob is in BOTH. Placing the FLOW switch to MIN may
also be used to increase ECS airflow to the avionics. If the
2. ENG MASTER switches - OFF
ACMU temperature displayed on the MPD/MPCD ENG
3. (JFS) STARTER - OFF
format is not decreasing, the throttle of either engine may
4. Abort.
need to be advanced slightly above idle to get the ACMU
If emergency generator prematurely drops off line temperature to start decreasing. The throttle may need to
- remain advanced for several minutes until the ECS system
stabilizes. The FLOW switch may be placed as desired
1. Throttle(s) - OFF once the ECS caution has cleared.
2. ENG MASTER switch(es) - OFF
3. (JFS) STARTER - OFF If the ACMU temperature is not decreasing, the ECS is not
Have maintenance investigate malfunction. operating properly and avionics may suffer heat damage
with continued operation. Shutting down either engine
provides automatic avionics shutdown to protect avionics
equipment from overheat. In the

3-16
 CSTO SR1F-15SA-1-2

event the automatic avionics shutdown does not occur, turn h. PACS
off all avionics except RADIO 2 to protect this equipment. i. CMWS
1. TEMP switch - AUTO j. TACAN
2. Air source knob – BOTH k. RADIO 1
3. FLOW switch - MIN l. DEWS
4. Throttle(s) – ADVANCE SLIGHTLY
m. MPD/MPCD.
If ACMU temperature is not decreasing or ECS cau-
tion remains on after 1 minute - Advancing the throttle increases ECS cooling and provides
adequate airflow to avionics. With only a single engine or
5. Nonessential avionics - OFF bleed source operating, the engine RPM must be
6. Isolate bleed air source by rotating air source knob (L, maintained between 78% to 87%with the optimum cooling
R, BOTH) while ground crew checks primary heat capacity occurring between 84% to 87%RPM. Normal
exchanger exhaust ports. avionics operation resumes within 2 minutes. If the throttle
7. Throttle of operating source - ADVANCE TO 82% is advanced above approximately 87%RPM, ECS cooling
RPM capability is reduced. Turning but not pulling the EMERG
8. Throttle of non operating source – ADVANCE TO VENT handle diverts all ECS cooling air to the avionics
83% RPM but results in no cockpit ECS flow or pressurization. If
9. Air source knob - CYCLE (L, R, BOTH) normal operation does not resume, it may be necessary to
start the second engine. Return the EMERG VENT handle
If the ECS caution remains on after 10 minutes - to the vertical position to enable normal ECS flow and
10. Either throttle – OFF cockpit pressurization.

Automatic avionics shutdown occurs at this time - 1. Single engine RPM - INCREASE (84% to 87% opti-
mum)
11. Abort mission.

If automatic avionics shutdown does not occur -

11. Avionics (except RADIO 2) - OFF

12. Remaining engine – SHUTDOWN (as soon as practi- When operating above idle, caution must be used
cal) to avoid injury or damage due to jet blast.
AUTOMATIC AVIONICS SHUTDOWN (SINGLE 2. EMERG VENT handle - TURN (if desired)
ENGINE OPERATION) (GROUND).

During single engine operation, inadequate avionics cooling

airflow is possible. When inadequate cooling is detected,
automatic avionics shutdown occurs, and is indicated by
MPD/MPCD blanking. The MASTER CAUTION light and If the EMERG VENT handle is not returned to
major category lights are inoperative during automatic the vertical position, the cockpit remains unpres-
avionics shutdown. surized.
Automatic avionics shutdown disables the following
If avionics remain shutdown after 2 minutes -
avionics:
3. Start second engine.
a. HUD
b. VRAMS L OR R ECS TEMP CAUTION (GROUND).
c. RADAR The L ECS TEMP and/or R ECS TEMP caution indicates
d. FDL that the ECS air temperature downstream of the respective
primary heat exchanger has exceeded operating limits. The
e. AIU 1
bleed air overtemperature protection system automatically
f. ILS closes
g. ADCP

3-17
CSTO SR1F-15SA-1-2

the respective bleed air shutoff valve to reduce the not have internal overheat protection and must be turned off
temperature on downstream components to limit potential as soon as practical.
damage and maintain ECS air temperatures below the auto-
ignition temperature of fuel, oil and hydraulic fluids. If both NOTE
sources experience overtemperature conditions, both
cautions is displayed but only the first source detected is If displays need to remain on, decreasing the
shut off. The other bleed air source continues to operate, brightness reduces the thermal load and provides
even in an over-temperature condition. longer operation.

1. Abort mission. During single engine operation, increase the engine RPM to
bring the ACMU temperature within limits. With only a
LCS SHUTOFF CAUTION (GROUND). single engine or bleed source operating, the engine RPM is
maintained between 78% to 87% with the optimum cooling
The LCS SHUTOFF caution indicates that the liquid capacity occurring between 84% to 87% RPM. This is
cooling system has detected low system pressure and the sufficient to extinguish the caution with the ECS operating
LCS pump has automatically shut off. A system pressure properly.
drop is likely caused by a coolant leak or pump failure. Low
liquid pressure displays ECS* on the BIT format with LCS
PRESSURE FAIL displayed on the BIT DETAIL ECS
format. The radar, DEWS LRU1, and IRST shut off
(automatically) if sensors detect a high liquid temperature
or low liquid flow. If the low pressure condition is When operating above idle, caution must be used
momentary upon startup, the caution can only be cleared by to avoid injury or damage due to jet blast.
an ADCP power cycle.
If ECS caution is displayed -
NOTE
1. Refer to ECS Caution ON (Ground) and Automatic
LCS SHUTOFF caution is only cleared with the Avionics Shutdown.
aircraft on the ground using an ADCP power cycle
and/or maintenance to correct the LCS leak/issue. If ECS caution is not displayed -

1. ADCP/AIU 1 Switch – CYCLE OFF THEN AUTO 1. Nonessential displays - OFF

2. Abort mission.
If LCS SHUTOFF caution clears -

2. Continue mission.
EGI PROBLEMS.
The GPS antenna must have a clear view of the sky, not in a
If LCS SHUTOFF caution remains or returns - hangar or shelter.
3. RADAR power knob - OFF
4. EW PWR switch - OFF EGI NOT ACQUIRING SATELLITES.
5. IRST power - OFF If the approximate 4-minute alignment time has passed and
6. Abort mission. satellites have not been acquired or excessive EGI errors are
displayed (greater than 50 feet at PB 7 on UFC menu 2),
DISPLAY FLOW LOW CAUTION accomplish this procedure.
(GROUND).
1. If NON Y displayed - BOX
During dual engine operation, a DSPL FLO LO caution is
an abnormal condition and indicates low cooling air flow to If still not acquiring satellites -
the cockpit displays. Turning off all nonessential displays
2. EGI 1/2 power switch(es) - CYCLE OFF TO ON
helps protect them from heat damage. The MPD/MPCDs do

3-18 Change 2
 CSTO SR1F-15SA-1-2

KEY-IN PROGRESS DISPLAYED AFTER 20 MIN- gear up is an indication of a potential landing gear system
UTES. malfunction, not an anti skid malfunction. If time and
conditions permit, cycling the ANTI SKID switch may
If KEY-IN PROGRESS is displayed on the BIT/DETAIL/ reset the anti skid system. The pulser brake system
EGI detail BIT format after 20 minutes, check for failures. activates automatically when the ANTI SKID caution
EGI failures are displayed on this format along with key comes on. If the system does not automatically activate, it
status. can be selected by placing the ANTI SKID switch to
PULSER. Pulser operation can be confirmed by applying
KEY-IN PROGRESS may stay displayed during flight. The brake pedal and feeling the oscillatory brake pressure
EGI uses the unaided INS solution from the Ring Laser relief. Limit use of the pulser system to slowing the aircraft
Gyro (RLG) until a GPS solution is available. Boxing NON from landing speed down to taxi speed. Turn the ANTI
Y allows a CA-Code solution to be used. This is indicated SKID switch to OFF when slowed to a comfortable taxi
by NON-Y boxed showing reception of 4 or more satellites. speed. The intensity of brake pressure relief appears to
increase as speed decreases even though the pulser brake
1. Record discrepancy for maintenance action. cycle rate is constant.

DISPLAYS IN BFD (GROUND). With the ANTI SKID switch in PULSER or OFF, wheel
spin-up detection is lost and the transition to FCS ground
mode is delayed until weight-on-wheels is detected. Until
HUD BFD status.
this occurs, the FCS continues to coordinate lateral stick
inputs after landing degrading directional control with
The following is a list of all messages that can be displayed
crosswinds or large lateral asymmetries. Effective
when the full ADCP II use is not available. It does not list
aerobraking may delay weight-on-wheels detection until
messages that display during normal initialization.
near nose fall through. If significant crosswinds or lateral
asymmetries are present, minimize aerobraking or consider
HUD Corrective Action
an approach end arrestment.
Message

INSTALL CRMM Install CRMM with ADCP II NOTE

initialization file
An ANTI SKID caution inflight with the landing
NO INIT Install CRMM that has ADCP II gear up is an indication of a potential landing gear
initialization file system malfunction, not an anti skid malfunction.
Reload CRMM with correct
ADCP II initialization file If ANTI SKID caution on (inflight or on ground) -

INIT INV Reload CRMM with correct 1. ANTI SKID switch - PULSER
ADCP II initialization file

INVALID OFP Reload ADCP II OFP

CC DEGRADE Perform ADCP reset or power

Cycle.
• Transition to FCS ground mode is delayed until
weight-on-wheels is detected. If significant
ANTI SKID MALFUNCTION. crosswinds or lateral asymmetries are present,
minimize aerobraking or plan an approach end
An ANTI SKID caution either in flight with the gear down arrestment.
or on the ground must be interpreted as a potential loss of
the normal braking system. Therefore, continued operation • During pulser operation, pedal pressure over that
must be with the ANTISKID switch OFF or PULSER (as required for safe deceleration
required). An ANTI SKID caution inflight with the landing

Change 2 3-19
CSTO SR1F-15SA-1-2

may cause excessive tire wear and/or blown tires. If 1. (Arresting) HOOK switch - DOWN
runway length is insufficient for aerobraking (if applicable)
followed by non-anti skid wheel braking, plan an 2. Brakes - RELEASE
approach end arrestment. 3. ANTI SKID switch - OFF OR PULSER (as required)
4. Brakes - REAPPLY
For taxi - Place the ANTI SKID switch to OFF at taxi speed.
2. ANTI SKID switch - OFF If braking is not restored -
The aircraft creeps and cannot be completely
stopped with pulser brakes. 5. Brakes - RELEASE
Completely remove both feet from brake pedals.
LOSS OF BRAKES. 6. Emergency brake/steering handle - PULL
7. Brakes - REAPPLY
Loss of normal brakes may be caused by a defective anti To avoid blowing tires, light brake pedal pressure is
skid system, faulty brakes, improper strut servicing applied initially to develop a feel for effective
(causing loss of WOW signal) or UTL A hydraulic pressure braking. Braking above 70 knots increases the
loss. Malfunction of the anti skid system may not possibility of blown tires.
illuminate the anti skid light, however, failures may be
recognized by no apparent braking action. In any case, it is If departing a prepared surface -
important to remember when assessing the status of brakes,
8. Throttles - OFF (conditions permitting)
that very little deceleration is sensed by the pilot at speeds
above 100 knots regardless of whether the anti skid system
has failed. Therefore, aerodynamic braking is accomplished
LOSS OF DIRECTIONAL
first during the landing roll, followed by braking action as CONTROL.
required. If loss of brakes is determined, place the ANTI
SKID switch to PULSER at high speed or OFF at taxi Directional control problems with the nose gear on the
speed. If braking is not restored, pulling the emergency ground may be caused by a blown tire, nose gear shimmy,
brake/steering handle provides an alternate power source defective nose gear steering, defective anti skid,
for brakes/steering and bypasses the anti skid/pulser overextended strut, or a faulty brake. For a known blown
system. Sufficient accumulator pressure is available to tire or brake loss, refer to the appropriate emergency
safely stop the aircraft. Repeated brake applications deplete procedure. If the cause of the directional control problem
the system faster than a smooth steady application. If UTL cannot be determined, time spent in fault isolation may
B is operating, the JFS accumulator remains charged. If the worsen the situation. In this case, a single procedure
JFS LOW caution is on, the emergency brake system is not (pulling the emergency brake/steering handle) is
reliable for taxi since accumulator pressure can no longer recommended. This provides an alternate source for
be monitored. Do not pull the emergency brake/steering powered braking/steering and disables the anti skid and
handle in flight as the nosewheel follows rudder pulser system(s), thereby accommodating all of the various
commands, and touchdown protection is lost. If UTL A is failure modes which may have caused the directional
available, normal operation can be restored by pushing in control problem. LO/HI GAIN steering continues to be
the emergency brake/steering handle. When brake failure available with emergency brake/steering handle pulled.
occurs during landing roll, consider lowering the tail hook 1. Brakes - RELEASE
before attempting to restore braking. While taxiing, if 2. Emergency brake/steering handle - PULL
stopping distance is critical, use the emergency brake/ Because the anti skid is removed, be prepared for a
steering handle first. possible wheel lockup and subsequent blown
tire(s).
NOTE 3. Brakes - REAPPLY (if required)
4. Steering - AS REQUIRED
A go-around to a planned approach end arrestment
may be appropriate based on the situation. If departing a prepared surface -
5. Throttles - OFF (conditions permitting)
If loss of brakes occurs -

3-20 Change 2
 CSTO SR1F-15SA-1-2

HOT BRAKES. If brake overheat is suspected -

1. Notify tower that hot brakes exist

Brake overheat (hot brakes) occurs when the kinetic energy
absorbed by either wheel brake exceeds 23 million foot- 2. Taxi aircraft to closest safe location
pounds. Depending on the severity of the stop, brake Use brakes only as needed to stop or turn
energies above this limit can result in blown tires/fire. Tire 3. Turn aircraft into the wind
deflation due to wheel thermal fuse plug activation generally
4. Holding brake - DO NOT USE
occurs within 20 minutes of initial brake application. Fires
are usually fueled by wheel and brake contaminates and are 5. Wheels - CHOCKED
easily extinguished. However, if extreme overheat occurs 6. Brakes - RELEASE
(brake energies in excess of 48 million footpounds),
7. Shutdown engines after firefighting equipment
hydraulic fluid fires are possible due to the deterioration of
arrives
seals within the brake assembly. Brake overheat is
considered when: 8. If necessary to egress aircraft, move away from
aircraft along nose line.
a. Brakes are applied at speeds in excess of 100 knots
b. Brakes are dragging during taxi
c. Successive stops from airspeeds in excess of normal
taxi speeds are made within 1 hour of each other.
When hot brakes exist, stay clear of an area ex-
Refer to section V, figure 5-5, for brake energy tending at least 300 feet in a 45° cone around the
determination. axle on both sides of the wheel until brakes have
cooled or until thermal release plugs have deflat-
ed the tires.

Change 3 3-20A/(3-20B blank)

 CSTO SR1F-15SA-1-2

CABIN PRESSURIZATION on the canopy rail hooks. If canopy jettison is required,

remain in the seat to minimize possibility of injury as the
MALFUNCTION. canopy departs. The boarding ladder may be extended by
foot pressure on a button inside the upper foot well.
Cabin pressurization malfunctions may be detected by Although other egress means are available, depending on
discomfort in the ears and verified by the cabin pressure the urgency and critical nature of the situation, egress via
altimeter. On the ground, if the cabin pressure altimeter the boarding ladder is the safest method. The fastest egress
does not agree with the actual field elevation, perform the is made by hanging from the canopy rail and dropping.
following before opening the canopy: Egress by this method may result in injury.

1. TEMP switch - OFF 1. (P) Throttles - OFF

2. Ejection controls safety lever - LOCKED
When cabin pressure reaches ambient pressure - 3. Shoulder harness - RELEASE
4. Lap belt - RELEASE
2. EMERG VENT handle - TURN 5. JHMCS QDC (if able) - MANUALLY DISCON-
NECT
6. Survival kit straps - RELEASE
7. G-suit - DISCONNECT
8. Canopy - OPEN
If cabin pressure altitude is lower than field
elevation and the aircraft is rapidly depressurized,
injury and/or decompression illness can occur.
Gradual cockpit depressurization is the preferred
method to correct a cabin pressurization The canopy may not depart the aircraft if it is
malfunction while on the ground. jettisoned with the canopy unlocked.

If manual canopy operation is required -

9. Canopy control handle - UP

If cabin pressure altitude is lower than actual field
elevation, the canopy may separate from the
aircraft if opened before cabin pressure is
dumped.
Due to possible canopy misrigging, pulling the
GROUND EGRESS. handle aft beyond the UP position may not allow
the canopy to open. If the canopy does not open,
move the canopy handle as necessary to open the
canopy.

10. Canopy - PUSH

Crew members must coordinate the type of
escape to be used before initiating ground egress AIRPLANE ENTRY/AIRCREW
or ejection.
EXTRACTION.
If time is extremely critical, consider ground ejection. The
emergency evacuation procedures are identical to normal Refer to figure 3-1.
egress. Exercise care to avoid catching personal equipment

Change 4 3-21
CSTO SR1F-15SA-1-2

AIRPLANE ENTRY / AIRCREW EXTRACTION

Figure 3-1

3-22
 CSTO SR1F-15SA-1-2

TAKEOFF
ABORT.
The decision to abort or continue takeoff depends on many
factors, most of which relate to a specific takeoff situation. • The emergency jettison button jettisons pylons
Considerations must include, but are not limited to, the on stations 1, 2, 5, 8, 9, and all CFT stores (A/
following: A and A/G). When airborne, the possibility
exists of wing station 2/8 missile/store/pylon
a. Runway factors: Runway remaining, surface condition collision with CFT mounted stores and
(wet, dry, etc.), type and/or number of arresting gear subsequent missile/store/pylon collision with
available, obstructions alongside or at the departure the aircraft. The possibility also exists for wing
end, wind direction and velocity, weather and station 1/9 missile/pylon striking the underside
visibility. of the aircraft wing. Ground jettisoning may
b. Aircraft factors: Weight, stores aboard, nature of the result in the store/pylon striking the ground
emergency, velocity at decision point, and importance before the pylon aft pivots release. Under these
of getting airborne. conditions, the wing station 2/8 mounted pylon
c. Stopping factors: Maximum braking (see Minimum stores can rotate horizontally, and strike the
Run Landing, section II), speed brake, hook, landing gear if the rotation is in that direction.
jettisoning stores, engine shutdown. The centerline pylon can strike the landing
d. Full aft stick: Full aft stick reduces stopping distance gear.
below computed TOLD data (up to 500 feet at max
abort speed) by increasing drag and weight on wheels. • A/G stores on CFT stations must be jettisoned
However, full aft stick must be applied below rotation before A/G stores (not including fuel tanks) on
speed to avoid raising the nose. stations 2/8 to ensure safe separation.

Consider aborting after airborne where sufficient runway is • With selective jettison, stores can jettison at 60
available. Normally, with the short takeoff distances of the to 80 ms, which can be less than recommended
aircraft, abort is not a problem, but an early decision interval.
provides the most favorable circumstances.

1. Throttles - IDLE
2. Brakes - APPLY
If aborting with a blown main tire or if a main tire
blows during abort, place the ANTI SKID switch to If centerline or inboard release is required with
PULSER and use braking on the good tire. the landing gear down, damage may occur to the
3. (Arresting) HOOK switch - AS REQUIRED aircraft.

If hot brakes are suspected - ENGINE FIRE ON TAKEOFF.

4. Refer to Hot Brake procedure.
If takeoff is discontinued -

EXTERNAL STORES JETTISON. 1. Abort.

Two means exist to jettison external stores: the emergency If warning light remains on -
jettison button on the center of the front instrument panel
2. ENGINE FIRE warning light - PUSH
and the select jettison knob/button on the armament control
3. Throttle - OFF
panel in the front cockpit.
4. Fire extinguisher - DISCHARGE

3-23
CSTO SR1F-15SA-1-2

If takeoff is continued - 1. Throttle(s) - AS REQUIRED

1. Climb to safe altitude and refer to Engine Fire Inflight

procedure.

ENGINE FAILURE ON TAKEOFF. With an engine failure or a significant loss of thrust,

if SETOS is not obtained by lowering the nose to
Depending on the type of failure and aircraft conditions, MIL the runway, sustained flight may not be possible.
power may be sufficient to sustain flight. The aircraft
accelerates better at a reduced AOA. If afterburner is 2. Retract landing gear as soon as practical after takeoff.
required, use only that necessary to maintain safe flight. 3. Retract flaps at an airspeed 15 KCAS greater than pub-
lished SETOS.
If decision is made to continue takeoff, accelerate in a three- 4. Climb to a safe altitude and investigate.
point attitude with neutral stick to single-engine rotation
speed, input½aft stick, and rotate to a 10° pitch attitude. ATDPS FAILURE DURING TAKEOFF.
Delaying rotation in this way results in increased single
engine rate of climb at takeoff. If available runway permits,
The ATDP caution during takeoff indicates that the ATDPS is
the takeoff speed may be increased somewhat by delaying
inoperative due to invalid air data, or that the ATDPS may be
rotation until either runway limitations or tire limit speeds
enabled. If the ATDPS is enabled, both engines transfer to
(210 KCAS - nose, 227 KCAS - main) dictate rotation. This
secondary mode if either engine sets the ENG CONTR
results in correspondingly increased ground roll distance.
caution. In this event afterburner capability is also disabled.
Due to loss of thrust during MIL power takeoff, delay
retracting gear until a positive rate of climb is established.

An engine failure introduces a large thrust asymmetry that

can degrade directional control and result in large lateral
excursions from the desired ground track. Factors affecting With ATDPS failed to the enabled state, the engines
directional control include power setting, temperature, are interconnected at all times. This results in both
pressure altitude, gross weight, and runway surface engines reverting to secondary mode if either engine
condition. Power setting, temperature, and pressure altitude experiences an ENG CONTR caution. Neither
all affect the thrust level of the operating engine and engine can be reset to primary mode.
therefore the magnitude of the thrust asymmetry. Gross
weight determines the tire reaction available for nosewheel AB BURN THRU ON TAKEOFF.
steering. Lighter airplanes have less nosewheel steering
capability than heavier ones. Wet and icy runway surfaces
Several types of engine failures can result in afterburner burn
further degrade steering control.
thru in the aft fuselage area. The high temperatures (blow
torch effect) burn thru causes localized damage that can
Prompt action to counter the thrust asymmetry (applying
result in engine to engine burn thru or stabilator actuator
opposite rudder pedal) or to reduce it (retarding throttles) is
failure. No fire suppression is provided since termination of
necessary to avoid excessive lateral excursions. The effects
afterburner extinguishes the source of the flame. AB BURN
of thrust asymmetries is largest at low speeds (less than 100
THRU may give no light/voice warnings. Visual indications
KCAS) where directional control due to the combination of
and/or power loss may be the only clues. If AB BURN
flight control system effectiveness and nosewheel steering is
THRU is indicated:
lowest. Abort the takeoff if large lateral excursions occur.
If takeoff is discontinued -
If takeoff is discontinued -
1. Abort.
1. Abort.
2. Throttle - OFF
If takeoff is continued -

3-24
 CSTO SR1F-15SA-1-2

If takeoff is continued - tire FOD ingestion in one or both engines. If a failure is

suspected or confirmed:
1. Climb to safe altitude and airspeed.
2. Throttle - REDUCE TO MIL OR BELOW AS SOON If takeoff is discontinued -
AS PRACTICAL
3. Land as soon as practical. 1. Abort.
2. ANTI SKID switch - PULSER
AFTERBURNER FAILURE.
If takeoff is continued -
The engine afterburner provides continuous ignition and fuel
1. Landing gear/flaps - DO NOT RETRACT
flow during the initiation sequence. The afterburner
continues to attempt to light until a successful light is
achieved (as detected by the flame sensor) or the pilot NOTE
chooses to retard the throttle out of afterburner. There is no
Flaps automatically retract at 250 knots maximum
recycling requirement to reinitiate the afterburner by moving
and extend at no less than 230 knots.
the throttle in the event of a no light. If a delayed light is
achieved, a normal light and subsequent increase in 2. Refer to Blown Tires on Landing.
afterburner fuel flow is expected. If an afterburner blowout
occurs, the DEC automatically re-initiates the afterburner LANDING GEAR FAILS TO
ignition system in an attempt to re-light the afterburner,
assuming it does not detect an afterburner control system RETRACT.
malfunction and the throttle remains in AB.
If the warning light in the landing gear handle stays on
If the ENG CONTR caution is on, capability for afterburner after the handle is placed up or comes on in flight, the gear
operation is determined by which mode of operation of the or gear doors are not correctly sequenced. Normally, when
control system is in. If the engine has transferred to hybrid the gear handle is placed up, the red light comes on and all
mode, full afterburner operation is available. If the engine three green lights go out as the landing gear unlocks. The
has transferred to secondary mode, afterburner operation is red light extinguishes when the landing gear fully retract
not available. and the landing gear doors close.

The engine control switch may be recycled ON-OFF-ON at If the gear handle is placed up and all landing gear
MIL or below. If the ENG CONTR caution goes off, the indications lights do not extinguish, the remaining lights
engine operates normally. However, if the ENG CONTR may indicate the type of malfunction. In all cases, slow to
caution comes on again, afterburner operation may again be 250 KCAS or less to investigate. If the initial indication is
inhibited if the engine has transferred to secondary mode. a red light in the handle with any green lights remaining,
that landing gear is still down and locked with the non-
BLOWN TIRE DURING TAKEOFF. green gear status unknown. If all three green lights remain,
this may be an indication of a gear WOW switch problem
Tire failure is very difficult to recognize and may not be or the landing gear circuit breaker tripped.
noticed in the cockpit. Nose or main tire failure may lead to

3-25
CSTO SR1F-15SA-1-2

If the red light remains without any green indications, all If the warning light in the landing gear handle
of the landing gear have attempted to retract but the cycle stays on after the handle is placed up, the gear or
did not complete. A chase aircraft, if available, may be gear doors are not correctly sequenced -
able to provide visual indication of the actual gear state. If
the chase aircraft confirms that all the landing gear have 1. Maintain airspeed below 250 KCAS.
completely retracted but one or more of the landing gear 2. Landing gear handle - DN
doors has not sequenced properly, a second retraction 3. Landing gear circuit breaker - RESET (if popped)
attempt may be attempted. If any landing gear has not
retracted properly or if unable to confirm the retraction If the gear comes down normally -
status, do not make further retraction attempts.
4. Landing gear handle - UP
Failure to retract is typically caused by a failed limit
switch or relay, a mechanical binding in the gear door
linkage, or a failed rigid link. If the failure is due to the
rigid link, the associated main gear does not rotate
properly during the retraction cycle and the tire impacts If the landing gear have been visually confirmed
the gear well before the strut fully retracts and may cause as completely retracted but one or more of the
structural damage. If this occurs, the landing gear actuator landing gear doors has not sequenced properly, a
may be damaged to the extent that a subsequent extension second retraction attempt may be attempted. If
attempt may fail. In all cases with the landing gear failing any landing gear has not retracted properly or if
to retract, primary emphasis is on obtaining a landable unable to confirm the retraction status, do not
gear configuration. make further retraction attempts.

NOTE If gear handle light is still on -

If the landing gear handle is placed down and the 5. Landing gear handle - DN
landing gear does not extend normally, 6. Reduce weight, if necessary, use Emergency Fuel
discontinue this checklist and refer to the Landing Transfer/Dump (External Tanks), Gear Down
Gear Unsafe procedure. procedure.
7. Land as soon as practical.

3-26
 CSTO SR1F-15SA-1-2

INFLIGHT
HYDRAULIC FAILURE.
Refer to hydraulic flow diagram (figure 3-2) and hydraulic
caution indications on MPD/MPCD for systems affected. For PC hydraulic failures, shut down appropriate
The hydraulic status of flight controls may be determined by engine(s) as soon as possible after landing,
referencing the FCS format. consistent with arrestment procedures, to limit
damage to cavitated hydraulic pumps.
A failure of a single hydraulic system is not considered a
critical item because of three independent systems and the SINGLE/DUAL FAILURE (EXCEPT UTL A).
RLS incorporated in the hydraulic system design. Although
not considered critical, proper treatment of the situation is 1. Refer to Hydraulic Flow Diagram and FCS Status
warranted, as with any emergency, due to the possibility of format for systems affected.
subsequent failures which may compound the problem. With
UTL A failure, if time and conditions warrant, an approach UTL A FAILURE.
end arrestment is recommended. For multiple hydraulic
failures, the pilot must refer to the Hydraulic Flow Diagram, A UTL A failure is the only single hydraulic failure which
this section, to determine systems affected and corrective requires aircrew action.
action required.
1. Landing gear - EXTEND (refer to Landing Gear
To prevent a total loss of hydraulic fluid to the affected Emergency Extension procedure)
circuit, the switchover valves do not provide backup circuit
2. If time and conditions warrant, an approach end
pressure to the affected flight controls if downstream leak is
arrestment is recommended.
detected. This can result in split flaps and reduce control
effectiveness. UTL A and PC1 B, or a UTL B and PC2 B
If cable arrestment not attempted or unsuccessful
failure results in a split flap condition if the flaps are
-
extended. Split flaps also occur following any failure of
UTL A or UTL B if the applicable hydraulic switchover 3. Emergency brake/steering handle - PULL AFTER
valve does not switch to backup PC1 B or PC2 B hydraulics. NOSEWHEEL IS ON THE GROUND
Hydraulic pressure to the flaps and primary flight control
surfaces may be verified on the FCS format. Switchover
valve function may also be verified by observing that the
applicable rudder and aileron move as pedal and stick inputs
are made.
Braking above 70 knots increases the possibility
of blown tires.

3-27
CSTO SR1F-15SA-1-2

HYDRAULIC FLOW DIAGRAM

FLIGHT CONTROLS
PC-1 PC-2
UTILITY L & R
L AMAD PUMP AMAD PUMPS R AMAD PUMP
PC1 B PC1 A UTL NO UTL PC2 A PC2 B
A RLS B

LEFT LEFT RIGHT RIGHT

AILERON FLAP FLAP AILERON

LEFT RIGHT
STABILATOR STABILATOR
NOTE
THIS ILLUSTRATION IS
SIMPLIFIED TO SHOW LEFT RIGHT
HYDRAULIC FLOW LOGIC RUDDER RUDDER
AND DOES NOT CONTAIN
ALL EXISTING COMPONENTS.
UTILITY
UTIL L & R AMAD PUMPS
UTL A NO RLS UTL B

LEFT AILERON RIGHT AILERON

LEFT FLAP
RIGHT FLAP
EMER GEN
LEFT INLET
RIGHT INLET
ANTI SKID
GUN
BRAKES

LDG GEAR JFS ACCUM

NLG STEERING JFS ACCUM

EMERG LG HANDLE
SLIPWAY

SPEED BRAKE
JFS STARTER

CANOPY
CONTROL VALVE SWITCHOVER VALVE
CANOPY ACCUM

CHECK VALVE PRIORITY VALVE

HOOK RETRACT
SAN003-8-1-001

Figure 3-2

3-28
 CSTO SR1F-15SA-1-2

TOTAL UTILITY SYSTEM FAILURE. electrical loads can be handled by one generator. Refer to
(Single or Double, Any Two) Fuel Boost Pump Failure.
A UTL B caution light and a decreasing utility system Check hydraulic warning lights and gauges for indication
hydraulic pressure are the primary early indications of a total of AMAD failure. Check engine instruments for indication
system failure. A PC1B or PC2B caution followed by a UTL of stall/stagnation or flameout.
A caution may be an indication of pending total utility
system failure. If the UTL A caution is replaced by the UTL During generator failures or when cycling the GEN
B caution, consider lowering gear normally before UTL A switch(es), FCC channels 3 or 4 can experience a
fails completely. Total utility failure results in the loss of the momentary interrupt that may result in an FCS FAULT
emergency generator taking out one level of electrical indication and FCS BIT codes. This is expected operation
redundancy for the FCCs. If the JFS LOW caution is ON, and the fault can be reset.
the emergency brake and/or emergency steering subsystems
may not be reliable. If an arrestment is attempted but When landing with a generator failed or turned off, when
unsuccessful, consider a go-around and reattempt approach weight-on-wheels is detected, the associated engine inlet
end arrestment (fuel permitting). automatically moves to the EMERG position. During a
typical aerobrake, the ramp may move full down to full up
several times as the weight-on-wheels signal cycles. Once
the weight-on-wheels signal is maintained for 6 seconds,
the associated L/R INLET caution occurs. If landing with
an ECS caution, automatic avionics shutdown occurs upon
For PC hydraulic failures, shut down appropriate touchdown. RAD 1 is inoperative, along with the HUD,
engine(s) as soon as possible after landing, consis- and the MPDs/MPCDs. Aerobrake using backup visual
tent with arrestment procedures, to limit damage to references.
cavitated hydraulic pumps.
1. NVP/TGP/RECCE pod - OFF (if practical)
1. Land as soon as possible.
2. Landing gear - EXTEND (if necessary, refer to Land- 2. Affected GEN switch - CYCLE
ing Gear Emergency Extension procedure)
3. Consider an approach end arrestment.

If cable arrestment not attempted or unsuccessful -

4. Emergency brake/steering handle - PULL AFTER During ground or airborne operations, switch pod
NOSEWHEEL IS ON THE GROUND power OFF before any generator ON/OFF cycling
or any operation that causes a generator to come
on or drop off line.

NOTE

Braking above 70 knots increases the possibility of • FCC channels 3 or 4 may experience a momentary
blown tires. interrupt that can result in an FCS FAULT indication
and FCS BIT codes. This is expected operation and
GENERATOR FAILURE. the fault can be reset.

• One minute is required between NAV/TGT pod

A generator failure is indicated by a L GEN or R GEN
power OFF and power ON (power cycle) operations.
caution. The emergency generator comes on and powers the
Pod power OFF is turning both NAV FLIR and TFR
emergency boost pump and the EMER BST ON caution
OFF. If either remains ON, the pod is ON.
comes on. If the BST SYS MAL caution also comes on, the
emergency generator has probably failed. Normal flight

3-29
CSTO SR1F-15SA-1-2

If generator still failed - When operating on the emergency generator only, high
hydraulic demands combined with high electrical
3. Affected GEN switch - OFF requirements may result in the emergency generator output
4. Electrical loads - REDUCE IF PRACTICAL degrading to powering the Emergency/Essential 28 VDC
and 115 VAC Buses only. This is indicated by the FCP
NOTE MPCD going blank. Normal operation may be restored by
cycling the EMERG GEN switch through ISOLATE and
If the ELEC LOAD SHED switch is in NORM back to MAN once the hydraulic demand is reduced.
while terrain following, expect the power to the
NAV pod to be removed without warning within Simultaneous lowering of the landing gear and flaps
30 seconds. combined with flight control demands at low power
settings may reduce hydraulic flow capability degrading
5. Land as soon as practical. emergency generator output. If possible, maintain both
throttles above 85% RPM while lowering the landing gear.
NOTE Additionally, do not lower the flaps while the landing gear
is in transit.
Expect the associated engine INLET ramp to cy-
cle to the EMERG position with weight on If both main generators and the emergency generator fail,
wheels. the FCCs and FCP RSD are powered by the battery for a
minimum of 10 minutes. The BATTERY voltmeter
DOUBLE GENERATOR FAILURE. continues to indicate the battery voltage as long as the
switch remains on. All other displays, communications,
If both generators fail, the emergency generator caution/indicator lights and internal/external lighting are
automatically powers the Essential and Emergency/ inoperative. If the LDG GR handle is physically lowered,
Essential Buses providing the emergency generator is not the FCS properly switches to gear down control laws. The
in ISOLATE. The HYD caution illuminates and all eight landing gear can only be extended by the EMERG GEAR
hydraulic circuit failure cautions appear on the FCP handle and the FLAPS switch is inoperative. Landing gear
MPCD. The PC1, PC2, and UTIL hydraulic gauges are down and locked indications are not available. Upon
inoperative and tend to remain at the last valid reading. touchdown, transition to FCS ground mode does not occur
Hydraulic system operation can be verified only by proper and the FCS continues to coordinate lateral stick inputs
operation of hydraulic powered systems. The EMD after landing degrading directional control with crosswinds
continues to operate but only the RPM and EGT are or large lateral asymmetries. The hook may still extend if
displayed. All other display parameters are blank. Refer to the emergency generator is operating in ISOLATE. Wheel
Emergency Power Distribution chart (figure 3-3) for braking is only available through the EMERG BRAKE/
equipment that is operative/inoperative when the STEER handle activation. Refer to Emergency Power
emergency generator is on line. If either generator can be Distribution chart (figure 3-3, sheet 3) for equipment that
reset, the electrical system reverts to normal operation. is operative/inoperative when the emergency generator is
in ISOLATE. If the BATTERY voltmeter indicates less
The only display powered by the emergency generator is than 20 VDC, FCC failure is imminent and ejection must
the front MPCD which displays ADI backup format and be considered before aircraft control is lost.
cautions. Portions of the ADI display are covered while
cautions are displayed. These cautions are removed by 1. EMER GEN switch - CYCLE, ISOLATE THEN
pressing the castle switch to any position. MAN (if EMER BST ON not present)

A second activation of the castle switch, or the occurrence NOTE

of a new caution, restores the cautions to the display. If
double generator failure occurs at night, all instrument and In ISOLATE mode, rear cockpit power and inter-
console lights fail and the flood lights (utility and storm) com are lost. The WSO is advised prior to initiat-
must be used for cockpit illumination. ing ISOLATE mode.

3-30
 CSTO SR1F-15SA-1-2

2. Radar power knob - OFF 6. Follow Total Boost Pump Failure procedure. All
internal transfer pumps are inoperative and fuel
gravity transfers to the feed tanks.

NOTE
Double generator failure can be caused by a fault in Feed tank fuel cannot be monitored. Flameout due
the ATRU supplying power to the radar. Do not to fuel starvation may occur with prolonged use
turn the radar on for the remainder of the flight. of high power settings.

3. L GEN and R GEN switches - CYCLE 7. Follow Oxygen Caution procedure.

8. Follow Landing Gear Emergency Extension proce-
If main generators still failed and emergency gen- dure.
erator is operative -

4. Flight Controls - MANEUVER GENTLY

5. Refer to Emergency CFT Transfer (as required)
6. Throttles - MAINTAIN ABOVE 85% WHILE
MANEUVERING The FLAPS switch is inoperative and landing
7. Landing gear handle - DN (as required) gear down and locked indications are not
Maintain both throttles above 85% during landing available.
gear extension to ensure adequate hydraulic flow to
the emergency generator. 9. Consider an approach end arrestment.
8. Flaps - DOWN
Do not lower the flaps while the landing gear is in
transit to ensure adequate hydraulic flow to the
emergency generator.
• Transition to FCS ground mode will not occur and
If main generators still failed and emergency gen-
the FCS continues to coordinate lateral stick inputs
erator is inoperative -
after landing degrading directional control with
crosswinds or large lateral asymmetries.
NOTE
If the FCP MPCD goes blank, cycle the EMERG • Emergency brakes are the only brakes available if an
GEN switch through ISOLATE and back to MAN arrested landing is not possible.
to attempt to restore full operation once the
hydraulic demand is reduced. 10. Land as soon as possible.

4. Flight Controls - MANEUVER GENTLY If battery voltage indicates less than 20 VDC -
5. BATTERY voltmeter - MONITOR
11. Consider ejection before aircraft control is lost.

Battery voltage below 20 VDC indicates impending

battery loss and subsequent loss of FCS and aircraft The battery is only required to provide power to
control. the FCCs for 10 minutes but testing resulted in
over 20 minutes of usable power.

3-31
CSTO SR1F-15SA-1-2

EMERGENCY POWER DISTRIBUTION

EMERGENCY GENERATOR OPERATING
SWITCH IN AUTO OR MAN

L GEN OUT R GEN OUT

INOPERATIVE EQUIPMENT
ENGINE- OTHER-
AB BURN THRU DETECTION AERP
CFT AFT TRANSFER PUMPS AIU 2
ENGINE ANTI-ICE ANTI-COLLISION LIGHTS
ENGINE OIL PRESSURE INDICATIONS BATTERY CHARGER
FUEL FLOW INDICATIONS CONSOLE LIGHTS
FUEL TRANSFER PUMPS CMWS
ICE DETECTOR DEWS
L&R BOOST PUMPS FDL
L&R DUCT TEMP PROBE HEATERS FORMATION/POSITION LIGHTS
L&R ENG INLET CONTROL CIRCUITS GUN ARM
L&R TOTAL TEMP PROBE HEATERS GUN TRIGGER
NOZZLE POSITION INDICATIONS HOLDING BRAKE
HUD
NAVIGATION EQUIPMENT- INSTRUMENT LIGHTS
EGI #2 IRST
HF JETTISON (USING A/G SELECT AND
IFF INTERROGATOR SELECT JETTISON CONTROLS)
ILS JHMCS
RADIO 2 LANDING & TAXI LIGHTS
TACAN MASTER ARM
MPCDs (REAR)
MPDs (ALL)
NAVIGATION, RECONNAISSANCE, AND
TARGETING PODS
OVERLOAD WARNING
PACS
PC-1 HYD PRESS INDICATOR
PC-2 HYD PRESS INDICATOR
RADAR
RADAR ALTIMETER (CARA)
SEAT ADJUST
UTILITY HYD PRESS IND
UTILITY FLOOD LIGHT (RCP)
VERTICAL TAIL LIGHTS
VRAMS
WPN NORM RELEASE/LAUNCH
WINDSHIELD ANTI-ICE SYSTEM

Figure 3-3 (Sheet 1 of 3)

3-32
 CSTO SR1F-15SA-1-2

EMERGENCY POWER DISTRIBUTION (Continued)

EMERGENCY GENERATOR OPERATING
SWITCH IN AUTO OR MAN

L GEN OUT R GEN OUT

OPERATIVE EQUIPMENT

ENGINE- OTHER-
AMAD FIRE DETECTION SYS AERIAL REFUELING
AMAD FIRE EXTINGUISHER SYS AERIAL REFUELING FLOOD LIGHTS
ATDPS AIU 1
BLEED AIR LEAK DETECTOR ANTI SKID
EMER FUEL BOOST PUMP ARRESTING HOOK
Ñ 1 ENG AND A/B IGNITION DEWS CMD
ENG FIRE EXTINGUISHER SYSTEM ECSMU
ENG FIRE DETECTION SYSTEM EMERGENCY JETTISON POWER
ENG RPM INDICATION (EMERG JETT BUTTON)
EGT INDICATION ENVIRONMENTAL CONTROL SYSTEM
FUEL DUMP FLAPS
FUEL LOW AND BINGO CAUTIONS FLIGHT CONTROLS
Ñ 1 FUEL PRESS AND VENT INTERCOM
FUEL QUANTITY INDICATORS LANDING GEAR
L & R ENG FUEL SHUTOFF VALVES LANDING GEAR POSITION INDICATORS
SELECTED CFT FORWARD MASTER CAUTION RESET
TRANSFER PUMP MPCD - FRONT (BACKUP ADI FORMAT
ONLY)
FLIGHT INSTRUMENTS- MSOGS
REFERENCE STANDBY DISPLAYS NOSEWHEEL STEERING
PITOT HEAT
NAVIGATION EQUIPMENT- PULSER BRAKE SYSTEM
EGI 1 SPEED BRAKE
IFF TRANSPONDER STORM/FLOOD LIGHTS
RAD 1 UPFRONT CONTROLS
UTILITY FLOOD LIGHT (FCP)
WARNING/CAUTION/ADVISORY
LIGHTS

Figure 3-3 (Sheet 2)

3-33
CSTO SR1F-15SA-1-2

EMERGENCY POWER DISTRIBUTION

EMERGENCY GENERATOR OPERATING
SWITCH IN ISOLATE
L GEN OUT R GEN OUT
OPERATIVE EQUIPMENT
AERIAL REFUELING (EMERGENCY Ñ
1 ENG AND A/B IGNITION
OPERATION; EMERG A/R SWITCH ENG RPM AND EGT
ONLY) Ñ
1 FUEL PRESS AND VENT
ARRESTING HOOK Ñ
1 FWD REFERENCE STANDBY DISPLAY
ELECTRONIC FLIGHT CONTROLS
EMER BST ON CAUTION LIGHT
EMER FUEL BOOST PUMP
Ñ
1 EMERGENCY NOSEWHEEL
STEERING

NOTE
Ñ
1 ALTHOUGH OPERATIVE, ITEMS ARE NOT POWERED BY
THE EMERGENCY GENERATOR.

Figure 3-3 (Sheet 3)

3-34
 CSTO SR1F-15SA-1-2

Backup ADI Display Format.

BST
EMER STATUS/REQUIRED
SYS
When the ADCP is powered by only the emergency BST ON ACTION
MAL
generator, the backup ADI display combines data from the
normal ADI and HSI displays into a hybrid format. The ADI ON ON STATUS: Emergency fuel
continues to display aircraft attitude, aircraft symbol, boost pump operating at nor-
indicated airspeed, baro altitude, ground speed, radar mal pressure. Emergency
altitude, and the compass heading scale. NAV is the only generator failed.
available steer mode. ACTION: DO NOT turn
operating main generator off.
EMER BST ON AND/OR BST SYS Place EMERG GEN switch
in MAN in an attempt to
MAL CAUTION/LIGHTS. restore the emergency gener-
ator. DO NOT place
The EMER BST ON and BST SYS MAL cautions/lights EMERG GEN switch in
provide indication of the status of both the emergency fuel ISOLATE.
boost pump system and the emergency generator system.

If a main generator fails during the takeoff sequence, the FUEL TRANSFER SYSTEM
emergency generator does not operate until weight off MALFUNCTION.
wheels. The respective main generator light, EMER BST
ON, and BST SYS MAL lights illuminate because the The primary indication of a fuel transfer system
emergency generator is still in its shut down mode from malfunction is the fuel gauge. Other indications include
initial engine start. After takeoff (weight off wheels), the premature FUEL LOW caution, BINGO caution, wing low
emergency generator automatically comes on if the main tendency and appropriate voice warnings.
generator is still off line. If the BST SYS MAL light remains
on after takeoff, the emergency generator has also failed. XFER PUMP CAUTION.

A single caution or combination of cautions require the The XFER PUMP caution and voice alert WARNING
following aircrew actions: TRANSFER PUMP indicate the failure of either an
internal wing tank or CFT transfer pump. The only way to
BST determine which pump has failed is to place the CFT
EMER STATUS/REQUIRED
SYS switch to STOP TRANS. If the caution is removed, it is
BST ON ACTION
MAL the CFT transfer pump that has failed. If the caution
remains, it is an internal wing tank transfer pump that has
ON OFF STATUS: Emergency fuel failed. The side corresponding to the failed pump can be
boost pump pressure nor- determined by monitoring the fuel gauge for the higher
mal; emergency generator fuel quantity.
powering emergency boost
pump.
ACTION: Refer to Generator
Failure or Boost Pumps
Inoperative.
No caution is generated for a tank 1 transfer fail.
OFF ON STATUS: Emergency fuel
boost pump failed. 1. CFT switch - STOP TRANS
ACTION: Follow applicable
boost pump failure proce- If XFER PUMP caution removed -
dure.
2. CFT switch - NORM

3-35
CSTO SR1F-15SA-1-2

3. Refer to CFT FAILS TO TRANSFER procedure. Gravity transfer does not completely refill the feed tanks,
and may not keep up with feed tank usage, depending on
If XFER PUMP caution remains - total fuel quantity and pitch attitude. At fuel flow rates
above 3,500 PPH per engine, gravity transfer cannot keep
2. CFT switch - NORM up with engine demand from the feed tanks.
3. Refer to INTERNAL TANK(S) FAIL TO TRANS-
FER procedure. 1. SLIPWAY switch - CHECK CLOSED
2. Maintain below 20º AOA.
INTERNAL TANK(S) FAIL TO TRANSFER. 3. Fuel tank quantities - MONITOR
4. Throttles - RETARD <3,500 pph/engine if feed tank
If feed tank fuel quantity begins to drop with fuel quantities decreasing
remaining in either internal wing tank, a wing tank
transfer pump has probably failed. Under normal NOTE
circumstances, a differential greater than approximately
750 pounds between tank 1 and the internal wing tanks Gravity transfer may not occur until after the
may indicate that the tank 1 transfer pump has failed. If FUEL LOW caution comes on and very low feed
this occurs, the fuel in tank 1 must be considered trapped tank quantities are reached (300 to 400 pounds in
and, as the internal wing tanks empty, the aircraft CG each tank).
shifts forward towards the design limit of the aircraft.
5. Maintain approximately 250 KCAS for cruise and
The tank 1 transfer pump does not run unless the plan for a minimum fuel descent.
SLIPWAY switch is in CLOSE. If the switch is 6. Land as soon as practical.
unintentionally left in OPEN or ORIDE during nonair
refueling operations, fuel does not transfer from tank 1 EXTERNAL TANK FAILS TO TRANSFER.
until the internal wing tanks are completely empty.
Returning the SLIPWAY switch to CLOSE resumes tank With wing tanks installed, if the external fuel tanks fail to
1 transfer but the imbalance remains until tanks are either transfer completely or if STOP TRANS is selected due to
emptied or refilled. an emergency and any external tank, including the
centerline, is partially full, the aircraft may exceed the aft
Additionally, if extended ground operations are conducted CG limit as internal fuel decreases due to fuel moving aft
in hot weather, the hot fuel recirculation system can in the external tanks. Cycling the external tank switch or
recirculate feed tank fuel back to the internal wing tanks slipway door may restore transfer. It may be necessary to
such that only tank 1 appears to be transferring. The CG is jettison the tanks for controllability or range
more forward than a normal burn curve but remains considerations. Landing with up to a full tank on one side
within aircraft limits. normally presents no problem, but perform a
controllability check when practical. The CG shift due to
If any, or all transfer pumps fail, the fuel in the affected movement of trapped fuel in external tanks may degrade
tanks gravity transfers to the feed tanks when the tanks aircraft handling characteristics.
with operating transfer pumps empty and the fuel level
(height) in the feed tanks drops below the level of fuel in
the affected tank(s). Gravity transfer may be confirmed by
observing the simultaneous decrease of fuel quantities in
the affected tank(s) and feed tanks. If external wing tank fuel fails to transfer or if
STOP TRANS is selected and fuel remains in
NOTE external tanks, the load limiter/OWS pylon
calculations are incorrect. The HUD g allowable
Gravity transfer may not occur until after the indication can be higher than is actually
FUEL LOW caution comes on and very low feed permissible on the pylon during rolling
tank quantities are reached (300 to 400 pounds in maneuvers. Rolling maneuvers are limited to ½
each tank). lateral stick.

1. EXT TRANS switch - WING/CTR

3-36
 CSTO SR1F-15SA-1-2

2. FUEL WING and CTR switches - CYCLE CFT fuel. If fuel is critical, CFT fuel can be transferred
3. Landing gear circuit breaker - IN using the CFT emergency transfer switch. To reduce
4. SLIPWAY switch - CLOSE electrical loads, selecting CONF TANK EMERG TRANS
5. Throttle(s) - MIL to either L or R temporarily disables pitot heat. Do not
emergency transfer CFT fuel in IMC conditions. Normal
If external tank still fails to transfer or STOP pitot heat function returns with the CONF TANK EMERG
TRANS is selected - TRANS switch in NORM. The landing gear handle must
be up to prevent fuel from transferring to the other CFT.
6. Maintain minimum 250 KCAS. Wait until internal fuel decreases about 1,000 pounds then
7. Use minimum pitch angles for maneuvering. select L or R. When internal tanks are full, place the switch
8. Jettison external tanks, if required. to NORM. Wait until internal fuel again decreases about
1,000 pounds, then select L or R as required to maintain
CFT FAILS TO TRANSFER. fuel balance. Repeat until the CFTs are empty.

CFT fuel transfer failure is indicated by the voice warning, NOTE

WARNING, TRANSFER PUMP, the MPD/MPCD XFER
PUMP caution, and can be verified by reference to the fuel Record use of the Emergency CFT Transfer pro-
quantity indicator. There is no provision for transfer of CFT cedure in the maintenance documentation forms
fuel if both transfer pumps on one side fail. If both pumps on as post-flight maintenance is required on the
one side fail, it may be desirable to stop CFT transfer to emergency generator.
maintain balance. If only one CFT pump fails, it may be
difficult at low fuel flows, using the fuel quantity gauge, to If both generators fail and fuel critical -
determine which side has failed. To confirm if a CFT pump
has failed, the MPD/MPCD caution can be deleted by 1. Landing gear handle - UP
momentarily placing the CFT switch to STOP TRANS. If
the caution is not removed from the MPD, the failed pump is After internal fuel decreases about 1,000 pounds -
not in the CFT. Refer to Internal Tank(s) Fail To Transfer
procedure. 2. CONF TANK EMERG TRANS switch - L or R

1. CONF TANK switch - CYCLE then NORM

2. EXT TRANS switch - CONF TANK
3. SLIPWAY switch - CLOSE
4. Fuel tank quantities - MONITOR
Do not use CFT emergency fuel transfer in IMC
conditions due to temporary interruption of pitot
If CFT fuel still not transferring -
heat function.
5. Fuel control switches - As Desired
When internal tanks full -

NOTE 3. CONF TANK EMERG TRANS switch - NORM

4. Repeat steps 1 thru 3 for opposite CFT.
There is no provision for transfer of CFT fuel if
both transfer pumps on one side fail. If both pumps
EMERGENCY FUEL TRANSFER/DUMP (EXTER-
on one side fail, it may be desirable to stop CFT
NAL TANKS), GEAR DOWN.
transfer to maintain balance.
Fuel in external tanks cannot be transferred and/or dumped
6. Maintain AOA below 20º AOA.
unless the landing gear handle is up with the landing gear
7. Land as soon as practical.
circuit breaker in, or the fuel low level system is activated.
If it is necessary to transfer or dump fuel with the gear
EMERGENCY CFT TRANSFER.
down, this procedure permits external fuel transfer/dump
without raising the landing gear.
If both main generators fail, all CFT transfer pumps
automatically shut off. If fuel is not critical, do not transfer

3-37
CSTO SR1F-15SA-1-2

1. Emergency landing gear handle - PULL TOTAL BOOST PUMP FAILURE (BOTH MAIN
2. Landing gear handle - UP PUMPS AND EMERGENCY BOOST PUMP INOP-
3. FUEL QTY gauge - MONITOR ERATIVE).
4. FUEL (dump) switch - DUMP (if required)
5. Landing gear handle - DOWN (when dumping 1. Descend to minimum practical altitude using maxi-
completed) mum practical power on at least one engine (not
6. Emergency landing gear handle - RESET afterburner).
If the situation permits, maintain high power
FUEL BOOST PUMPS settings for at least 3 minutes to cool the fuel, and
descend with both throttles at military power. As
INOPERATIVE. the descent becomes more restricted by weather,
airspeed, etc., maintain one throttle at military
There are various combinations of indications to warn of a while retarding the other as necessary toward
single or multiple fuel boost pump failure. Single main IDLE. If the retarded engine operates at IDLE and
boost pump failure is indicated by a L or R BST PUMP additional power reduction is required, then retard
caution and an EMER BST ON caution/light. An the advanced throttle as required. Use of the speed
emergency boost pump failure is indicated by a BST SYS brake must be considered.
MAL caution/light and no EMER BST ON caution/light. 2. Reduce electrical load to the minimum practical.
A multiple failure is indicated by two or more of the 3. Maintain split throttles until established in the traf-
above cautions on. Total electrical failure including the fic pattern.
emergency generator causes total boost pump failure Maintain one engine at as high a power setting as
without the usual cautions. With total boost pump failure, possible until the throttle must be retarded to
fuel is available to the engine by gravity feed only and permit landing.
fuel vaporization with resulting flameout of one or both
engines is probable. Flameout is most likely to occur FUEL LEAK (INFLIGHT).
during the first 30 seconds of gravity feed operation and is
more probable above 15,000 feet and/or at low power Prompt action is required to isolate the source of the leak
settings. to minimize fuel loss and fire hazard. Fuel leaks are most
often identified with fuel spilling or leaking from areas in
Fuel vaporization is caused by a combination of loss of the center or aft fuselage. A leak associated with a
boost pump pressure, and high altitude (low ambient particular engine bay likely originates beneath the engine
pressure) or high fuel temperature. Fuel temperature is aft of the JFS. CFT fuel vents are located underneath and
increased by electrical, AMAD, and hydraulic systems at the aft end of each CFT. Fuel venting from a CFT may
heat being transferred to the fuel in the heat exchangers. appear from the cockpit to be coming from an engine bay
The probability of fuel vaporization can be decreased by and indistinguishable from an engine fuel leak. A fuel
reducing fuel temperature and descending to a lower imbalance rapidly developing between the CFTs may be
altitude. Increased fuel flow is the most effective method an indication that the leaking fuel is coming from a CFT
of reducing fuel temperature. Reducing electrical load and not an engine bay. Placing the CONF TANK fuel
aids in reducing fuel temperature, but this effect is control switch to STOP TRANS must stop the leak if it is
delayed. The primary consideration is to ensure that at coming from the CFT vent. Flow from the wing tip vent
least one engine continues to operate. masts, CFT vent ports, and/or external fuel tank/pylon
outlets are indications of fuel venting malfunctions. Refer
BOOST PUMP FAILURE (SINGLE OR DOUBLE, to Uncommanded Fuel Venting.
ANY TWO).
If the leak can be associated with one engine bay, feed
With only one boost pump operating, operate the aircraft tank, or side of the aircraft, then the fire warning light for
at the lowest practical altitude below 30,000 feet and at a the engine on that side must be pressed to close the
higher (but not afterburner) power setting. airframe fuel shutoff valve. Placing the throttle OFF does
not isolate leaks upstream of the engine fuel control. If the
1. Maintain MIL power or below. leak is upstream of the airframe fuel shutoff valve, fuel
2. Land as soon as practical. loss may be reduced by stopping

3-38
 CSTO SR1F-15SA-1-2

any remaining external fuel transfer and shutting off the fuel If leak continues -
transfer and fuel boost pumps. The transfer and main boost
pumps can be shut off by turning both main generators off. 8. WING/CTR fuel control switches - STOP TRANS
The external tank transfer can be stopped by placing the 9. Engine FIRE warning light - RESET
WING and CTR fuel control switches to STOP TRANS. 10. Engine - RESTART
Monitor feed tank fuel quantities and turn the main 11. EMERG GEN switch - MAN
generators ON and/or place the refuel/transfer switches in
NORM as required to prevent feed tank depletion. Failure of NOTE
some fuel system components can cause loss of all fuel in a
few minutes. Consider increasing airspeed (without The EMER BST ON caution comes on and the
afterburner) to maximize range by using fuel which is BST SYS MAL caution remains off.
otherwise lost.
12. L GEN and R GEN switches - OFF If the BST SYS
MAL caution is on when both generator switches are
turned OFF, double engine flameout may occur due
to lack of boost pump pressure.
13. FUEL QTY gauge - MONITOR FEED TANKS
The afterburner may ignite leaking fuel.
If flight to emergency landing site requires more
NOTE than feed tank fuel -
Checking the fuel flow gauges may help to
14. L GEN and/or R GEN switches - ON AS
determine associated engine bay.
REQUIRED FOR FUEL TRANSFER AND FOR
LANDING
1. CONF TANK fuel control switch – STOP TRANS
15. WING/CTR/CONF TANK fuel control switches -
ON AS REQUIRED
NOTE
If fuel is still leaking after landing -
If the fuel leak stops upon selecting STOP TRANS,
refer to UNCOMMANDED FUEL VENTING.
16. Engine FIRE warning light(s) - PUSH
17. ENG MASTER switch(es) - OFF
If leak continues and can be associated with one
18. Throttles - OFF
engine bay -

2. Engine FIRE warning light - PUSH UNCOMMANDED FUEL VENTING.

3. Throttle - OFF
Uncommanded fuel venting can occur from the External
If source of leak cannot be determined - Fuel Tanks (EFTs), CFTs, and/or wingtip vent mast(s).
Internal fuel is vented through the left and right wingtip
2. Either engine FIRE warning light - PUSH masts. The primary EFT vent is at the aft end of each
3. Throttle - OFF individual pylon; the secondary vent is located in the lower
part of each tank. Both the primary and secondary CFT
If leak continues - vents are located at the lower aft end of each CFT. Fuel
flowing from any of these vents is, in all probability,
4. Engine FIRE warning light - RESET caused by fuel transfer system, refueling system, and/or
5. Engine - RESTART fuel pressurization/vent system failures. The probability of
6. Other engine FIRE warning light - PUSH a spontaneous dump system failure is extremely low. Fuel
7. Other engine throttle - OFF venting from a CFT may flow across the top and side of
the engine nozzle and create a vapor trail which increases
as engine RPM is increased.

Change 4 3-39
CSTO SR1F-15SA-1-2

be vented overboard. Feed tank fuel cannot be vented

overboard directly. The feed tanks should continue to be
refilled as long as fuel remains in Tank 1 or the internal
wing tanks. Turning the air source knob to OFF may
The afterburner can ignite venting fuel.
reduce the fuel loss rate if fuel pressurization
malfunctions are contributing to the venting flow. Turning
If fuel dump is selected with abnormal venting, the
off both main generators after ensuring that the
internal fuel tanks can overpressurize and rupture.
emergency generator is operating with a good emergency
Cycling the FUEL (dump) switch can also increase the
boost pump shuts off both internal wing transfer pumps
fuel loss rate. Therefore, the FUEL (dump) switch must
further reducing the loss rate. Internal fuel transfer is by
not be cycled in an attempt to correct uncommanded fuel
gravity feed only.
venting. Cycling the switch is acceptable if normal fuel
dumping does not stop when the switch is moved from
DUMP to NORM.

Although the feed tank fuel cannot be vented

overboard directly, if the fuel recirculation
valves are open due to high fuel temperatures,
If fuel dump is selected during abnormal venting,
feed tank fuel is circulated to the wing tanks
the internal fuel tanks can overpressurize and
where it can be vented overboard. This can result
rupture.
in a fuel loss of 50 - 100 pounds per minute,
even when only feed tank fuel remains. There is
Fuel venting from an individual EFT or CFT only affects
no cockpit indication of fuel recirculation valve
the fuel in that particular tank. For CFT venting, it is
position as the valves may be open even though
possible that the CFT opposite the one venting may be the
the FUEL HOT caution is not illuminated.
one actually losing fuel. Transfer from the remaining
tanks is normal. Due to the venting however, large lateral
If flight to a suitable landing site can be achieved with the
asymmetries can quickly develop. Selecting STOP
fuel onboard taking into account the loss from venting
TRANS on the affected tank stops the venting and
fuel, consideration may be given to allowing the fuel to
transfer. If the fuel in the affected tanks is needed to be
continue to vent and accepting the temporary lateral
transferred for either range, controllability or gross weight
asymmetry build up rather than shutting down the ECS
considerations, the switches remains in STOP TRANS
and electrical systems. If the amount of fuel loss is
until there is sufficient room in the internal tanks (1000-
unacceptable, shutting down the ECS and main generators
2000 lbs) before reselecting NORM. This allows a rapid
and relying on gravity feed for fuel transfer may be the
transfer of fuel from the affected tanks to minimize fuel
only way to stop the venting. ECS and electrical power
loss and lateral asymmetry build-up. Once the internal
may be reapplied as needed to transfer external fuel once
tanks are full, reselect STOP TRANS if venting
internal volume is available.
continues. Repeat this process until all affected fuel is
transferred.
Due to the number of potential causes for uncommanded
fuel venting, the procedural steps to be followed varies
Fuel venting from a wingtip vent mast presents a
with the type of venting, aircraft
potentially more serious problem. The potential exists for
all fuel, internal and external, except for feed tank fuel to

3-40 Change 3
 CSTO SR1F-15SA-1-2

configuration, fuel remaining and distance to a suitable gency oxygen bottle.

landing site.
If venting continues and flight to an emergency
NOTE landing site requires more than feed tank fuel -

Although the procedure steps are accomplished in 6. EMERG GEN switch - MAN
order, it is only necessary to perform those steps
required for safe recovery with the available fuel. NOTE
When fuel required to the landing destination is no
longer a factor, all switches may be returned to The EMER BST ON caution comes on and the
their premalfunction positions to restore transfer BST SYS MAL caution remains off.
and pressurization functions. If fuel venting reoc-
curs, it is acceptable to allow it to vent while the 7. L GEN and R GEN switches - OFF
remaining fuel is transferred and consumed to
avoid landing at a heavy gross weight.

UNCOMMANDED FUEL VENTING (WINGTIP MAST).

1. FUEL (dump) switch - NORM If the BST SYS MAL caution is on when both
2. WING/CTR/CONF TANK fuel control switches - generator switches are turned OFF, double engine
STOP TRANSFER flameout can occur due to lack of boost pump
If any external tank is partially full, the aircraft may pressure.
exceed the aft CG limit at light internal fuel weights
due to fuel moving aft in the external tanks. If the 8. FUEL QTY gauge - MONITOR FEED TANK
aircraft appears overly sensitive in pitch, it may be Fuel gravity feeds from internal wing tanks and
necessary to jettison the external tanks. tank 1 into feed tanks, however feed tanks may also
3. EXT TRANS switch - OPPOSITE SOURCE OF be refilled by turning on a main generator thus
EXTERNAL VENTING (if applicable) activating transfer pumps.
4. SLIPWAY switch - OPEN
If CFT transfer is desired/required –
If venting continues and flight to an emergency
landing site requires more than feed tank fuel - NOTE
Ensure there is sufficient room in the internal
5. Air source knob - OFF (below 25,000 feet)
tanks (1000 to 2000 lbs) before transferring fuel.
Expect an ECS caution once the Air Source knob is
This allows a rapid transfer of fuel from the af-
turned off.
fected tanks to minimize fuel loss and lateral
asymmetry build-up. Once the internal tanks are
NOTE full, reselect switches to their previous position if
The supply of bleed air to the MSOGS concentrator venting continues. Repeat this process until all af-
is shut off when the air source knob is turned off. If fected fuel is transferred.
the BOS is charged, it automatically provides oxy-
gen enriched breathing gas to the regulators. If the 9. L GEN and R GEN switches - ON AS REQUIRED
BOS is not charged or becomes depleted, descend 10. SLIPWAY switch - CLOSE
below 10,000 feet MSL. Consider using the emer- 11. CONF TANK fuel control switch – NORM

3-41
CSTO SR1F-15SA-1-2

If EFT transfer is desired/required - EXTERNAL VENTING

NOTE 3. SLIPWAY switch - OPEN

Ensure there is sufficient room in the internal If EFT venting continues and flight to an emer-
tanks (1000 to 2000 lbs) before transferring fuel. gency landing site requires more than internal
This allows a rapid transfer of fuel from the af- fuel -
fected tanks to minimize fuel loss and lateral
asymmetry build-up. Once the internal tanks are 4. Air source knob - OFF (below 25,000 feet)
full, reselect switches to their previous position Expect an ECS caution once the air source knob is
if venting continues. Repeat this process until all turned off.
affected fuel is transferred.
NOTE
9. Air source knob - BOTH
10. SLIPWAY switch - CLOSE The supply of bleed air to the MSOGS concen-
11. WING/CTR fuel control switches - ON AS trator is shut off when the air source knob is
REQUIRED turned off. If the BOS is charged, it automatical-
ly provides oxygen enriched breathing gas to the
When feed tank fuel sufficient for flight to an regulators. If the BOS is not charged or becomes
emergency landing site - depleted, descend below 10,000 feet MSL. Con-
sider using the emergency oxygen bottle.
12. L GEN and R GEN switches - ON
13. Air source knob - BOTH If external fuel transfer is desired/required or
14. SLIPWAY switch - CLOSE internal fuel is insufficient for flight to emer-
15. Land as soon as practical gency landing site -
If practical, delay landing until venting has
stopped to minimize fire potential due to leaking NOTE
fuel after landing. This may require that only feed
tank fuel remains. Ensure there is sufficient room in the internal
tanks (1000 to 2000 lbs) before transferring fuel.
This allows a rapid transfer of fuel from the af-
fected tanks to minimize fuel loss and lateral
asymmetry build-up. Once the internal tanks are
full, reselect switches to their previous position
If the fuel recirculation valves are open, fuel is if venting continues. Repeat this process until all
dumped overboard as long as aircraft electrical affected fuel is transferred.
power remains on. Use caution after landing
during taxi to keep the nose of the aircraft point- 5. Air source knob - BOTH
ed into the wind to prevent fuel from being 6. SLIPWAY switch - CLOSE
blown towards the brakes. Fuel continues to 7. WING/CTR/CONF TANK fuel control switches –
drain for several minutes even after the aircraft NORM AS REQUIRED
is shut down due to residual fuel in the surge
tanks. If external fuel transfer not desired and internal
fuel is sufficient for flight to emergency landing
UNCOMMANDED FUEL VENTING (EFT AND/OR site -
CFT).
5. Air source knob – BOTH
1. WING/CTR/CONF TANK fuel control switches - 6. SLIPWAY switch – CLOSE
STOP TRANSFER 7. Land as soon as practical
If practical, delay landing until venting has
2. EXT TRANS switch - OPPOSITE SOURCE OF

3-42
 CSTO SR1F-15SA-1-2

stopped to minimize fire potential due to NOTE

leaking fuel after landing.
• For ADCP, the display flow low caution may
appear for a brief period of time during certain
flight conditions, i.e., high-power low- speed flight.
This is considered normal as long as the caution
goes out when the flight conditions are changed.
If the fuel recirculation valves are open, fuel is
dumped overboard as long as aircraft electrical • For ADCP II, a 30 second delay occurs before the
power remains on. Use caution after landing caution is displayed if low flow conditions are
during taxi to keep the nose of the aircraft pointed detected. If a DSPL FLO LO caution appears, flight
into the wind to prevent fuel from being blown conditions should be changed as soon as possible to
towards the brakes. Fuel continues to drain for improve display cooling.
several minutes even after the aircraft is shut
down due to residual fuel in the surge tanks. A ruptured ECS duct can allow preconditioned bleed air
to leak onto fuel tank one. The bleed air can melt tank
DISPLAY FLOW LOW CAUTION one and cause a fuel leak. There is no fire protection or
(AIR). bleed air warning system in this area of the aircraft. The
only way to stop an ECS air leak is to turn the air source
knob off. One symptom of a ruptured ECS duct is failure
A DSPL FLO LO caution indicates low cooling air flow to
of g-suit operation.
the cockpit displays, including the UFCs, HUD, MPDs,
and MPCDs. The primary concern in this case is damage to
1. Verify g-suit operation.
the displays due to overheat. Nonessential displays must be
turned off for their own protection. The MPD/MPCD are
If g-suit does not inflate -
the most heat sensitive displays without internal overheat
protective circuitry, and must be turned off as soon
2. Air source knob - OFF
possible. The HUD is the most reliable display and has
limited overheat protection circuitry which turns itself off
upon impending heat damage. The HUD remains off until NOTE
turned on again by the pilot. If cabin airflow is normal, it Shutting off air source results in loss of cockpit
can be assumed that some cooling air flow is available to pressurization, canopy seal, external fuel tank
the displays. As a minimum, the HUD, UFCs, and the rear pressurization, and normal MSOGS operation.
cockpit right MPD must remain on. This provides the pilot
with flight information and allows the WSO to monitor 3. OXYGEN pressure regulator - 100%
fault indications. Turning the emergency vent handle below 4. Descend to lowest practical altitude (25,000 feet
18,000 feet lowers cabin pressure, and therefore increases maximum).
display cooling flow. 5. Nonessential avionics - OFF
6. EMERG VENT handle - TURN AND PULL
During single engine low or high RPM operation, ECS BELOW 18,000 FEET (below 25,000 feet if situa-
performance is degraded and a DSPL FLO LO caution may tion warrants)
come on with the ECS operating normally. Display cooling 7. Land as soon as possible.
is marginal but is adequate for short term operations.
Optimum ECS performance is achieved between 10,000
and 40,000 feet MSL, 250 to 450 KCAS with the engines NOTE
at a mid-range power setting. ECS performance is Optimum RAM air cooling is obtained near
degraded near either idle or MIL power. 15,000 feet, between 300 and 450 KCAS de-
pending on atmospheric conditions. The ACMU
temperature can be used to verify adequate cool-
ing.

Change 4 3-43
CSTO SR1F-15SA-1-2

If g-suit inflates - If OXYGEN caution light comes on -

2. Maintain 250-450 KCAS (engines mid-range). 1. OXYGEN pressure gauge - CHECK

NOTE If BOS is not available or when BOS pressure

falls below 50 psi -
ECS performance is degraded near either idle or
MIL power. 2. Descend below 10,000 feet MSL.

3. Maintain altitude between 10,000 and 40,000 feet.

4. FLOW switch - MIN

If caution remains on -
If experiencing hypoxia symptoms, failure to ac-
5. Nonessential displays - OFF tivate the emergency oxygen bottle and discon-
6. EMERG VENT handle - TURN AND PULL nect from the aircraft oxygen system can result
BELOW 18,000 FEET (below 25,000 feet if situa- in crew incapacitation.
tion warrants)
7. Land as soon as practical. PBG MALFUNCTION.
A malfunction of the oxygen regulator while in PBG may
EXTREME COCKPIT cause excessive pressure or failure of pressure to decrease
TEMPERATURE. when g is reduced. Removing the left test port cap
assembly on the oxygen regulator control panel relieves
If temperature control cannot be maintained in the excessive pressure. Normal oxygen is provided with
AUTO - the cap removed, but the PBG function is disabled.
Removal of the cap has no effect on oxygen system
1. TEMP switch - MANUAL depletion rate.
2. Temperature control knob (cold/hot) - ADJUST
If excessive pressure is experienced or high
If this fails and temperature becomes excessive - pressure continues after g is reduced -

3. EMERG VENT handle - TURN AND PULL 1. OXYGEN SUPPLY lever - ON

BELOW 18,000 feet (below 25,000 feet if situation
warrants) If pressure is not relieved -

If temperature hot and altitude low - 2. OXYGEN left test port cap assembly - REMOVE

4. Consider a climb to cooler air and/or deceleration If pressure is still not relieved -
to slower speed.
3. Oxygen hose - DISCONNECT
OXYGEN CAUTION LIGHT. 4. Cockpit pressure altitude - 10,000 feet maximum
An illuminated OXYGEN caution light indicates a low
Partial Pressure of Oxygen (PPO2), a low concentrator If unable to descend immediately -
outlet pressure, or internal BIT failure. The BOS is
automatically engaged whenever the OXYGEN caution 5. Land as soon as practical.
light comes on. The gauge indicates the BOS pressure
available, and may be as high as 450 psi. If a low
MSOGS concentration occurs and an automatic
switchover to BOS does not occur, the pilot can press and
release the OXY BIT button/light to manually change
over to BOS. If the BOS is not charged, or becomes
depleted, descend below 10,000 feet. Consider using the If experiencing hypoxia symptoms, failure to ac-
emergency oxygen bottle. tivate the emergency oxygen bottle can result in
crew incapacitation.

3-44 Change 3
 CSTO SR1F-15SA-1-2

SMOKE, FUMES, OR FIRE IN

COCKPIT.
Consider all unidentified odors in the cockpit as toxic. Do The emergency oxygen supply (bailout bottle)
not confuse condensation from the air conditioning system does not supply sufficient oxygen flow for normal
with smoke. The most probable source of visible smoke or breathing unless the oxygen supply hose is dis-
fumes in the cockpit is from the engine or residual oil in the connected from the CRU-94/P. This action per-
ECS ducts which can enter the cockpit through the ECS mits smoke and fumes to enter the mask.
system via the center pedestal air outlet and/or cabin defog
outlets. This smoke is blue-gray in color, has a characteristic NOTE
pungent odor, and may cause the eyes to sting. This odor
may be noticed during engine run-up (if accomplished), Severe smoke may indicate an oil system prob-
during takeoff roll, and occasionally during supersonic lem. Retard the throttles as low as possible and
flight. Severe cases of smoke may indicate a potential monitor engine oil pressure indicators.
engine oil system problem. If possible, retard throttles to the
lowest thrust possible and monitor engine oil pressure If required -
indicators. Refer to Oil System Malfunctions if oil pressure
problem is indicated. 2. EMERG VENT handle - TURN AND PULL
BELOW 18,000 feet (below 25,000 feet if situation
Another possible source of smoke or fumes is an electrical warrants)
malfunction or overheat in equipment located in the cockpit.
In the event of electrical short or overload condition, this If engine oil smoke suspected -
equipment may generate electrical smoke (usually white or
gray in color) but does not cause an open fire since cockpit 3. Throttles - MINIMUM PRACTICAL
equipment uses very little electrical current. Cockpit
electrical wiring insulation may smolder and create smoke, 4. Monitor oil pressure indicator and refer to Oil Quan-
but does not erupt into a seriously damaging fire. There are tity Malfunction.
no fuel or hydraulic lines passing through or near the cockpit
area, hence, the possibility of cockpit fire is remote. Both NOTE
main generators may be turned off after emergency boost
If the source of smoke is identified to a specific
system operation is confirmed.
engine/oil system, placing the throttle of the af-
fected engine to IDLE and positioning the air
If smoke or fumes detected -
source knob to the opposite engine may prevent
additional smoke from entering the cockpit.
1. OXYGEN regulator - 100% AND EMERGENCY
Placing the diluter lever to 100% and the emergency
If electrical smoke confirmed -
lever to EMERGENCY provides oxygen under
positive pressure. This prevents smoke and fumes
3. Nonessential electrical equipment - OFF
from entering the mask even if the mask leaks.
4. Land as soon as practical.

3-45
CSTO SR1F-15SA-1-2

If cockpit visibility restricted - LOSS OF CABIN PRESSURE.

5. Canopy - JETTISON Loss of cabin pressure can occur rapidly or develop
slowly for no apparent reason and can be verified by the
cabin pressure altimeter. A faulty oxygen regulator or a
leaking mask/hose can quickly render the crew
incapacitated from hypoxia. Since there is no automatic
back-up oxygen system on the F-15 this procedure will be
If the cockpit is the source of the smoke or
used when a suspected cabin pressure problem is
fumes, canopy jettison may cause an eruption of
experienced.
flames around the aircrew.
1. Oxygen regulator - ON/PBG 100%, EMERGENCY
If electrical fire/smoke persists -

6. EMERG GEN switch - MAN

NOTE
• If after selecting the oxygen regulator to ON/
The EMER BST ON caution comes on and the PBG, 100%, EMERGENCY and oxygen flow
BST SYS MAL caution remains off. is insufficient or abnormal consider activating
the emergency oxygen bottle by pulling the
7. L GEN and R GEN switches - OFF green ring and disconnecting the lower hose
(normal oxygen regulator supply hose) from
the CRU-94/P or 60/P.

• Monitor and normalize rate/depth of breathing

(average respiratory rate equates to approxi-
If the BST SYS MAL caution is on when both mately one breath every five seconds).
generator switches are turned OFF, double en-
gine flameout may occur due to lack of boost 2. Descend to lowest practical altitude BELOW
pump pressure. 25,000 feet maximum (below 18,000 feet if situa-
tion allows).
If electrical fire still persists -

8. EMERG GEN switch - ISOLATE

NOTE
Due to the possibility of decompression sickness,
In ISOLATE mode, rear cockpit power and inter- if cabin altitude exceeds 18,000 feet following
com are lost and the MSOGS system does not the unintended loss of cabin pressure, land as
generate oxygen (the system reverts to BOS). soon as practical for evaluation by a flight sur-
The WSO must be advised prior to initiating geon or other aviation medical authority.
ISOLATE mode.
NOTE
9. Follow Oxygen Caution procedure.
Above 10,000 feet cabin pressure altitude, sup-
If fire is intolerable - plemental oxygen is required.

10. Eject. 3. EMERG VENT handle - CHECK IN AND FULLY

CLOCKWISE
4. TEMP switch - AUTO or MAN
5. Air source knob - BOTH/LEFT/RIGHT (as applica-
ble).

3-46 Change 4
 CSTO SR1F-15SA-1-2

OXYGEN MALFUNCTION/HYPOXIA troduced into the ECS. Contaminates such as hy-

draulic fumes can also be introduced through the
SYMPTOMS. ECS by other aircraft system failures.

It is extremely important to recognize hypoxia symptoms as If oxygen malfunction or hypoxia symptoms exist
quickly as possible. In addition to actual hypoxia, there are -
other causes of hypoxia-like symptoms that include, but are
not limited to, hyperventilation (hypocapnia) and increased 1. Oxygen regulator - ON/PBG, 100%, EMERGENCY
work of breathing. Individual hypoxia symptoms are
different and can change over time. Aircrew should note
their individual hypoxia symptoms during physiological
initial and refresher training in order to immediately
recognize an abnormal condition.
• If MSOGS contamination is suspected, the
Hypoxia is a dangerous condition with onset that vary with only remaining option(s) may be to lower/re-
altitude. Loss of cabin pressure with a fully functioning move oxygen mask if below 10,000 feet cabin
oxygen system creates an emergency situation (see Loss of pressure altitude, or if above 10,000 feet cabin
Cabin Pressure) but is not generally incapacitating. A loss of pressure altitude, activate the emergency oxy-
cabin pressure coupled with an oxygen system malfunction gen bottle by pulling the green ring and discon-
can quickly render the crew incapacitated from hypoxia necting the lower hose (normal oxygen
depending of what altitude at which it occurs. regulator supply hose) from the CRU-94/P or
60/P.
Time of Useful Consciousness (TUC) without a functioning
oxygen system is dependant on many factors. For an average • If after selecting the oxygen regulator to ON/
person it can be as short as: FL430 from 9 to 12 seconds; PBG, 100%, EMERGENCY, and oxygen flow
FL400 from 15 to 20 seconds; FL350 from 30 seconds to is insufficient or abnormal, consider activating
one minute; FL300 from 1 to 2 minutes; FL250 from 3 to 5 the emergency oxygen bottle by pulling the
minutes; FL180 from 20 to 30 minutes. Significant exertion, green ring and disconnecting the lower hose
poor nutrition, dehydration, or a rapid decompression can (normal oxygen regulator supply hose) from
significantly reduce TUC. A faulty oxygen regulator, a the CRU-94/P or 60/P.
leaking mask/hose, or the crewmember simply removing
their oxygen mask can also cause hypoxia without • Monitor and normalize rate/depth of breathing
experiencing a loss of cabin pressure. Regardless of the (average respiratory rate equates to approxi-
cause of hypoxia symptoms, it is critical to immediately mately one breath every five seconds).
select the oxygen regulator switches to ON/PBG, 100%,
EMERGENCY, descend, and normalize rate/depth of 2. Descend to lowest practical altitude.
breathing (average respiratory rate equates to approximately
one breath every five seconds). NOTE
Above 10,000 feet cabin pressure altitude, supple-
NOTE mental oxygen is required.
The MSOGS system is not specifically designed to
filter out all possible contaminates that can be in- 3. Land as soon as practical.

Change 4 3-46A/(3-46B blank)

 CSTO SR1F-15SA-1-2

BLEED AIR CAUTION. 3. FIRE warning system - TEST

Bleed air malfunctions have the potential for developing into

serious situations. Depending on the location of the hot air
leak, various indications can result, causing pilot confusion
and misinterpretation. If shutting off the bleed air from the affected en-
gine and reducing throttle to IDLE does not elimi-
Complex bleed air malfunctions can be caused by nate the problem, shutting down the engine may
catastrophic failure of the bleed air ducting. These failures be the only way to terminate the bleed air flow
can cause penetration of engine bay walls and allow hot air and prevent extensive damage or possible loss of
to enter the AMAD bay and/or opposite engine bay. Bleed the aircraft.
air failure may illuminate the associated engine fire light or
the engine/AMAD fire detection loops may be severed, If both cautions come on -
causing loss of fire detection and warning. L or R BLEED
AIR cautions may or may not come on and the engine with 1. Air source knob - OFF (below 25,000 feet)
the bleed air malfunction may not be immediately apparent.
This type of failure may be associated with other, sometimes NOTE
conflicting, indications including but not limited to ENG
CONTR cautions, FUEL HOT cautions, ECS caution, and • The supply of bleed air to the MSOGS concen-
AMAD fire lights. trator shuts off when the air source knob is
turned off. If the BOS is charged, it automati-
While operating at low power settings near idle with a single cally provides oxygen enriched breathing gas
air source selected, the low ECS airflow affects the output to the regulators. If the BOS is not charged, or
from the MSOGS concentrator, which may result in some becomes depleted, descend below 10,000 feet.
breathing restriction during inhalation. Increase RPM of air Consider using the emergency oxygen bottle.
source engine slightly to correct the breathing restriction. • Optimum RAM air cooling is obtained near
15,000 feet, between 300 and 450 KCAS de-
If L or R BLEED AIR caution comes on - pending on atmospheric conditions. The
ACMU temperature can be used to verify ade-
1. Air source knob - OPPOSITE SOURCE quate cooling.

If caution remains on - 2. FIRE warning system - TEST

2. Throttle (affected engine) - IDLE

Change 3 3-47
CSTO SR1F-15SA-1-2

ECS CAUTION (AIR). Optimum RAM air cooling is obtained near 15,000 feet,
between 300 and 450 KCAS depending on atmospheric
An ECS caution indicates low airflow or overtemperature conditions. The ACMU temperature can be used to verify
of the avionics cooling air. The caution occurs if the adequate cooling.
ACMU temperature exceeds 126ºF for 30 continuous
seconds or if a no airflow condition is detected. The ECS turbine bearing disintegration and failure generally
ACMU discharge temperature can be viewed on the causes a high pitched whine that increases in pitch as
MPD/MPCD via the ENG format. With an ECS caution, engine RPM rises. It can be accompanied by vibration in
avionics overheat and damage is the primary concern. the floor area, an ECS caution, and/or smoke and fumes.
The FCC and AHRS are the most critical for continued The only way to shut the ECS turbine down is by placing
safe operation. The temperature of the FCC and AHRS the TEMP switch or air source knob to OFF.
can be monitored on the DETAIL FCS BIT format.
Engine operation in SEC mode or at very low or very
high engine RPM degrades ECS operation. Maintain
moderate altitudes, airspeeds, and power settings if the
ECS caution is present. Optimum ECS performance is When landing single engine with an illuminated
achieved between 10,000 and 40,000 feet MSL, 250 to ECS caution, an automatic avionics shut down
450 KCAS with the engines at a mid-range power setting. will occur upon touchdown or during landing
ECS performance is degraded near either idle or MIL rollout. The HUD and cockpit displays go blank,
power. and RADIO 1 is inoperative. Aerobrake using
backup visual references.
Turning off liquid-cooled components (radar, DEWS, and
IRST) and reducing cabin flow to MIN FLOW has a A ruptured ECS duct can allow preconditioned bleed air
direct effect on decreasing ACMU temperature. Alter to leak onto fuel tank one. The bleed air can melt tank
cabin flow and shut down these systems as soon as the one and cause a fuel leak and increase potential for a fire.
mission allows. If radar operation is necessary, the radar There is no fire protection or bleed air warning system in
heat load can be reduced by discontinuing HPRF this area of the aircraft. One symptom of a ruptured ECS
operations and selecting RGH modes. Liquid-cooled duct is g-suit operation failure. The only way to stop an
radar LRUs automatically shut down if they sense an ECS air leak is to turn the air source knob to OFF.
overheat condition. If the ECS caution persists after
reducing the radar load and minimizing cockpit flow, turn 1. Verify g-suit operation.
off nonessential avionics for their own protection.
Avionics that cannot be turned off (transformer rectifiers, If g-suit does not inflate -
AAI/IFF, ECSMU, etc.) continue to be susceptible to heat
damage. 2. Air source knob - OFF

Turning the EMERG VENT handle dumps cockpit

NOTE
pressurization. Pulling the handle diverts ECS cockpit air
to the avionics and allows ram flow to enter the cockpit Shutting off air source results in loss of cockpit
as a function of handle extension. Turning off the TEMP pressurization, canopy seal, external fuel tank
switch changes avionics cooling to ram air and shuts off pressurization and normal MSOGS operation.
the LCS pump. Since pump operation is required to cool
the radar, DEWS, and IRST, ensure all are turned OFF to 3. OXYGEN pressure regulator - 100%
prevent overheat damage. The radar array and power 4. Descend to lowest practical altitude (25,000 feet
supply shuts off automatically if the overtemperature maximum).
sensor or low flow switch found in both components 5. Nonessential avionics - OFF
detect high liquid temperature or low liquid flow to either 6. EMERG VENT handle - TURN AND PULL
unit. The ACMU temperature, FCC/AHRS temperature, BELOW 18,000 feet
ECS caution, and FCS HOT cautions can be used to (below 25,000 feet if situation warrants)
monitor avionics cooling airflow and temperatures. 7. Land as soon as possible.

3-48 Change 4
 CSTO SR1F-15SA-1-2

NOTE L OR R ECS TEMP CAUTION (AIR).

Optimum RAM air cooling is obtained at 400
The L ECS TEMP or R ECS TEMP caution indicates that
KCAS and 15,000 feet. Shutting off the TEMP
the ECS air temperature downstream of the respective
switch results in the loss of normal MSOGS opera-
primary heat exchanger has exceeded operating limits. The
tion, however, canopy seal and fuel pressurization
bleed air over-temperature protection system automatically
should operate normally.
closes the respective bleed air shutoff valve to reduce the
temperature on downstream components to limit potential
If g-suit inflates -
damage and maintain ECS air temperatures below the
autoignition temperature of fuel, oil, and hydraulic fluids.
2. Maintain 250-450 KCAS (engines mid-range).
3. Maintain altitude between 10,000 and 40,000 feet. If both sources experience over-temperature conditions,
4. ACMU temperature - MONITOR both cautions are displayed but only the first source
detected is shut off. The other bleed air source continues to
If the ACMU temperature is not decreasing - operate, even in an over-temperature condition. The BIT
format displays ECS* and the BIT DETAIL ECS format
5. Nonessential avionics - OFF must be used to determine which bleed air source is shut
off. The BIT DETAIL ECS format displays either L ECS
6. EMERG VENT handle - TURN AND PULL BELOW
TEMP FAIL or R ECS TEMP FAIL to indicate which
18,000 feet
source is commanded to shut down.
(below 25,000 feet if situation warrants)

If ACMU temperature is still not decreasing and

ECS caution still remains on -

7. TEMP switch - OFF The bleed air over-temperature protection system

does not track if a bleed air shutoff valve or en-
gine is turned off manually and can result in a
dual bleed shutdown if the opposite source subse-
quently exceeds operating limits and is automati-
cally shut off.
Turning the TEMP switch to OFF places both
FCCs on ram air cooling. Insufficient cooling can
A reset of the bleed air shutoff valve may be performed to
result in overheating and potential damage. Monitor
attempt to provide normal ECS operation during the return
the FCC/AHRS temperatures on the DETAIL FCS
to base, but the region where the caution(s) appeared must
BIT format.
be avoided. Airspeed and throttle position have the largest
effect on the bleed air temperature. Increase or decrease
NOTE airspeed away from the flight condition where the failure
occurred and maintain a mid-range throttle position(s)
• Shutting off the TEMP switch results in the loss
before attempting a reset. The bleed valve can be reset
of normal MSOGS operation and switches avi-
from the BIT DETAIL ECS format by momentarily
onics to ram air cooling.
selecting ECS TMP RST PB 15. The legend boxes for 5
seconds and then remove the caution(s) and BIT page
• Optimum RAM air cooling is obtained at 400
indications. If the over-temperature condition still exists,
KCAS and 15,000 feet. Shutting off the TEMP
the caution(s) and BIT indications return after 20 seconds.
switch results in the loss of normal MSOGS op-
eration, however, canopy seal and fuel pressur-
If an L ECS TEMP and/or R ECS TEMP caution is
ization should operate normally.
displayed, only one bleed air source for ECS cooling air is
available. If an ECS caution subsequently occurs, maintain
moderate altitudes, airspeeds, and

Change 4 3-49
CSTO SR1F-15SA-1-2

power settings and refer to the ECS CAUTION (AIR) 6. Land as soon as practical.
procedure. Optimum ECS performance is achieved
between 10,000 and 40,000 feet MSL, 250 to 450 KCAS If caution returns -
with the engines at a midrange power setting. ECS
performance is degraded near either idle or MIL power. 5. Maintain 250-450 KCAS (throttles mid-range).
6. Maintain altitude between 10,000 and 40,000 feet.
1. Adjust airspeed away from the region where the 7. Land as soon as practical.
caution occurred.
LCS SHUTOFF CAUTION (AIR).
NOTE
The LCS SHUTOFF caution indicates the liquid cooling
While operating at low power settings near idle system has detected low system pressure and the LCS
with a single air source selected, the low ECS pump has automatically shut off. A system pressure drop
airflow affects the output from the MSOGS con- is likely caused by a coolant leak or pump failure. Low
centrator, which may result in some breathing liquid pressure displays ECS* on the BIT format with
restriction during inhalation. Increase RPM on LCS PRESSURE FAIL displayed on the BIT DETAIL
the operating air source engine slightly to correct ECS format. The radar and DEWS automatically shut off
the breathing restriction. if sensors detect a high liquid temperature or low liquid
flow. The IRST continues to operate with weight off
2. Throttle(s) – MID-RANGE wheels and must be manually turned off to prevent heat
3. On BIT DETAIL ECS format, check L ECS TEMP damage. The radar and DEWS is also manually turned
FAIL or R ECS TEMP FAIL to determine failed off. Land as soon as practical due to the potential for an
source. LCS coolant leak.
4. ECS TMP RST (PB 15) - SELECT
1. IRST switch - OFF
If caution resets - 2. RADAR power knob - OFF
3. EW PWR switch - OFF
5. Avoid the flight condition where the failure 4. Land as soon as practical.
occurred.

3-50
 CSTO SR1F-15SA-1-2

ENGINE FIRE INFLIGHT. shut off, do not press the light again unless engine restart is
necessary. If the fire extinguisher is used successfully, do
not consider restarting the engine unless absolutely
If a fire light comes on, or a voice warning WARNING,
necessary.
ENGINE FIRE LEFT (or RIGHT) is heard, or indications of
an engine/aft fuselage fire are observed, perform this
1. Throttle(s) - IDLE
procedure. A fire in the afterburner section or in the vicinity
of the nozzle does not cause a FIRE light to come on; the L
If warning light goes off or fire out -
(R) BURN THRU light comes on and the AB BURN
THRU, LEFT (RIGHT) voice warning is heard. If an
2. Fire warning system - TEST
afterburner/nozzle burn through occurs, reducing the throttle
3. Monitor other fire indications closely.
to IDLE extinguishes the fire within 30 seconds. If the initial
throttle reduction causes the light to go off or fire indications
If warning light remains on or fire persists -
to cease and the fire detection system tests good, restrict
thrust on the affected engine. An internal engine fire in the
2. ENGINE FIRE warning light - PUSH
afterburner section may be caused by an oil leak. If the
3. Throttle - OFF
engine is still windmilling after shutdown, the fire may
4. Fire extinguisher - DISCHARGE
continue until the oil supply is depleted. If a fire light is
accompanied by other indications of a fire (e.g., smoke,
control difficulties, bleed air light, hydraulic or electrical
anomalies), complete the procedure. With indications of
explosion or catastrophic failure, do not delay completing
engine shutdown steps. This may terminate fuel to the fire Engine fire warnings may be caused by cata-
before it becomes self sustaining. Since the fire detect strophic bleed air failures of the indicated engine
circuits detect heat, cockpit fire lights may remain and, in some cases, of the opposite engine, with or
illuminated for some time after the fire is out until heat in without bleed air lights.
the engine dissipates. Once the light is pushed and the fuel

3-51
CSTO SR1F-15SA-1-2

If fire persists - If unable to determine which generator is

affected -
5. Eject.
7. Engine GEN switch - OFF
(one at a time to isolate source)
AB BURN THRU INFLIGHT.
Normally if a fire occurs in the afterburner section, the
left or right afterburner burn thru lights come on and the
voice warning is heard. AB BURN THRU may give no
light/voice warnings. Visual indications and/or power If the BST SYS MAL caution is on do not turn
loss may be the only clues. The high temperatures (blow both generator switches OFF at the same time.
torch effect) burn thru causes localized damage that can Double engine flameout may occur due to lack
result in engine to engine burn through or stabilator of boost pump pressure.
actuator failure. No fire suppression is provided since
If fire persists -
termination of after burner extinguishes the source of the
flame. 8. Eject.

1. Throttles - RETARD TO MIL OR BELOW AMAD FAILURE.

2. Land as soon as practical.
AMAD failure is indicated by the simultaneous loss of
AMAD FIRE INFLIGHT. the PC system, the utility pump, and the generator on the
same side. If this occurs:
The most likely cause of an AMAD FIRE light in flight is
the generators. If indications of a fire (AMAD FIRE light 1. Throttle - IDLE
and WARNING, AMAD FIRE voice warning) exist, 2. Electrical loads - REDUCE IF PRACTICAL
check electrical indications as well. Turning off a
generator may remedy the situation.
NOTE
1. Throttles - REDUCE If the ELEC LOAD SHED switch is in NORM
while terrain following, expect the power to the
If fire warning light goes out - NAV pod to be removed without warning within
30 seconds.
2. Fire warning system - TEST
3. Monitor other fire indications closely.
3. Refer to Electrical and Hydraulic Failures.
If fire warning light remains on -
If double AMAD failure occurs -
2. AMAD light - PUSH
4. Eject.
3. Fire extinguisher - DISCHARGE AND HOLD
If double AMAD failure occurs, total hydraulic
(until JFS READY light confirmed out; 3 seconds
and electrical power are lost and aircraft control is
maximum)
impossible.
4. (JFS) STARTER switch - OFF
SINGLE ENGINE STALL/
If fire warning light still remains on -
STAGNATION/OVERTEMP/FLAME-
5. EMERG GEN switch - MAN
OUT.
NOTE Engine stalls are the result of a disruption of airflow
across one or more fan/compressor blades. Although
The EMER BST ON caution comes on and the
many conditions affect compressor airflow (i.e. aircraft
BST SYS MAL caution remains off.
maneuvering, ice, DEC, afterburner back pressure, etc.)
most do not exceed the designed stall margin of the
6. Affected engine GEN switch - OFF
engine. High altitude/slow flight and

3-52
 CSTO SR1F-15SA-1-2

maneuvering all increase the sensitivity to stall because they If stall does not clear -
increase airflow disturbances to the face of the engine. If a
stall does occur, it is apparent by higher than normal 2. ENG CONTR switch - OFF
temperatures and RPM decreasing to sub-idle.
If RPM is less than 65% and no response to throt-
Stalls normally produce an audible pop, bang, or thud but tle movement, or if EGT continues to rise -
may occur without audible warning. Engine instruments
may not indicate anything unusual but RPM rollback, 3. Throttle - OFF
increased EGT, and nozzle opening may be noted for more 4. Perform restart.
severe stalls at MIL and above. Generally, the stall is self-
clearing. However, quickly retarding the throttle to MIL If engine overtemp warning activated (blade tem-
(IDLE if nonafterburner stall) aids in recovery. If the fan/ perature greater than 1,845°F) -
compressor stall does not self clear the disturbed airflow
propagates through the compressor resulting in a stagnation. 5. Throttle - SET AT IDLE (if practical)
If a stagnation does occur the engine must be shutdown and
restarted. A stagnation is characterized by rising EGT and DOUBLE ENGINE STALL/
decreasing RPM with no change in throttle position. EGT STAGNATION/OVERTEMP/
may exceed 980°C or stabilize at some lower level. After the
stagnation is cleared and the engine is restarted, engine FLAMEOUT.
operation is based on the engine OVERTEMP voice
Three conditions can cause double engine flameout: all
warning. If the warning is activated during the stagnation,
boost pumps inoperative, empty feed tanks or mechanical
the engine may be started to provide redundant hydraulic
failure of both engines. If both main boost pumps and the
and electrical power but must be left in idle unless additional
emergency boost pump are not operating, restart is
thrust is required to ensure safe recovery. If the warning is
possible only within a severely restricted flight envelope.
not activated, normal engine operating limits apply.
If altitude permits, immediately lower the nose to maintain
If an engine stall occurs, retard the throttle to midrange or 350 - 400 knots. Check RPM and EGT to determine
below. If subsequent stalls occur, follow normal stall whether the engines are flamed out or stagnated. If the
recovery procedures and restrict throttle movement to flameouts
midrange and below.
were caused by temporary fuel starvation, they may restart.
If the engines are stagnated, they must be shut down and
restarted. Shut down the right engine first unless the engine
OVERTEMP voice alert is activated (BLADE TMP >
1,845°F). If the overtemp warning is activated, or EGT
Nonrecoverable engine stalls/failures can cause sig- exceeds 980°C, shut down the engine with the lower EGT.
nificant engine damage. In some cases, the damage
may prevent audible voice warnings and the display During a double engine out situation, regardless of
of engine-related cautions. Affected engine data airspeed, altitude or cause, attempt a spool down restart;
may not display on the EMD and/or MPD/MPCD. however, the primary task is to maintain enough hydraulic
Aircrew must use all means available to monitor power for aircraft control while getting at least one engine
engine and system performance when determining producing normal power. A single engine at about 20% or
the correct course of action. both engines at 14%provide enough hydraulic power for
flight control and emergency generator operation. An
1. Throttles - CHOP TO IDLE (MIL if in AB) airspeed of 350 - 400 knots normally maintains 14% RPM
If supersonic, the throttle is placed at MIL until or greater. At low speed, a momentary steep dive may be
subsonic. Once subsonic, if stall does not clear at required to rapidly attain this airspeed; however once
MIL, chop the throttle to IDLE. established, a shallow dive (10°pitch or less) maintains
airspeed and RPM. Once steady state RPM is

3-53
CSTO SR1F-15SA-1-2

established, excessive airspeed/dive angle reduces time If above restart attempts fail -
available for restart. If sufficient RPM is not maintained
to fully power the emergency generator system, the 6. Perform JFS Assisted Restart (if conditions per-
emergency generator output may degrade to powering mit).
only the ISOLATE functions. In this case, RPM and EGT
are still available. If this occurs, increase airspeed to SINGLE ENGINE OPERATION.
increase engine RPM and cycle the emergency generator
switch to ISOLATE and back to MAN to restore full If the engine does not start, best cruise may be
emergency generator power. The JFS, when engaged, approximated by a climb at 250 knots until rate of climb
provides sufficient hydraulic power for flight control and stops. Accelerate to Mach 0.65 in MIL. Cruise climb as
emergency generator operation permitting a minimum fuel weight decreases.
rate of descent glide at 210 knots.
During single engine operation at low power settings, the
During a double engine stagnation, allow one engine to low ECS airflow affects the output from the MSOGS
remain in stagnation while commencing a restart on the concentrator, which may result in some breathing
other engine. Prolonged overtemperature increases restriction during inhalation. Increase engine RPM
damage and reduces the probability of successful restart slightly to correct the breathing restriction.
of that engine; therefore, shut down the second engine
and commence a restart as soon as a start is indicated on RESTART.
the first engine.
Fuel is continuously supplied when the throttles are at
Eject before losing flight control. Imminent loss of
IDLE or above. Main high energy ignition is supplied
control is indicated by loss of the emergency generator
continuously anytime RPM is above 11% and below 59%
and/or control transients as the first PC system drops to 0
or if RPM is decreasing at greater than 5% per second.
psi.
High energy ignition is on continuously in SEC mode.
Backup low energy ignition is only supplied when the
1. Both throttles - CHOP TO IDLE (MIL if in AB)
cockpit ENG CONTR switch is placed to the OFF
If supersonic, the throttles are placed at MIL until
position. Neither main high energy ignition or backup
subsonic. Once subsonic, if stall does not clear at
low energy ignition are controlled by throttle position;
MIL, chop the throttles to IDLE.
ignition is provided even with the throttle in the OFF
position. If an engine does flameout and auto start does
If RPM on both engines is less than 73% and no
not occur, cycle the throttle to OFF and then back to mid-
response to throttle movement, or EGT on both
range as soon as the flameout is detected. Restarts are
engines continues to rise -
generally required only because an engine is shutdown
for some reason. If a failure is the cause, the engine
2. Throttle (right engine) - OFF WHILE ESTAB-
control system may automatically transfer to HYBD or
LISHING 350 - 400 KCAS
SEC depending on the failure that caused the initial
If OVERTEMP voice alert sounds or EGT
flameout. If this is the case, the restart is initially
exceeds 980°C, shut down the engine with lower
attempted in the mode selected by the control system.
EGT. A single engine at about 20% or both
The mid-range position is recommended for airstarts to
engines at 14% provide enough hydraulic power
minimize the time needed to achieve usable thrust and to
for flight control and emergency generator
counter any throttle rig problems.
operation. An airspeed of 350 - 400 knots
normally maintains 14% RPM or greater. It is possible to successfully restart the engine at or above
3. Perform Restart procedure. 30,000 feet MSL, and airspeeds down to 225 KCAS with
If optimum restart parameters are not met by the RPM above 30%; however, the highest probability of a
time RPM decreases through 30%, place the successful restart occurs at altitudes below 20,000 feet
throttle to midrange regardless of EGT, airspeed, MSL and airspeeds above 250 KCAS with RPM above
or altitude. 40% (figure 3-4). Normally the fastest restart is
4. At RPM increase on engine being started or if accomplished by placing the
restart unsuccessful, shut down other engine.
5. Other engine - RESTART

3-54
 CSTO SR1F-15SA-1-2

throttle to mid-range as RPM unwinds (spooldown restart) When EGT is below 935°C -
rather than waiting for RPM to stabilize (windmill restart),
or attempting a JFS assisted restart. Place the throttle to mid- 3. Throttle - MIDRANGE
range at the highest RPM possible during an airstart with
EGT no greater than 935°C. The engine RPM accelerates If no RPM stabilization/increase after 10 seconds -
through the normal idle RPM to the appropriate speed based
on actual throttle position. No RPM stabilization at idle 4. ENG CONTR switch - OFF
occurs. To reduce the risk of an engine overtemperature
during restart, leave the throttle at OFF for several seconds NOTE
or until EGT is below 700°C prior to re-advancing to mid-
range, but do not allow the RPM to decay below 40% while The BLADE TMP (T4B) is not actively con-
waiting for 700°C. trolled in SEC. If the overtemperature voice warn-
ing activates, check MPD/MPCD for BLADE
Restarts can be made with RPM as low as 11% (ignition TEMP °F out of limits.
may not be available below approximately 11%). If airspeed
is insufficient and RPM drops below 11%, airspeeds up to If hot, hung or no start occurs -
500 knots may be required to regain 11%. If RPM drops
below 20%, an ENG CONTR caution may occur 5. Throttle - OFF
approximately 60 seconds after the engine re-accelerates 6. ENG CONTR switch - OFF
above 65%. This is due to DEC re-initialization. Normal 7. Increase airspeed to 400 KCAS/Mach 0.90.
engine operation may be regained by cycling the appropriate 8. Descend below 20,000 feet.
ENG CONTR switch OFF then ON.

Stabilization or increasing RPM is normally the first When EGT decreases below 935°C -
indication of a restart. This is accompanied by an increasing
EGT. Initial RPM increase may be slow and EGT increase 9. Throttle - MIDRANGE
may be rapid, especially if light-off occurred at a low RPM
and high altitude/low airspeed. As long as engine RPM If restart successful -
continues to increase this condition must not be considered
as a hung/no start. EGT may decrease slightly as RPM 10. ENG CONTR switch - ON (if placed OFF for
stabilizes. If a light-off is not indicated in 10 seconds the airstart)
appropriate ENG CONTR switch is moved to the OFF (SEC
mode) position. The throttle remains at midrange. If restart attempts fail -

If a hung or stagnated start occurs at any flight condition 10. Throttle - OFF
(RPM not increasing or below IDLE with stabilized or
increasing EGT), the throttle is placed OFF and the JFS ASSISTED RESTART.
appropriate ENG CONTR switch set to OFF (SEC mode). If
above 40% RPM and 700°C EGT, allow EGT to decrease JFS airstart capability is incorporated for assistance in
prior to re-advancing throttle to mid-range. Increase airspeed engine restarting. This capability is intended for use when
toward a maximum of 400 KCAS/Mach 0.9 and descend encountering engine stall/flameouts after all other restart
below 20,000 feet as shown (figure 3-4). If restart is options are attempted or rejected as being impractical. The
completed with the ENG CONTR switch OFF, place the probability of a successful JFS airstart and engine
appropriate ENG CONTR switch ON after engine achieves engagement is enhanced if the aircraft is within the
idle. envelope depicted (figure 3-5). Additionally, the centerline
pylon must be jettisoned if at all possible. If the centerline
1. Throttle - OFF pylon is not jettisoned, it may be necessary to descend to
2. Accelerate aircraft toward 350 KCAS (450 KCAS if lower altitudes to achieve a JFS airstart.
RPM drops below 11%) and descend toward 20,000
feet MSL or below.

3-55
CSTO SR1F-15SA-1-2

PROBABILITY OF A SUCCESSFUL ENGINE RESTART

AIRSPEED >225 KCAS
30,000
50%
75%

25,000
99%

20,000
ALTITUDE
(FEET)
15,000

10,000

5,000

0
30 35 40 45 50
RPM AT THROTTLE ADVANCE FROM CUTOFF (%)
SAN003-514-1-003

Figure 3-4

In all cases, proper consideration to the safe ejection can only be jettisoned by pressing the EMERG
envelope must be made prior to attempting the JFS JETT button.
airstart procedure. During restart attempts, ensure that at 3. (JFS) STARTER switch - CHECK ON
least one engine is rotating (even in stagnation) at or
above 20% RPM to provide sufficient hydraulic power for After at least one engine is below 40% RPM -
the emergency generator and flight controls.
4. JFS handle - PULL AND RELEASE
Use single accumulator for inflight JFS starts. If
both accumulators are discharged simultaneously
the JFS may accelerate too rapidly and fail to start.
When doing a JFS assisted restart, the engine
display format on the MPD/MPCD may freeze if
power is lost to the DEC. The EMD continues to
correctly display engine parameters and is used.
If the JFS does not start, the starter switch is
If a JFS assisted restart is desired - placed OFF. Wait 30 seconds after cycling the
switch to allow the start sequence relay to disen-
1. Throttle - OFF gage and the JFS to decelerate before trying a
2. Centerline pylon - JETTISON (if required) second start. Failure to wait 30 seconds may re-
If both engines are below minimum RPM for sult in a JFS no start.
generators, approximately 63% or both main
generators are inoperative, the centerline pylon 5. JFS ready light - CHECK ON
(within 10 seconds)

3-56
 CSTO SR1F-15SA-1-2

After engine is below 30% RPM - If no RPM increase after 20 seconds -

8. ENG CONTR switch - OFF

If restart successful -
If restart is completed with the ENG CONTR switch
To preclude a possible CGB shear section failure, OFF, place the appropriate ENG CONTR switch ON
do not move the engine control switch until the after engine achieves idle.
engine achieves idle.
9. Other engine - START (if applicable)
6. Finger lift - RAISE AND RELEASE
Attempts to engage the JFS above 30% RPM may 10. JFS - CONFIRM OFF
shear the CGB shaft. Once the JFS is engaged,
sufficient hydraulic pressure to the flight controls are If all restart attempts fail -
available to permit a controlled minimum rate of
descent glide (approximately 225 knots). 9. Throttle (affected engine) - OFF
7. Throttle - MIDRANGE (after engine reaches steady 10. ENG MASTER switch (affected engine) - OFF
state motoring speed of 29% to 32% RPM.) 11. (JFS) STARTER - OFF

3-57
CSTO SR1F-15SA-1-2

INFLIGHT JFS STARTING ENVELOPE

Figure 3-5

3-58
 CSTO SR1F-15SA-1-2

AIR INLET SYSTEM to EMERG. Failure to decelerate below Mach

1.0 within 45 seconds can lead to a compressor
MALFUNCTIONS. stall on the affected engine.

Any combination of the following indications can be the • L and/or R BYPASS cautions may appear for a
result of FCC malfunctions related to the air inlet control brief period of time during high AOA maneu-
portion of the FCC: incorrect ramp position or operation, vering greater than 20° AOA and above ap-
INLET caution, BYPASS caution, ECS caution, and the proximately Mach 0.9. The caution clears
engine not responding to throttle movement. when Mach decreases below Mach 0.9. This is
considered normal and requires no aircrew ac-
INLET CAUTION. tion provided the caution clears when Mach de-
A L (or R) INLET caution indicates a inlet ramp creases below 0.9M.
malfunction is detected. This can be caused by a ramp
position error, a ramp actuator failure, the diffuser ramp not 1. Throttles - MIL (if above Mach 1.0)
locking or unlocking at the appropriate Mach number or an 2. INLET RAMP switch - EMERG
FCC channel failure. Airspeed must be reduced below Mach
3. Limit aircraft accelerations to +4.0g to -1.0g (if
1.0 and if above Mach 0.95, accelerations are limited to
above Mach 0.95).
+4.0g to -1.0g.
4. Reduce and maintain airspeed below Mach 1.0.
NOTE 5. Do not exceed 20° AOA.

The internal inlet ramps can take up to 45 seconds

to reposition after setting the RAMP switch to
ENGINE CONTROL MALFUNCTION
EMERG. Failure to decelerate below Mach 1.0 INFLIGHT.
within 45 seconds can lead to a compressor stall on
the affected engine. The ENG CONTR caution comes on with DEC transfer
from primary to hybrid or secondary mode, failure of the
1. Throttles - MIL (if above Mach 1.0) Mach number signal from the FCC, afterburner inhibited,
2. INLET RAMP switch - EMERG or supersonic afterburner (AB) blowout (figure 3-6).
3. Limit aircraft accelerations to +4.0g to -1.0g (if above
Mach 0.95) Sustained operations above 540 KCAS/Mach 0.88 below
4. Reduce and maintain airspeed below Mach 1.0 5,000 feet MSL can result in excessive heat load to the
5. Do not exceed 20° AOA. engine DEC. Above 600 KCAS, DEC failures have
occurred as quickly as 10 minutes during sustained low
BYPASS CAUTION. altitude testing. There are no indications of the DEC
A L (or R) BYPASS caution indicates a bypass door control temperature increasing. If the DEC fails due to internal
or inlet airflow malfunction is detected. This can be caused overheat, the engine automatically transfers to SEC and the
by a bypass door control error, bypass door actuator engine mode displays OFF on the ENG format. The DEC
malfunction, diffuser ramp position error, diffuser ramp cannot be reset by cycling the ENG CONTR switch.
actuator malfunction, inlet airflow problem, or an FCC
channel failure. Airspeed must be reduced below Mach 1.0
and if above Mach 0.95, accelerations are limited to +4.0g to
-1.0g.
Excessive heat load during sustained high speed,
NOTE low altitude operations can result in DEC failure
and automatic transfer to SEC. The engine mode
• The internal inlet ramps can take up to 45 sec-
displays OFF and cannot be reset.
onds to reposition after setting the RAMP switch

Change 3 3-59
CSTO SR1F-15SA-1-2

ENGINE MODES
Mode Function(s) Lost Restriction

Primary Not Applicable None

Hybrid-VSV VSV reset None

Hybrid VSV reset; Throttle must be at MIL or above when su-

BLEED TEMP limiting control; personic. Idle RPM remains at flight idle
Idle Lockup; with the gear handle down.
Ground Idle (nozzle function normal)

Secondary or VSV reset; Throttle must be at MIL when supersonic.

Off BLEED TEMP limiting control; Idle RPM remains at flight idle with the gear
Afterburner; handle down.
Idle Lockup;
Ground Idle (nozzle closed)

Figure 3-6

An invalid Mach signal may be indicated by an INLET 2. Slow to subsonic.

caution for that engine. An afterburner inhibit or blowout
is indicated by thrust change, fuel flow and nozzle If INLET caution is on -
position. A control mode transfer is indicated by HYBD
or SEC mode displayed on the MPD. 3. Observe maneuver limitations of INLET CAU-
TION procedure.
NOTE
When subsonic -
ENG CONTR cautions resulting from detected
Mach signal faults may appear during, or imme- 4. Throttle - 90%
diately following, full aft stick high AOA ma- 5. ENG CONTR switch - CYCLE ON-OFF-ON
neuvers initiated above approximately Mach 0.8.
These cautions do not self-clear and require cy- If ENG CONTR fault clears-
cling the ENG CONTR switch per the emergen-
cy procedure once the maneuver is complete. 6. Continue flight.
The mission may be continued provided the cau-
tion clears after cycling the ENG CONTR If ENG CONTR caution remains-
switch.
7. Land as soon as practical.
The ENG CONTR caution can only be cleared by cycling
the appropriate ENG CONTR switch. If the DEC has If engine operation is unsatisfactory -
transferred to hybrid or secondary or off mode, the idle
speed is flight idle. Secondary idle thrust is higher than 6. ENG CONTR switch - OFF
hybrid or primary mode. 7. Land as soon as practical.

The major differences between primary, hybrid, and After landing -

secondary modes are listed in (figure 3-6).
8. Shutdown engine to reduce taxi speed (if required).
1. Throttle - MIL (if supersonic)

3-60 Change 3
 CSTO SR1F-15SA-1-2

NOZZLE FAILURE. allows a smooth transition to single engine flight. Refer to

Single Engine Operation. If engine shutdown is required
but cannot be accomplished with the throttle, the engine
The cockpit nozzle indication is the actual nozzle position,
fire button is pushed. Engine pops, fireballs from the
not the commanded position. Certain nozzle positioning
exhaust, and an EGT overtemp are possible for a short
failures result in an automatic transfer to secondary mode. If
time after engine flameout as residual fuel in the fuel lines
a nozzle fails closed do not use AB unless required to
passes through the engine fuel control. Attempting to
maintain flight. Engine stall when selecting AB may occur.
restart an engine that is not shutdown with the throttle
A reduction in thrust and lower than normal fuel flow, RPM,
most likely results in a hot start.
and EGT indications may be an indication of a nozzle failed
open. MIL power thrust is less than normal while IDLE
A broken throttle cable may allow engine power to be
thrust is near normal. If a nozzle fails open, an attempt to
advanced but not retarded. Above 425 KCAS while greater
regain thrust may be made by manually transferring to
than Mach 1.0, asymmetric thrust caused by an engine that
secondary mode.
does not respond to throttle commands may result in loss
of directional control and permanent structural damage or
NOTE aircraft loss. When reducing power in this region, a small
If the nozzle has failed open accompanied by an L/ throttle change accompanied by corresponding changes in
R OIL QTY caution, turning the ENG CONTR fuel flow and nozzle position indicates that the engines are
switch OFF may not have any effect due to loss of responding properly prior to making a larger power
engine hydraulic oil. reduction. If an engine does not respond when
accomplishing this check, setting the engine control switch
If nozzle failed open - off causes the ATDPS to command both engines to SEC
mode if the aircraft is in a critical region, allowing the
1. ENG CONTR switch - OFF aircraft to safely exit the region.

If nozzle closes - NO THROTTLE RESPONSE.

2. Land as soon as practical. If engine stuck at near MIL or above -

If nozzle remains open - 1. ENG CONTR switch - OFF

2. ENG CONTR switch - ON

3. Land as soon as practical.

THROTTLE MALFUNCTION. With the ENG CONTR switch off, gear down idle
thrust will be greater than normal.
Failure modes exist which may result in no engine response
to throttle commands. If the engine is stuck at near MIL or If unable to slow to an acceptable approach and
above, turning the engine control switch off reduces the landing speed -
thrust level to 70-95% MIL. If the engine is stuck above
IDLE, engine thrust may produce unacceptably high 2. Throttle - OFF (if able)
airspeeds for approach and excessive landing rollout 3. Engine FIRE warning light - PUSH (if required)
distances. Shutdown of the nonresponsive engine may be
required, but is delayed until the desired airspeed cannot be NOTE
achieved through the use of differential power or until
preparing for the landing approach. Engine shutdown for the Engine may continue to run at sub-idle RPM for
approach is accomplished at a speed and altitude which up to 120 seconds.

Change 3 3-61
CSTO SR1F-15SA-1-2

ATDP SYSTEM CAUTION. 65 psi and the other engine is operating normally,
consideration must be given to shutting down the affected
An ATDP caution resulting from invalid air data engine to limit damage. If vibration or other indications
indicates the ATDPS is inoperative. If the ATDP caution of possible engine seizure occur, shut down the engine.
appears subsonic with valid air data, the ATDPS has
failed with the engines interconnected. With both engines NOTE
in the secondary mode, turning off the ADCP/AIU1 may
During a cold engine start, oil pressure may ini-
allow one or both engines to regain primary operation.
tially indicate up to 100 PSI but must return to
Consider the systems/functions lost versus the thrust
normal range within 2 minutes.
gained before following this course of action. An ATDP
caution supersonic generally indicates ATDP is
If L/R OIL PRESS caution occurs or oil pressure
inoperative.
out of normal range -

1. Throttle - IDLE

If oil pressure is below 11 psi or above 65 psi -

• With an inoperative ATDPS, asymmetric
thrust above 425 KCAS while greater than 2. Throttle - OFF (conditions permitting)
Mach 1.0 may result in permanent structural 3. Land as soon as practical.
damage or aircraft loss.
If oil pressure in normal range -
• With ATDPS failed to the enabled state, the
engines are interconnected at all times. This 2. Oil pressure - MONITOR
results in both engines reverting to secondary 3. Land as soon as practical.
mode if either engine experiences an ENG
CONTR caution. Neither engine can be reset Oil Pressure Indications on EMD Blank.
to primary mode.
If oil pressure indications are blank, the oil pressure
OIL SYSTEM MALFUNCTIONS. circuit breaker(s) may be tripped. The circuit breakers are
located on the right hand circuit breaker panel in the rear
cockpit; H4 and H5 are for the left and right engine oil
Engine oil system parameters that are monitored and
pressure indicators, respectively. If oil pressure
generate cautions include low oil pressure, low oil
indications return after resetting the circuit breaker(s), the
quantity, and high oil temperature. Malfunctions that do
mission may be continued. If oil pressure indications do
not generate cautions include high oil pressure, high oil
not return or the circuit breaker trips again, the L/R OIL
quantity and blanking of EMD oil pressure indications.
PRESS caution system still provides indication of low oil
Oil system malfunctions have the potential to cause
pressure but no information is displayed for high oil
significant engine damage; consideration must be given
pressure. Since oil pressure cannot be monitored, keep
to shutting down the affected engine to limit damage.
the throttle of the affected engine at the minimum
Operating the engines at lower power settings and
practical and discontinue the mission.
minimizing throttle movements may delay additional oil
system failures and limit potential damage.
If oil pressure indications blank -
OIL PRESSURE MALFUNCTION.
1. Throttle - IDLE (conditions permitting)
2. Oil pressure indicator circuit breakers - CHECK
OIL PRESS Caution or Pressure Out of Limits.
AND RESET
The L (or R) OIL PRESS caution occurs if the respective
If oil pressure indication does not return -
oil pressure switch detects pressure less than 11 psi or if
the switch fails. There is no caution generated for high oil
3. Throttle - MINIMUM PRACTICAL FOR FLIGHT
pressure. If oil pressure indicates below 11 psi or above

3-62
 CSTO SR1F-15SA-1-2

4. Land as soon as practical. condition may indicate a bearing failure of failure within
the engine lubrication system. Reduce the throttle to the
If normal oil pressure indication returns - minimum practical for flight and minimize throttle
movement. If the L (or R) OIL TEMP caution display
3. Continue mission. persists for more than 60 seconds at idle, shutdown the
affected engine, conditions permitting.
OIL QUANTITY MALFUNCTION.
1. 1. Throttle - IDLE
The L (or R) OIL QTY caution activates when the oil level
drops below 1.1 gallons while greater than 0.8g. If the OIL If L/R OIL TEMP caution persists for more than
QTY caution is activated, monitor oil quantity on the ENG 60 seconds -
format and oil pressure on the EMD. The engine nozzle is
hydraulically controlled by engine oil. If OIL QTY persists 2. 2. Throttle - OFF (conditions permitting)
below 1.1 gallons, the nozzle can become erratic and open
until it balances with aerodynamic forces. This can result 3. 3. Land as soon as practical.
in the engine transferring to secondary mode. If supersonic,
reduce both throttles to MIL and slow to subsonic before If L/R OIL TEMP caution clears -
reducing the affected engine to IDLE.
2. 2. Throttle - MAINTAIN IDLE
NOTE
3. 3. Land as soon as practical.
Operating the engines at lower power settings and
reduced throttle movements may delay additional DEPARTURE CONTROL.
oil system failures. If the oil quantity continues to
drop and/or oil pressure begins to drop, consider-
OUT OF CONTROL RECOVERY.
ation must be given to shutting down the affected
engine to limit damage.
The aircraft is considered out of control when it does not
respond as desired to flight control inputs. At high AOA,
1. Throttles - MIL (if supersonic)
it is normal to experience a slight hesitation (1-3 seconds)
2. Slow to subsonic.
before the aircraft responds to roll inputs. However, a
slow sustained roll or yaw away from a given input is
When subsonic -
considered out of control.
3. Throttle - IDLE
If a pilot recognizes an out of control condition, controls
4. Oil quantity - MONITOR
must be smoothly neutralized. This reduces AOA, allows
5. Maintain level, unaccelerated flight for 30 seconds.
airspeed to increase, and makes flight control inputs more
effective.
If L/R OIL QTY caution persists -
These initial actions allow recovery from most out of
6. Oil pressure - MONITOR
control situations, and prevent departures from controlled
7. Land as soon as practical.
flight in most cases. Some out of control aerodynamic
scenarios may require patience for recovery. For a more
If L/R OIL QTY caution clears -
complete description of out of control characteristics,
refer to section VI.
6. Throttle - MINIMUM PRACTICAL FOR FLIGHT
7. Maintain positive g.
An out of control condition or flight control malfunction
8. Oil quantity - MONITOR
may lead to a departure. A departure is characterized by a
9. Land as soon as practical.
large, uncommanded flight path change such as an abrupt
nose slice, an abrupt roll away from lateral stick, or
OIL TEMPERATURE MALFUNCTION.
excessive yaw rate. If the departure warning tone comes
on and the controls are not
The L/R OIL TEMP caution activates when the oil
temperature exceeds 300°F. A high oil temperature

3-63
CSTO SR1F-15SA-1-2

already neutral, initiate the Out Of Control Recovery Spin recovery is indicated when the SRD shows
steps. In addition, if the throttles are at MIL or below, do RECOVER, the departure warning tone stops, the aircraft
not reposition them. If a departure occurs when the sustains a nose low attitude, airspeed increases, and AOA
throttles are in afterburner, retard them to MIL. Ensure decreases below 35°. If possible, limit AOA to 20° or less
the speed brake is retracted. These actions recover the during the dive pullout to reduce the chances of another
aircraft from most departures. departure. Neutral controls alone recovers the aircraft
from an inverted spin. Although not required, rudder
A spin may develop if the controls are not neutralized at pedal if used is opposite the spin direction. Moving the
the first indication of departure or when the departure stick aft of neutral to break the negative AOA stall may
warning tone sounds. Spins are typified by a high yaw recover the aircraft more quickly. The spin recovery
rate, airspeed less than 175 KCAS, eyeballs out g forces, display commands CONTROLS NEUTRAL during an
and the appearance of the SRD. inverted spin.

To recover from an erect spin, apply full lateral stick in NOTE

the direction of the yaw or in the direction commanded
by the SRD, and ensure stick is longitudinally neutral. Record all departures and spins on maintenance
The easiest way to apply these controls is to let the feel documentation forms. Include aircraft configura-
springs center the stick, then move the stick fully in the tion, flight parameters, wing/CFT fuel and any
direction of the yaw or in the direction commanded by other significant information.
the SRD.
If the aircraft is out of control or the departure
warning tone sounds -

1. Controls - SMOOTHLY NEUTRALIZE AND

RELEASE
If the longitudinal stick is held forward of neu- If controls are immediately smoothly neutralized,
tral or more than approximately 3 inches aft of the aircraft recovers quickly. Aft stick may be
neutral, the amount of differential tail deflection used to counter any unloads during the departure.
is reduced. This can delay or even possibly pre- Neutral controls recovers the aircraft from an
vent spin recovery. inverted spin. Aft stick may speed recovery
during an inverted spin.
Splitting the throttles against the yaw as shown on the
SRD also aids recovery. For example, in a right spin, the
right throttle must be in MIL and the left throttle must be
in IDLE.

NOTE Minimum recommended ejection altitude must

not be compromised. The altimeter must be
Do not delay lateral stick application while at- cross checked frequently during prolonged re-
tempting to set the throttles. covery attempts.

Rudder is not needed, but if used must be against the yaw 2. Rudder pedal - FULLY APPLY OPPOSITE TO
(opposite the direction of the lateral stick). When the THE YAW/ROLL
aircraft recovers from the spin, neutralize all controls and
match the throttles, and let any residual yaw and roll
motions subside. The VCAS control scheduling is
automatically reengaged when the yaw rate slows and
airspeed increases. Although not required, the pilot can
manually engage the VCAS control scheduling by Delaying full application of rudder pedal oppo-
momentarily depressing the paddle switch after site the yaw/roll may allow yaw rates high
RECOVER is displayed on the SRD. enough to disengage VCAS and result in spin
entry/SRD activation.

3-64 Change 2
 CSTO SR1F-15SA-1-2

3. Speed brake - RETRACT recovery.

If speed brake fails to retract, lateral stability is

significantly decreased when AOA is above 22°
and may result in a departure and subsequent spin.
If the speed brake remains extended during a spin,
additional departures may result during the

Change 2 3-64A/(3-64B blank)

 CSTO SR1F-15SA-1-2

4. Throttles - OUT OF AFTERBURNER 7. Controls - NEUTRAL, MATCH THROTTLES

The SRD shows RECOVER when the aircraft has
NOTE stopped spinning.
8. Paddle Switch - PRESS MOMENTARILY
If the throttles are in afterburner, retard them to
MIL. If the throttles are at MIL or below, do not
reposition them.

These initial recovery actions generally return the aircraft to

controlled flight rapidly and prevent prolonged violent • Perform the dive recovery below 20° AOA to
departures, such as a spin. However, spins can occur quickly avoid potential spin re-entry if altitude allows.
with little forewarning during aggressive maneuvering. If
the initial steps do not allow the pilot to recover to wings • Potential for spin re-entry is increased with
level controlled flight, the remaining steps must be followed. large lateral asymmetries and/or configurations
with reduced lateral directional stability. Con-
If the aircraft is not recovering or the SRD is pres- sider dive recovery at reduced AOA and/or
ent, an upright spin is probable - stores jettison prior to initiating dive recovery.

5. Lateral stick - FULL IN DIRECTION OF YAW (spin If recovery is not apparent by minimum recom-
arrow on SRD) mended ejection altitude (6,000 feet AGL) -
The easiest way to apply spin recovery controls is to
let the feel springs center the stick, then move the 7. Eject.
stick fully in the direction of the spin arrow.

• Below 6,000 AGL, there may not be sufficient

If the longitudinal stick is held forward of neutral altitude to fully recover from a spin and the
or more than approximately 3 inches aft of neutral, ensuing dive.
the amount of differential tail deflection is reduced.
This can delay or even possibly prevent spin recov- • At high AOA the baro altitude indicates up to
ery. 1,500 feet higher than actual.

NOTE FLIGHT CONTROL SYSTEM

MALFUNCTIONS.
The SRD may be removed from any MPD/MPCD
using normal methods. The ADI may be useful
The FCS is a highly reliable, four-channel system that
during a departure at night or during IMC.
continuously monitors for proper operation. The FCCs and
sensors provide quadruplex redundancy to enable full
If aircraft is still not recovered -
mission operation after a single failure and safe operation
after a second failure. If the system senses failures in one
6. Throttles - SPLIT IDLE/MIL AS SHOWN ON SRD
or two channels of the same component, the failed
(against yaw)
channel(s) outputs are disregarded and the remaining
channels are used. Most FCC and sensor components
require two valid channels for operation. Some critical
components have some level of operation on a single
channel.
Do not compromise full lateral application while
attempting to set the throttles. All detected failures result in FLT CONTR and MASTER
CAUTION lights, a FLIGHT CONTROLS voice alert and
If the aircraft recovers - an MPD/MPCD caution. Critical

Change 2 3-65
CSTO SR1F-15SA-1-2

failures have dedicated cautions assigned. Noncritical If the fault resets, the fault indications due to the last
failures use a generic FCS caution. All potentially failure on the FCS format clears. If the fault does not
resettable faults are accompanied by an FCS FAULT reset, the FCS FAULT caution still clears but is replaced
caution. The FCS format can be used to identify the failed by the generic FCS caution. Additionally the FLT
component and the DETAIL FCS BIT format can be used CONTR light also remains illuminated to indicate that a
to identify specific BIT codes and their meaning. failure still exists.

NOTE Some faults can clear without an FCS RESET. If this

occurs, the fault indication on the FCS format is no longer
Flight control system failure procedures are writ- present, but the BIT codes associated with the fault
ten such that all procedures begin with the FCS continue to be displayed. The FCS FAULT or FCS
FAULT caution procedure if it is displayed. caution also remains until a subsequent FCS reset is
performed.
Some types of system failures are not detectable by the
FCS and does not generate any cautions but can result in 1. Limit maneuvering to the minimum practical.
severely degraded flying qualities. If large, uncommanded 2. FCS format - SELECT AND IDENTIFY FAULT
pitch oscillations are encountered with no other failures AND/OR BIT CODES
indicated, they may be the result of undetectable failures 3. FCS RESET button - PUSH
in air data or AOA. Selecting GAIN switch to ORIDE
restores adequate control. Once in gain override, maintain
AOA below 15º and airspeed below 250 KCAS (gear
down) and between 200-450 KCAS (gear up).

• Avoid multiple FCS reset attempts of a recur-

ring FCS failure to preclude the failure from
occurring during a critical phase of flight (e.g.,
during final approach to landing).
If large, uncommanded pitch oscillations are en-
countered due to undetected failures, selecting • Resetting a failed stabilator, aileron, or rudder
GAIN switch to ORIDE may be the only way to restores operation to that surface. If the condi-
regain control. tion that caused the failure still exists, the sur-
face again disengages and another transient
FCS FAULT OR FCS CAUTION. occurs. Reset attempts are performed at 1g
conditions and moderate airspeeds if practical.
The FCS FAULT caution indicates that the FCS has
detected a new failure condition and is accompanied by a If fault clears -
dedicated flight control caution and/or change in FCS
format status. The FCS FAULT caution indicates that the 4. Continue mission.
fault is potentially resettable and that a FCS reset has not
yet been attempted. The FCS RESET button must be If fault does not clear or returns -
pressed to clear the FCS FAULT caution to enable it to
alert on subsequent malfunctions. NOTE

NOTE • If a single channel fault of a four channel

component (sensor or actuator) does not clear
As long as the FCS FAULT caution is displayed, or returns prior to takeoff, abort. If airborne
additional FCS malfunctions are indicated on the and mission requirements dictate, the flight
FCS format but the MASTER CAUTION light may be continued as only a loss of redundancy
and voice alert does not occur. Non-FCS cau- has occurred.
tions continue to operate normally. • If a two channel fault of a four channel com-
ponent or, a single channel fault of a

3-66
 CSTO SR1F-15SA-1-2

two channel component does not clear or re- valid values. The aircraft may or may not be flyable
turns, land as soon as practical. depending on the frozen value.
• AOA cautions due to transitory AOA probe mis-
matches may require up to 10 seconds after the The FCCs use the rate gyro information to check the
condition clears before the detection logic allows validity of the EGI provided attitude data. A 3- or 4-
a reset. For AOA cautions with the landing gear channel rate gyro failure results in the EGI attitude data
handle down, multiple resets may be attempted. being declared invalid by the FCC and the ATT box on the
With the landing gear handle up, the AOA cau- FCS format turning red. In this instance, the EGIs are still
tion automatically resets 10 seconds after the fully functional as the aircraft PPKS, but the information is
condition clears. not used by the FCCs resulting in further degradation in
flying qualities. G LMTR OFF and ROLL LMTR OFF
4. Refer to applicable fault procedure. cautions occur and OWOFF is also displayed in the HUD
as the systems require valid rate data to operate. Maintain
SENSOR FAILURES. aircraft within non-OWS g-limits and applicable roll rate
limits.
GYRO FAULT OR CAUTION.
Rate gyro malfunctions affect pitch, roll, and yaw. Flying
qualities may be significantly degraded, especially during
An AHRS rate gyro fault is indicated by one or more GYRO
the initial failure transient if the rates fail to a state other
boxes turning red. The GYRO caution is displayed if more
than zero. Inaccurate rate information makes the aircraft
than two channels are either failed or degraded. A loss of
susceptible to PIO, resulting in poor coordination during
either a single channel or two channels of the AHRS rate
maneuvers, and potentially, loss of control. PIO
data results in a loss of redundancy only. Unless mission
susceptibility is reduced if the aircraft is trimmed in pitch.
requirements dictate otherwise, land as soon as practical.
Maneuver conservatively and do not exceed 15º AOA.
Perform a controllability check. If a landing is attempted,
With two channels already failed, if the remaining channels
fly a flat, 1.5º-2º glide path, straight-in approach with only
disagree, the FCCs may not be able to determine which
a minimum flare used to land.
channel is valid. In this case the FCCs average the two
remaining channels. This is indicated by two red and two
If GYRO caution remains -
yellow GYRO boxes on the FCS format along with the
GYRO caution. The yellow boxes indicate the degraded
1. Limit maneuvering to the minimum practical.
channels that are being averaged.
2. Maintain aircraft within non-OWS g-limits and
applicable roll rate limits.
If one of the two remaining averaged channels exceeds an
3. Maintain aircraft in a trimmed condition in pitch.
out-of-range threshold however, the FCC fails that signal
4. If practical, perform a controllability check before
and uses the sole remaining signal from that point on. This is
landing.
indicated by three red boxes for the failed channels and a
5. Do not exceed 15º AOA.
single green box for the remaining channel. Under this
6. Fly a 107º AOA approach using a flat 1.5º-2º glide
condition, handling qualities are normal. If the remaining
path.
channel fails, the FCC freezes the selected rates at the last
7. Do not aerobrake.

3-67
CSTO SR1F-15SA-1-2

ACCEL FAULT OR CAUTION. 1. Limit maneuvering to the minimum practical.

2. Maintain aircraft in a trimmed condition in pitch.
An AHRS accelerometer fault is indicated by one or
more ACCEL boxes turning red. The ACCEL caution is 3. If practical, perform a controllability check before
displayed if more than two channels are either failed or landing.
degraded. A loss of either a single channel or two 4. Do not exceed 15º AOA.
channels of the AHRS acceleration data results in a loss
of redundancy only. Unless mission requirements dictate ATT FAULTS.
otherwise, land as soon as practical.
The ADCP determines whether EGI1 or EGI2 attitude
With two channels failed, if the remaining channels data is provided to the FCS while the FCCs monitor the
disagree, the FCCs may not be able to determine which validity of the ADCP provided data. The EGI in use is
channel is valid. In this case the FCC averages the two displayed as a green ATT status box on the FCS format if
remaining channels. This is indicated by two red and two the attitude data satisfies FCC internal checks. If the
yellow ACCEL boxes on the FCS format along with the checks fail, the ATT status box turns red. The EGI not in
ACCEL caution. The yellow boxes indicate the degraded use by the FCC is displayed as a - on the ATT line.
channels that are being averaged.
The PPKS selection has no effect on the FCC attitude
If one of the two remaining channels exceeds an out-of- selection. The default source of attitude information is
range threshold, the FCC fails the accelerometer signals always EGI1. If the ADCP declares EGI1 failed, it
from that channel and uses the signal from the sole automatically switches and provides EGI2 information to
remaining channel from that point on. This is indicated the FCCs. For this circumstance, the only indication of an
by three red boxes for the failed channels and a single ADCP detected EGI1 failure is an ATTITUDE caution
green box for the remaining channel. Under this and the FCS format ATT green status box changes to
condition, handling qualities are normal as long as the EGI2. No FCS format status change is displayed if EGI2
remaining channel is providing accurate values. If the is declared failed by the ADCP with EGI1 still operating
remaining channel fails, the FCC freezes the selected normally. The ATTITUDE caution still occurs.
accelerations to the last valid values. Flying qualities are
dependent on the values frozen but remains adequate as If the FCCs detect incorrect attitude data from the EGI in
long as the GYRO information remains valid. use but the ADCP has not detected the failure, an FCS
FAULT caution occurs and the ATT box on the FCS
The loss of more than two channels of the AHRS format turns red. In this condition, the aircrew may notice
acceleration data affects pitch, roll, and yaw. Flying the pitch ladder does not accurately represent aircraft
qualities are degraded, but generally not as significant as motion. If the other EGI attitude information is confirmed
with a GYRO fail. Inaccurate acceleration information valid via the ADI, the aircrew must manually turn the
can make the aircraft feel slightly less responsive. This is failed EGI off to force the system to the other EGI. An in-
most noticeable in the pitch axis. Maneuver motion alignment on the failed EGI may be attempted. If
conservatively, do not exceed 15º AOA, and fly a the failed EGI is EGI1 and the alignment is successful,
straight-in approach. the FCS automatically switches back to EGI1.

If ACCEL caution remains -

3-68
 CSTO SR1F-15SA-1-2

The aircraft maintains adequate handling qualities for all 4. Failed EGI - OFF
mission tasks below 20º AOA without valid attitude data.
With the landing gear handle up, the handling qualities NOTE
degrade at lower airspeeds and elevated AOA. At airspeeds
of 250 knots and below, avoid large and/or abrupt inputs and If the FCS format ATT fault condition is accom-
intentional sideslip. With the landing gear handle down, the panied by a 3- or 4-channel GYRO fail, do not
FCC uses a calculated angle of bank estimate to maintain attempt to force a switch to the opposite EGI by
roll coordination during approach and landing. Limit bank turning off the EGI in use by the FCCs.
angle to 90º maximum with the landing gear handle down
5. Perform in-motion alignment on the failed EGI (if
NOTE desired).

If 90º of bank is exceeded, even momentarily with If alignment is not successful or not attempted -
the landing gear handle down, a bias will develop
in the bank angle estimate degrading flying quali- 6. Land as soon as practical.
ties. The only way to reset the bank angle estimate
is to cycle the landing gear handle UP then DN AOA FAULT OR CAUTION.
with the aircraft wings level.
The AOA system utilizes two AOA probes. Each probe
The FCCs use the AHRS rate information to monitor the contains two electronically independent rotary position
validity of the provided EGI data. If a 3- or 4- channel sensors. FCC channels 1 and 4 report the values of the left
GYRO fail occurs, the FCCs is no longer able to monitor the AOA probe sensors while channels 2 and 3 report the
validity and turns the ATT box red. In this case, EGI attitude values of the right AOA probe sensors.
is still good. Do not attempt to cycle EGI power in this
condition. If a single channel from a given probe is lost, a red box for
that channel is displayed in the AOA row and an FCS
If ATT fault indication does not clear or returns - FAULT occurs. An FCS reset can be attempted to clear the
fault. The loss of a single channel from either or both
1. Limit maneuvering to the minimum practical. probes results in a loss of redundancy only. Channels 1 and
2. Do not exceed 20º AOA. 4 are for the left probe and channels 2 and 3 are for the
right probe. Unless mission requirements dictate otherwise,
3. Do not exceed 90º of bank with the landing gear han- land as soon as practical.
dle down.
There are three different failure modes that can result in an
NOTE AOA caution: both channels on a single probe fail, both
probes are failed, or the two probes disagree with each
If 90º of bank is exceeded, even momentarily with other. All of these failure modes are accompanied by FCS
the landing gear handle down, a bias develops in FAULT and AOA cautions. The AOA caution indicates
the bank angle estimate degrading flying qualities. that the FCCs have switched to using an estimated AOA
The only way to reset the bank angle estimate is to calculated from airspeed and normal load factor. The speed
cycle the landing gear handle UP then DN with the brake automatically retracts since the AOA cannot be
aircraft wings level. verified and all
If remaining EGI is functional and an automatic
switch did not occur -

Change 2 3-69
CSTO SR1F-15SA-1-2

three trim axes reset to zero trim to prevent transients as AOA on the FCS format is based on inertial data and
the gain scheduling switches. remains displayed.

NOTE
If the AOA caution is accompanied by either an
ACCEL or ACE DEFAULT caution, the FCC
estimated AOA is less accurate. It is most accu- The non-source error corrected values can have
rate at 1g and handling qualities are more sig- significant errors in both altitude and airspeed.
nificantly degraded when not near 1g. These are largest at high altitude and high air-
speed and the least at low altitudes and low air-
If both channels from a single probe fail, the FCCs speeds. The pilot must be aware of terrain
declare that probe invalid. The FCCs do not use the clearance when operating with non-source error
information from the opposite AOA probe since it cannot corrected values.
compare against anything to verify its validity. This
results in FCS FAULT and AOA cautions occurring. The If an individual AOA probe becomes stuck or damaged
FCS format displays red boxes in the channels of the and a significant mismatch occurs between the two
failed probe and yellow boxes in the channels of the probes, the FCCs are unable to determine which probe is
working probe. The failed probe value is displayed as correct. If the AOA mismatch persists, FCS FAULT and
INV on PB 6 or PB 10. In addition to the AOA caution, if AOA cautions occur accompanied by four red AOA
both channels of the left AOA probe fail, a L BYPASS boxes on the FCS format and AOA information is
and L INLET caution also occur. If both channels of the removed from the RSDs, HUD, JHMCS, and ADI. The
right AOA probe fail, a R BYPASS and R INLET caution E-bracket is not available during gear down operations.
occurs. The ATDP caution occurs. This is similar to the true 4-
channel failure except the FCS format continues to
While the FCCs are not using the remaining probe’s display both probes AOA values and the INLET and
AOA for control law scheduling, the ADCP uses the BYPASS cautions do not occur. These can be compared
valid probe’s information to display AOA on the HUD, to the REF AOA (PB 8) to help determine which probe is
JHMCS and ADI. Both cockpits’ RSD displays the operating properly. With a four-channel AOA failure, if
remaining valid probe’s AOA value. The FCCs continue the L AOA (PB 6) and R AOA (PB 10) values on the
to provide source error corrections to the ADCP for FCS format remain valid, they automatically become
accurate display of airspeed, altitude, and Mach. aircrew selectable as the AOA source for display on the
HUD, JHMCS, and ADI. If the aircrew can determine
If both probes fail, a true 4-channel AOA failure results. which probe is operating properly, boxing the operational
FCS FAULT and AOA cautions occur accompanied by probe on the FCS format displays the selected probe’s
four red AOA boxes and both probes display INV on the value in the HUD, JHMCS, and ADI to aid the pilot
FCS format. Both engines’ BYPASS and INLET cautions during recovery and landing. If the mismatch condition
along with ATDP, G LMTR OFF, and ROLL LMTR OFF clears, all displays revert to normal operation.
cautions occur and OWOFF is displayed in the HUD.
Maintain aircraft within non-OWS g-limits and NOTE
applicable roll rate limits. The HUD E-bracket is not
Probe selection has no effect on flight control
displayed during gear down operations. AOA, Mach,
scheduling by the FCCs. They continue to use
airspeed and altitude information on the JHMCS is
an estimated AOA calculated from operable sen-
removed.
sor data.
AOA information is removed from the HUD, ADI, and With the landing gear handle down and airspeed less than
both RSDs. Mach, airspeed, and altitude continues to be 255 knots, additional detection logic is incorporated to
displayed on the HUD and ADI but are no longer source more rapidly inform the pilot of a potential stuck probe.
error corrected without valid AOA information. The Under these conditions, an AOA probe mismatch
airspeed and altitude boxes are dashed to indicate that the immediately removes AOA information from the RSDs,
air data values are not source error corrected. RSD HUD, JHMCS, ADI and the E bracket from the HUD
information, which is never source error corrected, without necessarily setting the AOA caution. If this
continues to be displayed except for AOA. The REF occurs, check airspeed and

3-70 Change 2
 CSTO SR1F-15SA-1-2

monitor left and right probe AOA on the FCS format. If the degraded and adverse yaw is evident during rolling
condition clears, the AOA information and E bracket return maneuvers. Maintain AOA below 15° and limit
automatically. If the condition persists long enough to set the maneuvering to the minimum practical. Conduct a
AOA caution, the 4-channel AOA failure indications occur. controllability check if desired.
AOA information remains removed but Mach, airspeed and
altitude continue to be displayed but are no longer source If a total loss of AOA indications has occurred, the
error corrected without valid AOA information. The airspeed corresponding to the approach AOA must be
airspeed and altitude boxes are dashed in the HUD to determined. If the condition is caused by a stuck or
indicate that the air data values are not source error damaged AOA probe and the L AOA and R AOA
corrected. RSD information, which is never source error indications are still displayed on the FCS format, it is
corrected, continues to be displayed except for AOA. The possible to determine which probe is stuck and fly off of
REF AOA on the FCS format is based on inertial data and the other value. If not, the approximate airspeed
remains displayed. corresponding to the approach AOA can be calculated by
using 145 KCAS (155 KCAS if CFTs installed) plus 2
knots per 1,000 pounds of fuel and stores. Add an
additional 15 knots if a no flap approach is flown.

If AOA caution remains -

The non-source error corrected values can have sig-
nificant errors in both altitude and airspeed. These
are largest at high altitude and high airspeed and NOTE
the least at low altitudes and low airspeeds. The AOA cautions due to transitory AOA probe mis-
pilot must be aware of terrain clearance when oper- matches may require up to 10 seconds after the
ating with non-source error corrected values. condition clears before the detection logic allows
a reset. For AOA cautions with the landing gear
Any transitory AOA malfunction not accompanied by the handle down, multiple resets may be attempted.
AOA caution automatically clears when the condition that With the landing gear handle up, the AOA caution
caused the failure goes away. With the landing gear handle automatically resets 10 seconds after the condi-
up, failures accompanied by the AOA caution also clear tion clears.
automatically when the condition no longer exists. With the
landing gear handle down, the AOA caution remains 1. Limit maneuvering to the minimum practical.
latched, even if the condition no longer exists, until a 2. Maintain AOA below 15°.
manual FCS reset is performed.
NOTE
NOTE
• If the AOA caution is accompanied by either
AOA cautions due to transitory AOA probe mis- an ACCEL or ACE DEFAULT caution, the
matches may require up to 10 seconds after the FCCs revert to using an estimated AOA. This
condition clears before the detection logic allows a estimated AOA is most accurate at 1.0g. Han-
reset. For AOA cautions with the landing gear han- dling qualities are more significantly degraded
dle down, multiple resets may be attempted. With when not near 1g.
the landing gear handle up, the AOA caution auto-
matically resets 10 seconds after the condition • If the AOA caution is accompanied by G
clears. LMTR OFF and ROLL LMTR OFF cautions
with OWOFF displayed in the HUD, maintain
For any of the AOA probe failures, flying qualities are not aircraft within non-OWS g-limits and applica-
significantly degraded as the FCCs use an estimated AOA ble roll rate limits.
based on other working sensors. Roll coordination is

Change 2 3-71
CSTO SR1F-15SA-1-2

If FCS format shows two red boxes and two yel- corrected values.
low boxes -
If FCS format shows four red boxes with L/R
NOTE AOA valid -

• If AOA channels 1 and 4 are failed, L BY- NOTE

PASS and L INLET cautions occur. If chan-
nels 2 and 3 are failed, R BYPASS and R • An ATDP caution occurs. Follow the ATDP
INLET cautions occur. Follow the INLET caution procedures.
caution procedure. • G LMTR OFF and ROLL LMTR OFF cau-
tions occur with OWOFF displayed in the
3. If practical, perform a controllability check before HUD. Maintain aircraft within non-OWS g-
landing. limits and applicable roll rate limits.
4. Land as soon as practical.
• AOA information and HUD E-bracket are re-
If FCS format shows four red boxes with L/R moved.
AOA INV - • Airspeed, altitude, and Mach are not source
error corrected.
NOTE
3. On FCS format, compare L/R AOA indications
• ATDP, L/ R BYPASS, and L/R INLET cau- against REF AOA to determine operable probe.
tions occur. Follow the ATDP and INLET 4. On FCS format, select operable probe (PB 6 or 10)
caution procedures. for AOA display in HUD, JHMCS, and ADI.
• G LMTR OFF and ROLL LMTR OFF cau-
tions occur with OWOFF displayed in the
HUD. Maintain aircraft within non-OWS g- NOTE
limits and applicable roll rate limits. Probe selection has no effect on flight control
• AOA information and HUD E-bracket are re- scheduling by the FCCs. They continue to use an
moved. estimated AOA calculated from operable sensor
• Airspeed, altitude, and Mach are not source data.
error corrected.
5. If practical, perform a controllability check before
3. Calculate final approach airspeed. landing.
4. If practical, perform a controllability check before
landing. 6. Land as soon as practical.
5. Land as soon as practical.

The non-source error corrected values can have

The non-source error corrected values can have significant errors in both altitude and airspeed.
significant errors in both altitude and airspeed. These are largest at high altitude and high air-
These are largest at high altitude and high air- speed and the least at low altitudes and low air-
speed and the least at low altitudes and low air- speeds. The pilot must be aware of terrain
speeds. The pilot must be aware of terrain clearance when operating with non-source error
clearance when operating with non-source error corrected values.

3-72 Change 2
 CSTO SR1F-15SA-1-2

A/D FAULT OR AIR DATA CAUTION. barometric altitude is calculated using the last known valid
barometric setting, and displayed in a dashed box to
The air data system utilizes four pitot-static probes and two indicate potential degraded accuracy. The RSD altitudes
total temperature probes. Two engine inlet mounted pitot- are still functional. The aircrew can manually select the
static probes are exclusively used for engine scheduling. The RCP RSD as the source of the barometric pressure setting
pitot-static probe on the left forward fuselage provides air and restore the HUD and ADI barometric altitude.
data information to FCC channels 1 and 4 while the probe Similarly, if the RCP RSD is selected as the source of the
on the right forward fuselage side supplies channels 2 and 3. barometric pressure setting and FCC channel 2 is lost, the
HUD and ADI altitude is displayed in a dashed box until
Although four channels of pressure data are sent to the FCC, the FCP RSD is selected as the source.
the power supplied to the pressure transducers are only dual
redundant with FCC channel 1 providing power to the left An air data malfunction is indicated by one or more A/D
transducer and FCC channel 3 providing power to the right boxes turning red on the FCS format. The AIR DATA
transducer. A channel 1 failure results in the loss of channels caution is displayed if valid static or total pressures are
1 and 4 pressure data while a channel 3 failure results in the either not available or if a significant mismatch exists
loss of channels 2 and 3 pressure data. Channel 2 and 4 do between the static or total pressures from the left and right
not power the pressure transducers so a failure of either of transducers and the FCC is unable to determine the correct
those channels results in the loss of only a single channel of source. Any A/D faults that are not accompanied by an
pressure data. AIR DATA caution represent a loss of redundancy only.
Unless mission requirements dictate otherwise, land as
Each pitot-static probe contains a primary and an alternate soon as practical.
set of static ports. The alternate ports are T-joined together
and then pneumatically connected to the forward and aft Four red boxes in the A/D channels accompanied by the
RSDs. The RSDs provide independent sources for AIR DATA caution indicate a total loss of air data or an
uncorrected airspeed and BARO corrected altitude and also unresolved mismatch in either the static or total pressures
provide backup pressures for voting purposes in the FCC air between the left and right transducers. A total loss of air
data logic. The total pressure port from the left pitot-static data results in frozen air data parameters being sent to the
probe is pneumatically connected to the forward RSD and FCC. JHMCS altitude, airspeed, AOA, and Mach
the right probe total pressure port to the aft RSD. Data from information blanks. The HUD and ADI airspeed and
the forward and aft RSDs are sent to the FCCs across altitude information displays OFF while AOA and Mach
channels 4 and 2 respectively. The barometric adjustment for information blanks. G LMTR OFF and ROLL LMTR OFF
the HUD and ADI attitude display defaults to being based cautions occur and OWOFF is also displayed in the HUD.
on the setting of the forward RSD. Loss of FCC channel 4 Maintain aircraft with non-OWS g-limits and applicable
results in the loss of the barometric setting for the roll rate limits.
barometric altitude calculation. The HUD and ADI

Change 4 3-73
CSTO SR1F-15SA-1-2

If only total pressure is lost, the HUD, JHMCS, and ADI AOA deviates from the fixed gain flight condition
continues to display altitude but it is no longer source assumptions. Flight conditions slower than the fixed gain
error corrected. This is indicated by a dashed box around assumption generally result in a slightly sluggish pitch
the altitude value on the HUD and ADI. The ATDP response and poor roll coordination. Flight conditions
caution is also displayed. Angle of attack indications on faster result in increased stick sensitivity making the
the HUD, ADI, FCS format, and RSDs continue to be aircraft slightly more PIO susceptible. These fixed gains
displayed using a fixed source error correction factor. are designed to provide adequate flying qualities between
approximately 200-450 KCAS at angles of attack below
15º AOA. If supersonic, even at 450 KCAS or below,
large sideslip excursions can occur during rolls. Limit
rolling maneuvers to half lateral stick if supersonic.
Maneuvering above 15° AOA will lead to sideslip
The non-source error corrected values can have
buildup. By 20° AOA, the aircraft may not remain in
significant errors in both altitude and airspeed.
control. Large forward stick input with sideslip can lead
These are largest at high altitude and high air-
to rapid departures although the aircraft should recover as
speed and the least at low altitudes and low air-
controls are neutralized and airspeed increases. Avoid
speeds. The pilot must be aware of terrain
aggressive maneuvering in GAIN ORIDE.
clearance when operating with non-source error
corrected values.
With the landing gear handle down these gains are fixed
at the Mach 0.35 and 5,000 feet MSL flight condition
The FCCs retain the last known valid air data values and
with an estimated AOA used for flight control
continue to use those for flight control scheduling. Flying
scheduling. Adequate flying qualities exist below
qualities are unaffected as long as the aircraft remains
approximately 250 KCAS and 15º AOA. Turn
near the flight condition where the failure occurred. As
coordination becomes degraded and sideslip is apparent,
the aircraft flight condition changes from the frozen
even in stabilized turns. Limit bank angles to 45º
values, handling qualities become degraded. If handling
maximum with the landing gear handle down. Flight
qualities become undesirable, manually select GAIN
conditions faster than the fixed gain assumption result in
switch ORIDE.
pitch sensitivity and increased PIO susceptibility. The
auto-trim function continues to operate down to normal
For failures due to a mismatch in the left and right
approach speeds. Limit maneuvering to the minimum
pressure transducer measurements, if valid RSD data
practical and use backup sources for airspeed and altitude
exists for the voting process, the selected pressure is
such as the RSD, if still functional, or another aircraft.
based on the right or left measurement closest to the RSD
The EGI derived groundspeed remains unaffected.
value. This is displayed as two red boxes indicating the
invalid probe and two yellow boxes indicating the valid
The failures which drive the AIR DATA caution and
probe. In this case the air data values used by the FCC are
accompanying indications are not latched type failures
not frozen, the ATDP caution is not displayed, and the
and clear automatically if the conditions which resulted
HUD continues to display airspeed, altitude, Mach, and
in the failure no longer exist.
AOA. If the mismatch is due to a pressure transducer
failure, the flying qualities are normal. If the mismatch is
If the AIR DATA caution clears, or HUD and ADI
caused by damage to the pitot static probes, the air data
altitude, airspeed, and Mach indications return, placing
values can be erroneous. If possible, verify air data
the GAIN switch back to NORM returns normal gain
quality by alternate means (RSD comparison, EGI, or
scheduling. If the failures still exist, placing the GAIN
another aircraft.) If handling qualities become unsuitable,
switch back to NORM returns the gains back to the last
manually select GAIN switch ORIDE.
valid values at the time of failure if the landing gear
handle is up and has not been cycled. If the landing gear
Moving the GAIN switch to the ORIDE position forces
handle is down at the time of failure or is lowered after
the FCCs to use gains based off fixed air data parameters.
the failure occurred, placing the GAIN switch back to
With the landing gear handle up, the gains are fixed at
NORM has no effect on air data and the fixed air data
Mach 0.85, 30,000 feet MSL, and a 3º AOA flight
settings are latched. The AOA source used still follows
condition. At this flight condition, handling qualities are
the GAIN switch position.
normal but begin to degrade as airspeed, altitude, and

3-74 Change 4
 CSTO SR1F-15SA-1-2

If AIR DATA caution remains -

1. Limit maneuvering to the minimum practical.

2. Maintain aircraft within non-OWS limits and applica-
ble roll rate limits. Do not exceed 15º AOA.
3. Use backup sources for airspeed and altitude.
STICK/PEDAL POSITION SENSOR
NOTE FAILURES.
Backup sources for airspeed and altitude can be the
A stick position sensor malfunction is indicated by one or
RSD, if still functional or another aircraft. The EGI
more PSTK or RSTK boxes turning red while a rudder
derived groundspeed remains unaffected.
pedal position sensor malfunction is indicated by PEDAL
boxes turning red. The PITCH STK, ROLL STK, or RUD
4. Slow to below 450 KCAS (gear up) or 250 KCAS
PED caution is displayed if more than two channels are
(gear down).
either failed or degraded. The loss of one or two channels
5. Do not exceed 15° AOA.
of the stick position or rudder position sensor results in a
6. GAIN switch - ORIDE
loss of redundancy only. Unless mission requirements
dictate otherwise, land as soon as practical.

If a third channel subsequently fails, the FCCs are likely

unable to determine which channel of the two remaining is
If supersonic, limit rolling maneuvers to half lateral failed and averages the output of the remaining two
stick maximum due to large sideslip excursions. channels. This is indicated by the respective PITCH STK,
ROLL STICK, or RUD PED cautions and two red and two
yellow PSTK, RSTK, or PEDAL boxes on the FCS
format, respectively. The yellow boxes indicate the
degraded channels that are being averaged.
If the failures still exist, placing the GAIN switch The degradation in handling qualities are dependent on
back to NORM returns the gains back to the last what position the undetected failed channel is reporting. If
valid values at the time of failure if the landing gear the failed channel is reporting a zero position, inputs are
handle is up and has not been cycled. If the landing twice as large as normal for the same response. If the failed
gear handle is down at the time of failure or is sensor is reporting something other than zero, the neutral
lowered after the failure occurred, placing the position of the stick/pedals are no longer where the feel
GAIN switch back to NORM has no effect on air springs center them.
data and fixed air data settings are latched. The
AOA source used still follows the GAIN switch If the sensor fails in all four channels, the PITCH STK,
position. ROLL STK, or RUD PED caution and respective four red
boxes are displayed. In this case, movement of the controls
7. Extend landing gear and flaps below 250 KCAS. has no effect on the failed axis. The TRIM switch(es) still
8. Do not exceed 45º angle of bank. function normally and may be used for limited control. If
9. If practical, perform a controllability check before the failure is in the lateral stick or rudder pedal, the aircraft
landing. is controllable under normal circumstances. If the failure is
in the longitudinal stick, the aircraft is controllable enough
10. Fly a 10.7° AOA approach. to perform a controlled ejection.

If the rudder pedal sensor is failed, the vertical tails

provide sufficient directional control for limited
maneuvering during flight and landing. If practical,

Change 4 3-75
CSTO SR1F-15SA-1-2

avoid crosswinds since after landing, the weather vane position or rudder position sensor results in a
effect of the tails tend to turn the aircraft into the wind. loss of redundancy only. Unless mission require-
An approach end arrestment is recommended. If an ments dictate otherwise, land as soon as practi-
approach end arrestment is not practical, lower the nose cal.
immediately as only differential brakes and nose wheel
steering is available to counter the drift. If ROLL STK caution remains-

NOTE 1. Limit maneuvering to the minimum practical.

Nose wheel steering is mechanical and not If the aircraft is responsive to lateral stick inputs
affected by rudder pedal position sensor -
operation.
2. Maintain aircraft in a trimmed condition in roll.
PSTK FAULT OR PITCH STK CAUTION. 3. If practical, perform a controllability check before
landing.
NOTE
4. Fly a flat 10.7º AOA approach.
The loss of one or two channels of the stick 5. Do not aerobrake.
position or rudder position sensor results in a
loss of redundancy only. Unless mission require- If the aircraft is not responsive to lateral stick
ments dictate otherwise, land as soon as practi- inputs -
cal.
2. Maintain aircraft in a trimmed condition in roll.
If PITCH STK caution remains -
3. Use rudder pedal for roll control.
1. Limit maneuvering to the minimum practical. 4. Do not exceed 12.5º AOA.
5. Fly a flat 10.7º AOA approach.
If the aircraft is responsive to longitudinal stick
6. Do not aerobrake.
inputs -
PEDAL FAULT OR RUD PEDAL CAUTION.
2. Maintain aircraft in a trimmed condition in pitch.
3. If practical, perform a controllability check before NOTE
landing.
4. Do not exceed 12.5º AOA. The loss of one or two channels of the stick
position or rudder position sensor results in a
5. Fly a flat 10.7º AOA approach. loss of redundancy only. Unless mission require-
6. Do not aerobrake. ments dictate otherwise, land as soon as practi-
cal.
If the aircraft is not responsive to longitudinal
stick inputs - If RUD PEDAL caution remains-

2. Use pitch trim to attain pitch control. 1. Maintain aircraft in a trimmed condition in yaw.
3. Attempt multiple FCS resets. 2. Minimize rudder pedal inputs.
4. Perform a controlled ejection.
3. If practical, perform a controllability check before
RSTK FAULT OR ROLL STK CAUTION. landing.
4. If time and conditions warrant, an approach end
NOTE arrestment is recommended.
5. Fly a flat 10.7º AOA approach.
The loss of one or two channels of the stick

3-76
 CSTO SR1F-15SA-1-2

If an approach end arrestment is not practical - 2. If practical, perform a controllability check before
landing.
6. Do not aerobrake. 3. Do not exceed 15º AOA.
7. Use differential braking for directional control.
L/R STAB FAULT OR STAB OFF CAUTION.
ACTUATOR FAILURES.
A STAB OFF caution indicates that the FCCs have
Individual channel failures in actuators are indicated by FCS detected a 3 or 4 channel failure condition in one of the
FAULT caution and a red box representing the failed stabilator actuators. The FCS format indicates the failed
channel on the affected actuator’s graphic on the FCS stabilator with four red boxes. The failed stabilator is
format. The rudder and aileron actuators have only 2- driven to approximately 1º degree trailing edge down and
channels and require at least one channel for operation. The is hydraulically locked. An FCS RESET can be attempted
stabilator actuators are 4-channel and require at least two and if the cause of the failure is transitory, operation of the
channels for operation. A complete failure of an actuator is failed stabilator is restored.
indicated by respective STAB OFF, AIL OFF, and RUD
OFF cautions. The FCS format must be referenced to
determine which stabilator, aileron, or rudder is failed.

If only individual channel failures are indicated, there is Resetting a failed stabilator restores operation to
only a loss in redundancy but no loss of capability. If the that surface. If the condition that caused the fail-
fault does not reset land as soon as practical and, if ure still exists, the stabilator again disengages and
conditions permit, remain within the flight envelope another transient occurs. Reset attempts are per-
specified for a complete failure of that actuator. formed at 1g conditions and moderate airspeeds if
practical.
L/R AILERON FAULT OR AIL OFF CAUTION.
Regardless of the status after the reset, continue to comply
The AIL OFF caution indicates the FCCs have detected a with the procedures and limitations for a failed stabilator in
failure in both channels of an aileron actuator and the case the failure returns. If one stabilator is failed, the FCCs
actuator is disengaged. The FCS format indicates the failed does not turn off the remaining stabilator if subsequent
aileron with two red boxes. The failed aileron remains failures are detected.
damped but floats with the free stream air flow and may not
indicate faired at 0º. The flight controls attempt to With a failed stabilator locked at the 1º trailing edge down
compensate for the failed surface however, and only a slight position, aircraft response is highly dependent on airspeed
degradation in flying qualities occurs. An FCS RESET must and AOA. Above 450 to 500 KCAS, the rudder and
be attempted and, if the cause of the failure is transitory, ailerons begin to lose authority to counter the roll created
operation of the failed aileron can be restored. If the failure by the differential stabilator and the aircraft can begin a
does not reset, land as soon as practical. If an AIL OFF slow uncommanded roll, generally away from the good
caution occurs shortly after a UTL A or UTL B failure, the stabilator. The only way to regain control is to reduce
switch over valve may have failed to switch to the backup airspeed. Every effort must be made to keep the nose
hydraulic circuit. An FCS reset must be performed to clear above the horizon to aid in reducing airspeed while
the failure. If the failure does not clear, it may be the result retarding the throttles to idle and deploying the speed
of a failed switchover valve or a leak downstream of the brake. An initial pull can be effective to increase pitch
switchover valve. If both ailerons fail, differential stabilator attitude depending on flight condition, but only as long as
and rudder provides some roll control but handling qualities the aircraft remains upright. To aid deceleration, lateral
are more significantly degraded. Remain below 15º AOA stick into the roll may be used to quickly roll through the
and maneuver conservatively to minimize any degradation inverted portion of the roll and lateral stick against the roll
in flying qualities. combined with gentle aft stick used during upright portion.
Be prepared to relax aft stick slightly as required to
If AIL OFF caution does not clear or returns - provide roll authority to keep the aircraft lift vector
oriented above the horizon. Several
1. Limit maneuvering to the minimum practical.

3-77
CSTO SR1F-15SA-1-2

rolls may be required to decelerate sufficiently to regain 1. Do not exceed 15° AOA.
control. At airspeeds below approximately 450 to 500 2. Limit maneuvering to the minimum practical.
KCAS, the aircraft is controllable below 15º AOA at all
altitudes. Lateral asymmetries further degrade 3. Maintain 200 to 400 KCAS until on final.
controllability. 4. Jettison stores (if required).
5. If practical, perform a controllability check before
Aft stick generally results in an uncommanded roll into landing.
the good stabilator and forward stick input results in an
uncommanded roll away from the good stabilator. Lateral
stick results in uncommanded pitch and yaw excursions.
The FCCs automatically attempt to compensate for the
effects by increasing the pitch command to the remaining
stabilator and scheduling aileron and rudder to Do not exceed 15º AOA as handling qualities
compensate for the resulting unwanted roll and yaw. quickly degrade and the aircraft becomes PIO
Flying qualities are only slightly degraded for mild susceptible in pitch and roll.
maneuvering below 15º AOA. Maneuvering is limited to
the minimum required and abrupt inputs must be avoided. 6. Fly a 9.7º AOA approach using a flat 1.5º to 2.5º
glide path.
If large or abrupt inputs are made, or if the AOA exceeds
15º, the control authority of the remaining surfaces can be 7. Flare using slow, smooth inputs.
exceeded. As angle of attack increases, the amount of
yaw increases. This can result in an uncommanded
rolling and yawing motions which requires reducing
AOA to counter. Do not exceed 15º AOA as handling
qualities quickly degrade and the aircraft becomes
An excessive or abrupt flare can cause the air-
susceptible to Pilot Induced Oscillations (PIO) in pitch
craft to roll into the good stabilator and can re-
and roll. If a PIO occurs, smoothly returning the stick to
sult in directional control problems.
near neutral in pitch and freezing or minimizing stick
input eliminates the PIO. Once the PIO has ceased and
8. Do not aerobrake.
the AOA reduced below 15º AOA, smooth stick inputs
may again be used to control flight path.

Maintain between 200 KCAS and 400 KCAS until

aligned on final. Jettison stores if required to minimize
gross weight and lateral asymmetries. If practical, Maintain landing attitude after touchdown. If lat-
perform a controllability check but do not exceed 15º eral drift cannot be controlled after touchdown,
AOA. Fly a flat, 1.5º to 2º glide path maintaining 9.7º smoothly fly the nose to the runway and wheel
AOA on the approach. Perform the flare using slow, brake in a 3-point attitude.
smooth inputs. An excessive or abrupt flare can cause the
aircraft to roll into the good stabilator and can result in 9. When in a 3-point attitude, maintain longitudinal
directional control problems. Do not aerobrake but stick at or slightly forward of neutral during land-
maintain the landing attitude after touchdown. If a lateral ing roll out.
drift is encountered that cannot be controlled with rudder
pedal, smoothly fly the nose wheel to the ground and
wheel brake in a three-point attitude. Once the nose
wheel is on the runway, maintain the longitudinal stick at
or slightly forward of neutral to match the failed
stabilator position to minimize directional control During the landing roll out, maintain the longitu-
problems. Differential braking may be required in dinal stick near or slightly forward of neutral to
crosswind conditions. match the failed stabilator position to minimize
directional control problems. Differential brak-
If STAB OFF caution does not clear or returns - ing can be required in crosswind conditions.

3-78 Change 2
 CSTO SR1F-15SA-1-2

L/R RUDDER FAULT OR RUD OFF CAUTION.

The RUD OFF caution indicates the FCCs have detected a

failure in both channels of a rudder actuator and the actuator
is disengaged. The failed rudder remains damped but floats Nose wheel steering and differential brakes must
with the free stream air flow and may not indicate faired at be used for directional control.
0º. The FCCs automatically attempt to compensate for the
failed surface by increasing the command on the remaining LIMITER FAILURES.
surface. For a single rudder failure only a slight degradation
in flying qualities are observed. An FCS RESET must be G LMTR OFF CAUTION.
attempted and if the cause of the failure is transitory,
operation of the failed rudder may be restored. If the failure The G LMTR OFF caution indicates that the FCCs have
does not reset, land as soon as practical. Remain below 15º set the symmetrical g limits to a fixed +9g/-3g (-2g if CFTs
AOA and maneuver conservatively to minimize the installed) regardless of gross weight, stores loading or
degradation in flying qualities. flight condition. The pilot must maintain the aircraft within
the allowable g-limit for both symmetrical and asymmetric
If both rudder actuators fail, yaw and roll capability is maneuvers. If the OWS is functional, the OWS tones are
significantly reduced as the FCCs try to minimize sideslip. automatically enabled and provide warning tones at 85%
Roll rates are limited to 20º/second or less with slow roll (low rate tone) and 92% (high rate tone) of the allowable
accelerations resulting in slow roll-in and roll-out response. g-limit based on gross weight, stores loading and flight
If practical, limit bank angles to 30º or less. Using rudder condition. OWS functionality can be verified by the
pedal as well as lateral stick during rolls improves the roll presence of the allowable g being displayed in the HUD. If
acceleration but does not increase the maximum roll rate. the OWS is not operable, OWOFF is displayed.
Handling qualities with lateral asymmetries or during
crosswind landings are significantly degraded. After NOTE
landing, only limited directional control is available from the
remaining control surfaces. If time and conditions warrant, Do not takeoff if a G LMTR OFF caution is dis-
an approach end arrestment is recommended. If an arrested played on the ground.
landing is not practical, immediately fly the nose gear to the
runway as nose wheel steering and differential brakes must 1. Maintain aircraft within allowable g-limits.
be used for directional control.
NOTE
If RUD OFF caution does not clear or returns -
If OWOFF is not displayed in the HUD and
1. Limit maneuvering to the minimum practical. allowable g is displayed, the OWS system is
functional and may be used to maintain aircraft
2. If practical, perform a controllability check before
within allowable limits.
landing.
3. Do not exceed 15º AOA. ROLL LMTR OFF CAUTION.

If both rudders are failed - The ROLL LMTR OFF caution indicates that the FCCs
have set the maximum roll rate command limit to 212º/
4. If practical, limit bank angle to 30º. second regardless of stores loading. The pilot must
5. If time and conditions warrant, an approach end maintain the aircraft within the allowable roll rate limit for
arrestment is recommended. the stores configuration.
6. Do not aerobrake.
1. Maintain aircraft within allowable roll rate limits.

3-79
CSTO SR1F-15SA-1-2

LMTR ORIDE CAUTION. If a monitor channel loses communication with another

channel, the channel that detects the failure turns it’s
The LMTR ORIDE caution indicates that the emergency CCDL box yellow to indicate that it has lost
limiter override function is engaged. If the situation communication with at least one other channel and its
dictates, aircrew can override the g and roll rate limiters MISC box turns red to indicate the failure. The loss of
by holding the paddle switch pressed and moving the communication by a single channel has no effect on
stick to within 0.6 inches of full aft. When overridden, flying qualities.
the FCCs allow up to 133%of the available g (e.g. 12g at
9.0g allowable) and up to a 212º/second roll rate, If the active channel loses communication with another
regardless of configuration. Although the emergency channel the indications appear similar to the total FCC
limiter override allows up to a 133% overload, it may not power failure case with the active channel declaring the
always be aerodynamically possible based on the aircraft non-communicating inactive channel failed. Since the
energy state. other channels may still be communicating with the failed
channel, the CCDL line indicates the status of the
NOTE remaining channels. In any case, treat this failure as a
total FCC failure.
Nose down pitch trim can reduce the amount of
positive g available during LMTR ORIDE Multiple CCDL channel failures or a single channel
operation. With full forward pitch trim, the CCDL failure accompanied by other sensor failures
maximum g available in LMTR ORIDE can be (PSTK, RSTK, PEDAL, GYRO, ACCEL, AOA, or A/D)
as low as 10.9g. can result in conditions that affect handling qualities.
Refer to applicable procedure(s).
MISCELLANEOUS FAILURES.
If the CCDL fault(s) remain -
CCDL FAULTS.
1. Limit maneuvering to the minimum practical.
An FCC Cross-Channel Data Link (CCDL) fault is 2. Follow procedures defined for associated sensor
indicated by red and yellow CCDL boxes on FCS format. failures.
A yellow box indicates the channel is not communicating
with at least one of the other three channels. A red box MISCELLANEOUS (MISC) FAULTS.
indicates that the channel is not receiving data from any
of the other three channels. The FCS FAULT caution The MISC indication on the FCS format is used to
occurs with any CCDL failure. indicate miscellaneous FCS failures not covered by other
indications. If a MISC box turns red, an FCC internal
During operation, only one of the four FCC channels processor fault, AHRS communications failure,
actively transmits data to the ADCP. The remaining FCC barometric setting or RSD failure, landing gear weight on
channels monitor the transmissions but do not directly wheels or wheel spin-up sensor failure, or an FCS related
communicate with the ADCP. All four FCC channels switch failure is detected. FCS BIT code(s) are displayed
receive data from the ADCP. The active channel provides and the FCS Detail BIT TEXT format may be used to
all of the aircraft FCS sensors status information to the identify specific failure information.
FCS format. The remaining three monitor channels
provide their sensor status information to the active An AHRS communication failure is normally
channel via the CCDL for comparison. If one of the four accompanied by rate gyro and accelerometer failures. An
channels experiences a total FCC power failure, the failed FCC internal process fault may result in a total FCC
channel turns red and the remaining three channels turn channel failure. A landing gear weight on wheels or
yellow since they are not communicating with the failed wheel spin-up failure can result in the FCCs not
channel. transitioning the control laws properly between inflight
and ground modes. Refer to the applicable checklist
procedure for the indicated failure.

3-80
 CSTO SR1F-15SA-1-2

If the RSD selected to provide the barometric setting fails, h. Landing gear handle - Gear up
the altitude continues to be calculated using the last valid i. RDR ALT switch - OFF
barometric setting received. The altitude in the HUD and
ADI is displayed in dashed boxes to indicate potential The trim inputs from the FCP and RCP switches are
degraded accuracy. The boxes remain dashed until a valid summed together for each axis. As a result, a failure in one
source for barometric setting is selected. A failure in cockpit may or may not affect the other cockpit’s switch
Channel 2 indicates the rear cockpit RSD is not reporting the operation. If both cockpits switches are simultaneously
barometric setting while Channel 4 indicates the front actuated in the same axis but in opposite directions, that
cockpit RSD is not reporting. Upon initial engine start, the axis is declared failed. If there is loss of trim function,
ADCP defaults to designating the FCP RSD as the active refer to the FCS Detail BIT TEXT format to confirm that a
source. The active source can be manually changed through switch fault is detected. All six trim switches, three in the
the DSPL/UFC/EMD MAINT BIT format. Selecting BARO front cockpit and three in the rear cockpit, are monitored
P (PB 2) toggles between the front cockpit (BARO P) and for a runaway condition. If any axis of the trim system is
the rear cockpit (BARO W). continually actuated for greater than 40 seconds, that axis
is declared runaway and shut down.
FCS related switches include:
The other axes remain operational. Once failed, the trim
a. GAIN switch switch(es) cannot be reset and remain failed for the
b. BIT consent switch remainder of the flight. The T/O TRIM button is
c. Paddle switch (front or back seat) independent of the manual trim switches and, if pressed
d. FCS RESET switch during or after a runaway trim condition, re-trims the
e. Trim switches (pitch, roll or yaw) rudders and ailerons to zero deflection and trims the
f. TF COUPLE switch stabilators to the current flight condition. The auto-trim
g. FLY UP ENABLE switch function remains unaffected.
h. Landing gear handle
i. RDR ALT switch. The landing gear handle is monitored by all four FCC
channels. If three or more of the channels fail, the FCCs
These switches vary from dual redundant (trim switches) to are unable to determine the position of the landing gear
triplex (terrain following switches) to quad-redundant (FCS handle and uses the fail-safe status of landing gear up. This
specific). A single failure of all but the trim switches does is displayed as three or more red MISC boxes in the failed
not impact switch function. All others require multiple channels accompanied by FCS BIT codes 0072 (GEAR
failures to result in loss of function of that switch. If loss HNDL DOWN SW FAIL) along with the FCS FAULT and
occurs, the signal is set to its fail-safe value. FLIGHT CONTROLS, FLIGHT CONTROLS voice alert.
This normally causes the FCCs to use the landing gear up
Fail-safe values for the switches are as follows: control laws regardless of whether or not the landing gear
is actually extended. With a 3- or 4- channel failure of the
a. GAIN switch - NORM landing gear control handle however, the FLAPS switch
b. BIT consent - Not pressed position is used as a backup to determine whether the
c. Paddle switch - Pressed FCCs use gear up or gear down control logic. If the
d. FCS RESET - Not pressed airspeed is below 245 KCAS with FLAPS switch down,
e. Trim switches - No input landing gear down control logic is used. This provides
f. TF COUPLE switch - OFF normal handling qualities throughout the approach,
g. FLY UP ENABLE switch - OFF landing, and roll out.

3-81
CSTO SR1F-15SA-1-2

If the FLAPS switch is not down or the airspeed is above pre-determined values for air data and angle of attack. If
245 KCAS, landing gear up control logic is used and the landing gear handle is up, the FCC gain schedule is
wheel spin-up detection is lost. Minor handling qualities fixed to a flight condition of Mach 0.85, 30,000 feet MSL
changes with increase pitch and roll sensitivity during and 3º AOA. At this flight condition, handling qualities
gear down flight may be noticed. On touchdown, the are normal but begin to degrade as airspeed, altitude, and
transition to FCS ground mode is delayed until weight- AOA deviate from the fixed gain flight condition
on-wheels is detected. Until this occurs, the FCS assumptions. Flight conditions slower than the fixed gain
continues to coordinate lateral stick inputs after landing assumption generally result in a slightly sluggish pitch
degrading directional control in crosswinds or with lateral response and poor roll coordination. Flight conditions
asymmetries. faster result in increased stick sensitivity making the
aircraft slightly more PIO susceptible. These fixed gains
1. Refer to FCS BIT TEXT format to determine fail- are designed to provide adequate flying qualities between
ures. approximately 200-450 KCAS at angles of attack below
15º AOA. If supersonic, even at 450 KCAS or below,
For MISC fault indicated in Channel 2 or 4 with large sideslip excursions can occur during rolls. Limit
barometric altitude in dashed boxes - rolling maneuvers to half lateral stick if supersonic. G
LMTR OFF and ROLL LMTR OFF cautions occur when
2. BIT-MAINT-DSPL/UFC/EMD format - SELECT GAIN switch ORIDE is selected since the FCCs revert to
3. BARO P/W (PB 2) - Select Opposite Source using fixed Mach and altitude values. If an air data failure
prevents OWS from functioning, OWOFF is displayed in
NOTE the HUD. If this occurs, maintain aircraft within non-
OWS g-limits and applicable roll rate limits.
A failure in Channel 2 indicates the rear cockpit
RSD is not reporting the barometric setting NOTE
while Channel 4 indicates the front cockpit RSD
is not reporting. If ORIDE is selected without an actual air data
failure, the OWS continues to function provid-
For MISC fault indicated in three or more chan- ing accurate allowable g and warning tones.
nels with BIT 0072 -
If the landing gear handle is down, the calculated REF
When ready to lower the landing gear - AOA is used for angle of attack scheduling and a fixed
flight condition of Mach 0.35 and 5,000 feet MSL is used
2. Airspeed - BELOW 245 KCAS for gain scheduling. Adequate flying qualities exist below
3. FLAPS switch - DN 250 KCAS and 15º AOA. Turn coordination becomes
4. LDG GR handle - DN degraded and sideslip is apparent, even in stabilized
turns. Limit bank angles to 45º maximum with the
landing gear handle down. Flight conditions faster than
the fixed gain assumption result in pitch sensitivity and
increased PIO susceptibility.
Failure to place the FLAPS switch DN results in
Unless the AIR DATA caution is displayed, the GAIN
the FCS continuing to use gear up control logic.
mode switch can be returned to NORM and normal gain
Increased pitch and roll sensitivity results and
scheduling resumes. With a four channel air data failure
the FCS continues to coordinate lateral stick in-
(AIR DATA caution displayed), the results of returning
puts after landing degrading directional control
the switch to NORM vary based on the landing gear
with crosswinds or large lateral asymmetries un-
handle position. With the landing gear handle up,
til weight-on-wheels is detected.
returning the GAIN mode switch to NORM results in
returning to gains based on the air data for the last valid
GAIN ORIDE CAUTION.
flight condition before the failure occurred. If the landing
gear handle is already down when GAIN mode switch
The GAIN ORIDE caution indicates that the GAIN
ORIDE is selected or
switch is in the ORIDE position and the FCCs are using

3-82
 CSTO SR1F-15SA-1-2

if the landing gear is lowered after selecting ORIDE, the 1. Maintain AOA below 20º.
override air data values are locked in regardless of the 2. PACS, ADCP, and VRAMS - CHECK AND RESET
position of the GAIN mode switch. The angle of attack (if required)
source continues to be based on the switch position.
RIG CAUTION.
ACE DEFAULT CAUTION.
The RIG caution indicates that the FCC stored actuator rig
The ACE DEFAULT caution indicates the FCCs are using values are invalid, do not agree between FCC channels, or
the default set of fixed mass properties rather than the real are not valid for the tail number received from the ADCP.
time, ADCP calculated properties for gain scheduling. This If an out of rig condition exists, flight control rig biases are
is most likely caused by an ADCP, PACS, or VRAMS not applied and the RIG caution occurs approximately 45
failure. To allow time for system resets and BITs, there is a 4 seconds after the first main generator comes on line. The
minute delay following the loss of the aircraft mass property RIG caution is only displayed while the aircraft is weight
data before the ACE DEFAULT caution appears and the on wheels. If takeoff occurs without correcting the out of
FCCs start using the ACE default values. There is also a 1 rig condition, the RIG caution is removed weight-off-
minute inhibit after accelerating through 50 KCAS with wheels, but the associated BIT code (0014) remains set.
weight on wheels to prevent transitioning during takeoff. The caution returns approximately 45 seconds after
Handling qualities are slightly degraded, but are adequate landing.
for all mission tasks below 20º AOA. The g limiter and roll
limiter are turned off since the FCCs no longer know the 1. Check tail number on HUD TITLE format.
actual aircraft mass properties or configuration. Depending 2. Re-enter tail number if not correct.
on the underlying failure, the OWS may continue to function
providing accurate allowable g and warning tones. If fault clears -

NOTE 3. Continue mission.

Do not takeoff if an ACE DEFAULT caution re- If fault does not clear or returns -
mains displayed on the ground.
3. Abort mission.

3-83
 CSTO SR1F-15SA-1-2

TOTAL FCC CHANNEL FAILURES. attempt to compensate for the failed surface by increasing
the command on the remaining surfaces. Above Mach
A total FCC failure is indicated by red boxes in all the 0.95/500 KCAS, the remaining good control surfaces begin
items associated with a particular channel. Associated to lose authority and are unable to completely counter the
cautions and failure indications are different for each roll due to sideslip and an uncommanded roll into the failed
combination of failed versus operable channels (figure 3- surfaces can occur. Reducing airspeed regains roll control.
7). All of these failures are accompanied by FCS and FCS
FAULT MPCD cautions. Follow the procedures for each If Total FCC Channel Failure does not clear or
of the indicated failures. returns -

If channel failures occur in both channels 1 and 4 or 1. Limit maneuvering to the minimum practical.
channels 2 and 3, both the aileron and rudder on the same 2. Refer to applicable checklist procedures for indicated
side of the aircraft are failed and the actuators disengaged. failures.
The failed surfaces remain damped, but float with the
airstream and may not indicate failed at 0°. The failed, If Both FCC Channels 1/4 or 2/3 failed -
floating rudder can result in a buildup in sideslip as it is
deflected from neutral by the airstream. The FCCs 3. Slow below Mach 0.95/500 KCAS.

3-84 Change 2
 CSTO SR1F-15SA-1-2

TOTAL FCC CHANNEL FAILURES

(SINGLE CHANNEL FCC POWER FAILURES)
CHANNEL INDICATIONS
MPD/MPCD Cautions L INLET, L BYPASS, L ENG CONTR
Caution Lights ENGINE, FLT CONTR
Loss of left flap position indication
Channel 1 All Channel 1 items red (except ATT)
FCS Format
A/D Channels 1 & 4 red
CCDL Channel 1 red, Channels 2, 3, & 4 amber
Loss of wheel spin-up signal
Impacts
Loss of idle lock-up on left engine
MPD/MPCD Cautions R BYPASS
Caution Lights ENGINE, FLT CONTR
Loss of right flap position indication
FCS Format All Channel 2 items red (except ATT)
CCDL Channel 2 red, Channels 1, 3, & 4 amber
Channel 2 RSD RCP AOA fail
HUD/ADI Barometric altitude in dashed box and loss of allowable g
(OWOFF) if RCP selected for barometric setting
TO trim switch inoperable
Degraded source error correction of barometric altitude
Impacts
and loss of g/roll limiters and OWS if RCP is selected
for barometric setting.
MPD/MPCD Cautions R INLET, R BYPASS, R ENG CONTR
Caution Lights ENGINE, FLT CONTR
Loss of left flap position indication
Channel 3 All Channel 3 items red
FCS Format
A/D Channels 2 & 3 red
CCDL Channel 3 red, Channels 1, 2, & 4 amber
Loss of wheel spin-up signal
Impacts
Loss of idle lock-up on right engine
MPD/MPCD Cautions L BYPASS
Caution Lights ENGINE, FLT CONTR
Loss of right flap position indication
FCS Format All Channel 4 items red
CCDL Channel 4 red, Channels 1, 2, & 3 amber
RSD FCP AOA fail
Channel 4 HUD/ADI Barometric altitude in dashed box and loss of allowable g
(OWOFF) if FCP selected for barometric setting
TO trim switch inoperable
Loss of gear down AOA tone
Loss of AP, TF FAIL, and UNARMED/NO ATF lights
Impacts
Degraded source error correction of barometric altitude
and loss of g/roll limiters and OWS if FCP is selected
for barometric setting

Figure 3-7 (Sheet 1 of 5)

Change 2 3-85
 CSTO SR1F-15SA-1-2

TOTAL FCC CHANNEL FAILURES (Continued)

(DUAL CHANNEL FCC POWER FAILURES)
CHANNEL INDICATIONS
MPD/MPCD Cautions L INLET, L BYPASS, R BYPASS, L ENG CONTR
Caution Lights ENGINE, FLT CONTR, AV BIT
Loss of left and right flap position indications
All Channel 1 & 2 items red (except ATT)
FCS Format
A/D Channels 1, 2, & 4 red
CCDL Channels 1 & 2 red, Channels 3 & 4 amber
RSD RCP AOA fail
HUD/ADI Barometric altitude in dashed box and loss of allowable g
Channel 1 and 2
(OWOFF) if RCP selected for barometric setting
TO trim switch inoperable
Loss of idle lock-up on left engine
Loss of wheel spin up signal
Impacts Loss of autopilot/terrain following
Degraded source error correction of barometric altitude
and loss of g/roll limiters and OWS if RCP is selected
for barometric setting
AIR DATA, ATDP, L INLET, R INLET, L BYPASS, R
MPD/MPCD Cautions BYPASS, L ENG CONTR, R ENG CONTR, G LMTR
OFF, ROLL LMTR OFF
Caution Lights ENGINE, FLT CONTR
Loss of left flap position indication
All Channel 1 & 3 items red (except ATT)
FCS Format
A/D Channels 1 thru 4 red
CCDL Channels 1 & 3 red, Channels 2 & 4 amber
HUD/ADI Loss of barometric altitude, airspeed, and Mach
Channel 1 and 3
Loss of allowable g (OWOFF)
Loss of wheel spin-up signal
Loss of idle lock-up on both engines
Loss of flap blowup protection
Loss of g/roll limiters and OWS
Impacts
Flying qualities degrade as flight condition changes
FCS HOT caution light inoperable
Autopilot/terrain following inoperable
Loss of unsafe landing gear tone

Figure 3-7 (Sheet 2)

3-86 Change 2
 CSTO SR1F-15SA-1-2

TOTAL FCC CHANNEL FAILURES (Continued)

(DUAL CHANNEL FCC POWER FAILURES)
CHANNEL INDICATIONS
L INLET, L BYPASS, AIL OFF, RUD OFF, AOA,
MPD/MPCD Cautions
L ENG CONTR, G LMTR OFF, ROLL LMTR OFF
Caution Lights ENGINE, FLT CONTR
Loss of left and right flap position indications
L RUDDER and L AILERON indicate INV
L AOA indicates INV
FCS Format
All Channel 1 and 4 items red (except ATT)
AOA Channels 1 & 4 red, Channels 2 & 3 amber
CCDL Channels 1 & 4 red, Channels 2 & 3 amber
RSD FCP AOA fail
HUD/ADI Barometric altitude in dashed box and allowable g
Channel 1 and 4
(OWOFF) if FCP selected for barometric setting
Loss of left aileron and left rudder (float with airstream)
Loss of wheel spin-up signal
Loss of idle lock-up on left engine
Loss of gear down AOA tone
Loss of AP, TF FAIL and UNARMED/NO ATF lights
Impacts Loss of g/roll limiters
Degraded source error correction of barometric altitude
and loss of OWS if FCP selected for barometric setting
TO trim switch inoperable
Speedbrake inoperable (inflight)
Autopilot/terrain following inoperable
R BYPASS, R INLET, AIL OFF, RUD OFF, AOA,
MPD/MPCD Cautions
R ENG CONTR, G LMTR OFF, ROLL LMTR OFF
Caution Lights ENGINE, FLT CONTR
Loss of left and right flap position indications
R RUDDER and R AILERON indicate INV
R AOA indicates INV
FCS Format
All Channel 2 & 3 items red (except ATT)
AOA Channels 2 & 3 red, Channels 1 & 4 amber
CCDL Channels 2 & 3 red, Channels 1 & 4 amber
RSD RCP AOA fail
Channel 2 and 3 HUD/ADI Barometric altitude in dashed box and allowable g
(OWOFF) if RCP selected for barometric setting
Loss of right aileron and right rudder (float with air
stream)
Loss of wheel spin-up signal
Loss of idle lock-up on right engine
Loss of g/roll limiters
Impacts
Degraded source error correction of barometric altitude
and loss of OWS if RCP selected for barometric setting
TO trim switch inoperable
Speedbrake inoperable (inflight)
Autopilot/terrain following inoperable

Figure 3-7 (Sheet 3)

Change 2 3-87
 CSTO SR1F-15SA-1-2

TOTAL FCC CHANNEL FAILURES (Continued)

(DUAL CHANNEL FCC POWER FAILURES)
CHANNEL INDICATIONS
L BYPASS, R BYPASS, G LMTR OFF, ROLL LMTR
MPD/MPCD Cautions
OFF
ENGINE
Caution Lights Loss of FLT CONTR light
Loss of Flight Controls voice alert
Loss of right flap position indication
FCS Format All Channel 2 & 4 items red (except ATT)
CCDL Channels 2 & 4 red, Channels 1 & 3 amber
RSD FCP and RCP AOA fail
Channel 2 and 4 HUD/ADI Barometric altitude in dashed box and loss of allowable g
(OWOFF)
TO trim switch inoperable
Loss of gear down AOA tone
Loss of departure warning tone
Loss of speedbrake auto-retract
Impacts Loss of g/roll limiters and OWS
Degraded source error correction of barometric altitude
Loss of NWS disengagement capability
Loss of AP, TF FAIL and UNARMED/NO ATF lights
Autopilot/terrain following inoperable
MPD/MPCD Cautions L BYPASS, R BYPASS, R INLET, R ENG CONTR
Caution Lights ENGINE, FLT CONTR, AV BIT
Loss of left and right flap position indications
All Channel 3 & 4 items red
FCS Format
A/D Channels 2, 3, & 4 red
CCDL Channels 3 & 4 red, Channels 1 & 2 amber
RSD FCP AOA fail
HUD/ADI Barometric altitude in dashed box and loss of allowable g
Channel 3 and 4 (OWOFF) if FCP RSD is selected for barometric setting
Loss of wheel spin up signal
Loss of idle lock-up on right engine
Loss of gear down AOA tone
Loss of AP, TF FAIL and UNARMED/NO ATF lights
Impacts TO trim switch inoperable
Autopilot/terrain following inoperable
Degraded source error correction of barometric altitude
and loss of g/roll limiters and OWS if FCP is selected
for barometric setting

Figure 3-7 (Sheet 4)

3-88 Change 2
 CSTO SR1F-15SA-1-2

TOTAL FCC CHANNEL FAILURES (Continued)

(3-CHANNEL FCC POWER FAILURES)
CHANNEL INDICATIONS
MPD/MPCD Cautions Only the first two failure’s cautions are displayed
Caution Lights ENGINE, FLT CONTR, AV BIT
FCS Format FCS MUX FAIL
RSD RCP AOA fail
Channel 1, 2, and 3 HUD/ADI Loss of altitude, airspeed, Mach, and AOA
Loss of E-bracket
Loss of allowable g (OWOFF)
Loss of pitch control
Impacts Left aileron and left rudder function for roll control
FCS attempts to restart channels
MPD/MPCD Cautions Only the first two failure’s cautions are displayed
Caution Lights ENGINE, FLT CONTR, AV BIT
FCS Format FCS MUX FAIL
RSD FCP AOA fail
Channel 1, 3, and 4 HUD/ADI Loss of altitude, airspeed, Mach, and AOA
Loss of E-bracket
Loss of allowable g (OWOFF)
Loss of pitch control
Impacts Right aileron and right rudder function for roll control
FCS attempts to restart channels
MPD/MPCD Cautions Only the first two failure’s cautions are displayed
Caution Lights ENGINE, AV BIT
FCS Format FCS MUX FAIL
RSD FCP and RCP AOA fail
Channel 2, 3, and 4 HUD/ADI Loss of altitude, airspeed, Mach, and AOA
Loss of E-bracket
Loss of allowable g (OWOFF)
Loss of pitch control
Impacts Left aileron and left rudder function for roll control
FCS attempts to restart channels
MPD/MPCD Cautions Only the first two failure’s cautions are displayed
Caution Lights ENGINE, AV BIT
FCS Format FCS MUX FAIL
RSD FCP and RCP AOA fail
Channel 1, 2, and 4 HUD/ADI Loss of altitude, airspeed, Mach, and AOA
Loss of E-bracket
Loss of allowable g (OWOFF)
Loss of pitch control
Impacts Right aileron and right rudder function for roll control
FCS attempts to restart channels

Figure 3-7 (Sheet 5)

Change 2 3-89
 CSTO SR1F-15SA-1-2

FCS MUX FAILURES. The BATT DISCH caution indicates that at least one
channel of the FCCs is on battery power and the battery is
FCS MUX FAIL is displayed in the middle of the FCS discharging. This can be confirmed by the battery
format when the ADCP loses MUX communication with voltmeter indicating less than 24 VDC. While the FCCs do
the FCCs. All other FCC data on the FCS format is either not require the battery for normal operation, if the battery
blank or is displayed as INV/OFF. The actuator hydraulic completely discharges, there is no FCC keep alive
status bars are still functional. With a persistent loss of capability to cover electrical transients in the event of a
MUX communication, the FCCs no longer receive EGI or generator failure.
ACE data and aircraft handling qualities are degraded
accordingly. In addition, the FCCs are not able to report 1. BATTERY GAUGE - MONITOR
FCC related failures, cautions, or BIT status on the MPD/ 2. Land as soon as practical.
MPCDs. The FLT CONTR light and flight control voice
alert are still functional. ADCP generated cautions still NOTE
operate normally and the G LMTR OFF and ROLL
LMTR OFF cautions occur. The HUD, JHMCS and ADI Cycling generator switches with the BATTERY
display OFF or are blanked for airspeed, Mach, AOA, and voltmeter indicating less than 20 volts can result
altitude. in momentary FCC channel failures since the keep
alive circuit may not function.
NOTE
FCS HOT CAUTION.
An FCS MUX FAIL displayed in the middle of
the FCS format may be an indication of an The FCS HOT caution indicates an overheat condition is
ADCP failure or degrade condition. If an ADCP detected in at least one of the FCC processors, power
failure is suspected, attempt to reset the ADCP. supplies, or AHRS. The FCS HOT caution occurs if an
FCC processor exceeds 120ºC, the power supply exceeds
BATT SW CAUTION. 121ºC or the AHRS exceeds 110ºC. The FCS Detail BIT
format displays the temperatures of the CPU and AHRS by
The battery provides the final source of electrical power channel and can be used to determine which component is
to the FCCs and front cockpit RSD. With the BATTERY overheating and whether or not the condition is correcting.
switch ON, the battery is capable of providing a minimum The power supply temperature is not available.
of 10 minutes of operation following the loss of both main
generators and the emergency generator. The BATT SW NOTE
caution indicates the battery switch is in the wrong
position for the current state of operations. The caution The CPU and AHRS temperatures are display
occurs if the BATTERY switch is OFF with the engines limited to 125ºC even if their actual temperature
running or (ground only) with external electrical power on exceeds that value.
the aircraft. On the ground without cooling air, the FCCs
eventually overheat. To prevent this from occurring, if If all temperatures are within range, it is a power supply
hydraulic pressure is not available, the BATTERY switch which is overheating. The only way to isolate it down to a
automatically turns OFF after two minutes. particular FCC channel is through the BIT codes and the
FCS BIT code TEXT format. FCC A (channels 1 and 2) is
If on the ground with both engines off - located in door 3R and FCC B (channels 3 and 4) is located
in door 6R. Overheating of a single channel may indicate
1. BATTERY switch - OFF (unless engine start is an FCC malfunction. Overheating of both channels of an
imminent) individual FCC while the temperatures in the other FCC
If airborne or on the ground with at least one are normal may indicate a cooling issue in that one bay.
engine running -
The FCCs are not provided dedicated emergency cooling
1. BATTERY switch - ON by ram air and only receive ram air when all the avionics
are switched to ram air cooling by turning
BATT DISCH CAUTION.

3-90 Change 2
 CSTO SR1F-15SA-1-2

the TEMP switch to OFF. Turning the TEMP switch to OFF LOSS OF CANOPY/CANOPY
turns off the ECS turbine and shut off ECS air to the cockpit,
avionics and windshield anti-fog. The avionics and FCCs JETTISON.
automatically switch to ram air. The canopy seal, fuel
pressurization, anti-g and windshield heat continue to CANOPY UNLOCKED.
operate normally. Cockpit cooling can be switched to ram
air by turning and pulling the EMERG VENT handle. The CANOPY UNLOCKED caution indicates that either
Optimum ram air cooling occurs at 15,000 feet MSL and the canopy locking mechanism has moved to the unlocked
400 KCAS. position or the canopy actuated initiator lanyard has
become disconnected. The following procedures are
The FCCs are designed to operate up to 125ºC before recommended:
failing. The FCCs need at least two channels to be operating
for controlled flight. The FCS does not operate on a single 1. Slow to below 250 KCAS.
channel. If the overheating channels are isolated to only one 2. EMERG VENT handle - TURN BELOW 18,000
FCC, monitor the temperatures and land as soon as practical. FEET (below 25,000 feet if situation warrants)
If the overheating channels are occurring in both FCCs, land 3. Canopy control handle - FULL FORWARD
as soon as possible.
CANOPY LOST.
1. FCS DETAIL BIT format - CHECK FCC TEM-
PERATURES Air to ground communication may be possible up to about
2. ENG format - MONITOR ACMU TEMPERATURE 400 knots, but airspeed is reduced as much as practical and
3. OXYGEN pressure regulator - 100% precautions taken to remain within the cockpit confines to
4. Descend to lowest practical altitude (below 25,000 prevent injury from the slipstream. Severe problems may
feet maximum). be encountered by the WSO. Rapidly slowing below 200
5. Nonessential avionics - OFF knots and reducing altitude enables intercockpit
6. EMERG VENT handle - TURN AND PULL BELOW communication and reduces the wind effects on the WSO.
18,000 FEET (25,000 feet if situation warrants) The WSO can attain the lowest slipstream profile by
lowering the seat full down, grasping the lower instrument
panel with the left hand and leaning full forward while
NOTE
using the right hand for helmet/mask retention. If
Optimum ram air cooling is obtained at 400 knots necessary, select COLD MIC to prevent radio noise
and 15,000 feet. interference.

If FCC temperature is not decreasing - 1. Slow to lowest practical airspeed (200 KCAS maxi-
mum).
7. TEMP switch - OFF 2. Descend to lowest practical altitude.
8. FCS DETAIL BIT format - CHECK FCC TEM- 3. Land as soon as practical.
PERATURES
CANOPY JETTISON.
If FCC temperature is still not decreasing but iso-
lated to channels 1 and 2 or channels 3 and 4 - If only the canopy needs to be jettisoned, the fol-
lowing steps must be used -
9. Land as soon as practical.
1. Canopy jettison handle - PRESS UNLOCK BUT-
If FCC temperature is still not decreasing and TON AND PULL
include channels 1 and 3 or channels 2 and 4 - 2. Canopy control handle - UP

9. Land as soon as possible. If canopy still fails to separate -

CANOPY UNLOCKED INFLIGHT/ 3. Canopy - PULL AFT AND PUSH OPEN

Change 4 3-91
CSTO SR1F-15SA-1-2

BOARDING STEPS EXTENDED. either occupant from initiating ejection at any

time they determine that circumstances war-
rant such action.
Malfunction of the lock-up mechanism can allow the
boarding steps to extend in flight. Normally there is no
IMMEDIATE EJECTION.
indication, except that the position indicator indicates
DOWN. At high speed, some buffet may be present. The
• Alert other crewmember.
boarding steps have extended in flight at speeds as high
as Mach 2 with no adverse effect. However, if the steps
• If at low altitude, attempt to trade airspeed for alti-
fail structurally, pieces can enter the left engine inlet. For
tude and to eject wings level with zero sink rate.
this reason, if the steps extend, reduce airspeed as soon as
practical.
• Assume proper ejection position.
EJECTION. 1. Ejection control handles - PULL
Grasp the handles and pull so that the handles
Ejection can be accomplished at ground level between rotate up and toward the back of the seat.
zero and 600 knots airspeed with wings level and no sink
rate. Appreciable forces are exerted on the body when
NOTE
ejection is performed at airspeeds above 450 knots.
Above 600 knots, ejection is extremely hazardous due to Although actuation of either handle is sufficient
excessive wind blast forces. In primary mode the seat to initiate ejection, both handles must be
does not fire unless the canopy has separated. However grasped, if possible, to prevent arm flailing.
in backup mode, the seat, whether inflight or on the Continue holding the handles until man-seat
ground, fires regardless of canopy position (full open to separation. Be prepared to release the handles at
full closed) and fires through the canopy if the canopy manseat separation since the handles do not de-
fails to separate. The selection of backup mode is tach from the seat.
automatic, based on the ejection system sensing a failure
of primary mode. Minimum ejection altitudes for various CONTROLLED EJECTION.
flight conditions and attitudes are shown in the ejection
seat performance charts in the foldout section. If time and conditions permit (before assuming the
proper ejection position), attempt to achieve optimum
• Time and circumstances permitting, the pilot must ejection parameters listed below.
alert the WSO to prepare for ejection and then
direct individual ejections or initiate ejection for • 5,000-10,000 feet (AGL), 150-250 knots
both crewmembers, as briefed.
• Eject no lower than 2,000 feet (AGL)
• WSO initiated ejection of the pilot is limited to
immediate ejection situations when so directed by
the pilot or when the pilot is incapacitated.

• The pilot must consider the experience level of the

WSO, the degree of training/proficiency, and Minimum altitudes are dependent upon dive an-
meticulously brief on ejection signals (with or gle, airspeed and bank angle. Recommended
without intercom) and the exact circumstances the minimums are 6,000 feet AGL if out of control
WSO ejects the crew. or 2,000 feet AGL in controlled flight.

• Tighten lap belt, helmet chin strap and oxygen

NOTE mask.
• Refer to foldout section for ejection seat per-
formance charts. • Stow loose equipment.

• The following procedure in no way precludes • Remove night vision devices (if appropriate).

3-92
 CSTO SR1F-15SA-1-2

Failure to remove night vision devices prior to ejec- If the emergency oxygen green ring is pulled
tion can result in severe to fatal injuries due to their while still in the cockpit, the aircraft oxygen hose
added weight and configuration. must be disconnected from the CRU-94/P connec-
tor or the emergency oxygen vents into the air-
• Lower helmet visor craft system.

• Throttles - IDLE NOTE

• Speed brake - AS REQUIRED Although actuation of either handle is sufficient to

initiate ejection, both handles must be grasped, if
• Aft seat ejection first possible, to prevent arm flailing. Continue hold-
ing the handles until man-seat separation. Be pre-
1. Ejection mode selector - NORMAL pared to release the handles at manseat separation
since the handles do not detach from the seat.

3. FCP ejection control handles - PULL

• If fire/smoke is the cause for ejection, a dual

ejection must be made. Individual ejection by the
WSO can incapacitate the pilot from intense heat
and fire caused by windblast and draft effects of If the emergency oxygen green ring is pulled
a jettisoned canopy. while still in the cockpit, the aircraft oxygen hose
must be disconnected from the CRU-94/P connec-
• If dual ejection is initiated without alerting the tor or the emergency oxygen vents into the air-
other crewmember, incapacitation on ejection craft system.
may occur due to improper body position.
NOTE
• Failure to install the solo flight locking pin when
required results in a 0.4-second delay in front Although actuation of either handle is sufficient to
seat ejection. initiate ejection, both handles must be grasped, if
possible, to prevent arm flailing. Continue hold-
2. RCP ejection control handles - PULL ing the handles until man-seat separation. Be pre-
pared to release the handles at manseat separation
since the handles do not detach from the seat.

3-93
CSTO SR1F-15SA-1-2

DESCENT AND MANUAL lease.

SURVIVAL EQUIPMENT • If parachute does not separate the crewmem-
DEPLOYMENT. ber from the seat, do not release the lap belt.
Ensure the emergency manual chute handle is
If emergency oxygen fails to release automati- pulled full travel. Releasing the lap belt caus-
cally upon ejection - es a partial separation from the seat. The iner-
tia straps remain attached to the parachute
1. Oxygen release ring - PULL risers.
(on rear of left armrest)
NOTE
After parachute deployment -
Initial travel of the emergency chute handle de-
2. Face mask - REMOVE AND DISCARD ploys the personnel parachute (at 2 inches of
travel). Additional travel of the handle is re-
If survival kit does not deploy - quired to release the lap belt, inertia reel and
seat pan. Full travel of the handle is approxi-
3. Kit handle - GRASP WITH RIGHT HAND AND mately 7 inches.
PULL
Life raft inflation is initiated by gravity when If chute deploys but automatic man-seat separa-
the drop line is fully extended after kit opening. tion fails -

2. Emergency manual chute handle - CONTINUE

PULLING

DISPLAY ANOMALIES.
If the survival kit is deployed after landing in
water, a snatch pull on the drop line (near CO2
Display anomalies may be characterized by blank display
bottle) is required to inflate the life raft.
panels. Functional displays may be restored by selecting
ADCP RESET or by cycling ADCP/AIU1 power.
MANUAL MAN-SEAT
SEPARATION. ADCP FAILURE/BFD
PROCEDURES.
ADCP FAILURE.

The following procedures bypass the highly reli- An ADCP failure is indicated by combinations of cockpit
able automatic system and is only be used as a displays/HUD blanking or flashing STANDBY. An
last resort. ADCP operating from a single GPP is indicated by CC
DEGRADE appearing on the SIT display accompanied
If below 15,000 feet (MSL) and harness release by an AV BIT light, and ADCP* displayed on the BIT
actuator fails to operate - format. The ADCP Detail BIT format shows GPP1 FAIL
or GPP2 FAIL. During high task operations (i.e.,
1. Emergency manual chute handle - PULL WHEN saturated FDL network, weapons deliveries), operations
CLEAR OF AIRCRAFT on a single GPP are more likely to result in total ADCP
failure. If an ADCP failure occurs or is suspected,
attempt to reset the ADCP. A reset causes the ADCP to
be nonfunctional for up to 5 seconds. If the ADCP
remains failed, land as soon as practical.
• The emergency manual chute handle must be
pulled to its full travel to assure restraint re-

3-94 Change 4
 CSTO SR1F-15SA-1-2

Back-to-back ADCP failures can result in the clearing of clear.

Non-Volatile Random Access Memory (NVRAM). This
includes information entered manually and from the CRMM 4. Weapons and targeting data - RELOAD
read. This may be prevented by performing a second ADCP (if required due to NVRAM clear)
reset if the first ADCP reset is successful.
If ADCP fails to reset -
If an ADCP failure is suspected -
2. ADCP RESET button - PRESS AGAIN
1. ADCP RESET button - PRESS
NOTE
If the ADCP subsequently fails after reset, multi-
ple reset attempts may be required to obtain an-
other successful reset. ADCP recovery after
Performing weapons delivery with CC DEGRADE multiple reset attempts erases all NVRAM data.
(degraded ADCP) may result in targeting errors Reread the CRMM and re-enter any needed data.
and/or total ADCP failure.
If reset fails to recover the ADCP, cycle power to
NOTE the ADCP (GND PWR panel) -
Following an ADCP reset, all functions (system al-
3. ADCP/AIU1 switch - OFF (for 1 second)
titude, present position, instrumentation, etc.)
should return within 5 seconds. 4. ADCP/AIU1 switch - AUTO

If ADCP reset is successful - NOTE

2. ADCP RESET button - PRESS AGAIN Multiple ADCP/AIU1 switch cycle attempts may
be required.
NOTE
If ADCP reset is successful -
If the ADCP recovers on the first attempt, perform-
ing a second ADCP reset prevents the NVRAM 5. TPOD function - CHECK
from automatically clearing if a subsequent failure
occurs.

3. TPOD function - CHECK

(if equipped, ensure TPOD video and targeting ADCP resets and failures may change the Sniper
capability is restored) pod A/G laser mode from TRNG to CMBT. Veri-
fy that the Sniper pod laser is in the proper mode
prior to firing.

6. Weapons and targeting data - RELOAD

ADCP resets and failures may change the Sniper (if required)
pod A/G laser mode from TRNG to CMBT. Verify
that the Sniper pod laser is in the proper mode prior
to firing.

NOTE An ADCP failure may result in corrupted data

being transferred to the PACS.
If ADCP does not recover on first reset, repeating
an ADCP reset will result in an automatic NVRAM

Change 4 3-95
CSTO SR1F-15SA-1-2

If ADCP fails to reset - 2. ADCP RESET button - PRESS AGAIN

5. Airspeed - REMAIN BELOW 425 KCAS/MACH NOTE

1.0 in AB
If the ADCP recovers on the first attempt, per-
forming a second ADCP reset prevents the
NVRAM from automatically clearing if a subse-
quent failure occurs.
During ADCP failure, status of the ATDPS con- 3. TPOD function - CHECK
nection between engines is unknown. This re- (if equipped, ensure TPOD video and targeting
sults in either a lack of protection against capability is restored)
departure, or the engines are interconnected and
any ENG CONTR caution or manual transfer to
SEC will result in both engines transferring to
SEC without being able to reset.

6. Land as soon as practical. ADCP resets and failures may change the Sniper
pod A/G laser mode from TRNG to CMBT.
Available Functions with ADCP Failure. Verify that the Sniper pod laser is in the proper
mode prior to firing.
Basic aircraft Standby instruments
performance 4. PACS Power - CYCLE
COMM Degraded; channel/frequency fro- (if NVRAM clear occurred)
zen.

EW Degraded

PACS Manual mode, emergency jettison,

and gun firing. Combat smart weapon stores are not displayed
on SMRT WPN page after a NVRAM clear and
transition in and out of PACS Training mode.
UFC Display Format.
5. Weapons and targeting data - RELOAD
With an ADCP failure, limited functions remain for
(if required due to NVRAM clear)
radio/comm, TACAN, and IFF operation.

ADCP II FAILURE.

A partial ADCP II failure results in single side processor

operation. Partial ADCP II failures are indicated by the An ADCP failure may result in corrupted data
loss of half of the displays and/or CC DEGRADE being transferred to the PACS.
appearing on the SIT display, an AV BIT light, and
ADCP* displayed on the BIT page. If the displays are If ADCP fails to reset -
restored in both cockpits with no DEGRADE, the ADCP
II is fully recovered. 2. ADCP RESET button - PRESS AGAIN

If a partial ADCP failure is suspected, reset the NOTE

ADCP if practical -
Following an ADCP II reset, the ADCP II will
1. ADCP RESET button - PRESS enter BFD within 4 seconds. Full ADCP II oper-
ation should return within 30 seconds.
If ADCP reset is successful -

3-96 Change 4
 CSTO SR1F-15SA-1-2

NOTE ing transferred to the PACS.

If ADCP does not recover on first reset, repeating If ADCP fails to reset -
an ADCP reset will result in an automatic NVRAM
clear. Reread the CRMM and re-enter any needed 5. Airspeed - REMAIN BELOW 425 KCAS/MACH
data. 1.0 in AB

If reset fails to recover the ADCP, cycle power to

the ADCP (GND PWR panel) -

3. ADCP/AIU1 switch - OFF (for 1 second)

During ADCP failure, status of the ATDPS is un-
4. ADCP/AIU1 switch - AUTO known. An improperly functioning ATDPS could
result in either a lack of protection against super-
NOTE sonic departure, or in an ENG CONTR caution
occurs, a transfer to SEC of both engines with the
Multiple ADCP/AIU1 switch cycle attempts may ability to reset.
be required.
6. Land as soon as practical.
If ADCP reset is successful -
UFC Display Format.
5. TPOD function - CHECK
(if equipped, ensure TPOD video and targeting With an ADCP failure, limited functions remain for radio/
capability is restored) comm, TACAN, and IFF operation.

ADCP II BFD.

If the ADCP II is stuck in BFD, the following systems/data

ADCP resets and failures may change the Sniper are affected -
pod A/G laser mode from TRNG to CMBT. Verify
that the Sniper pod laser is in the proper mode prior Radio 4 Not supported
to firing. ILS Not supported

6. PACS Power - CYCLE EW Not supported

(if NVRAM clear occurred) GCWS Not supported
OWS Not supported
Autopilot Not supported
ATDPS Not supported
Combat smart weapon stores are not displayed on
SMRT WPN page after a NVRAM clear and transi- FDL Not supported
tion in and out of PACS Training mode. JHMCS Not supported

7. Weapons and targeting data - RELOAD AAI Not supported

(if required) TPOD Not supported
Radar Not supported
NAV Pod Not supported

An ADCP failure may result in corrupted data be-

Change 4 3-96A
CSTO SR1F-15SA-1-2

UFC Limited capability The only indication of a problem may be the ENGINE
category caution on the caution panel. The EMD must be
HOTAS Limited capability
referenced and engine performance as a result of throttle
A/G Weapons Not supported use must be used to diagnose engine problems. Engine oil
cautions, overtemp warnings, and ATDP caution will not
A/A Weapons Not supported
function in BFD.
Roll Limiter Not Supported
Single or double main boost pump failure is indicated by
Load Limiter Not Supported
the ENGINE and EMER BST ON caution light, although
ACE Not Supported the emergency boost pump also operates if one generator
is failed/off or if both transformer rectifiers fail.
Master Mode Fixed at NAV
Selection
An emergency boost pump failure is indicated by a BST
Steer Mode Fixed at NAV. SYS MAL light and no EMER BST ON light. Multiple
Selection failures are indicated by one or both of the above cautions
on. Total electrical failure, including the emergency
An ADCP II Level 4 degrade will result in BFD. In BFD, generator, causes total boost pump failure without the
no cautions are displayed on the MPD/MPCD. usual cautions.

Attempt to recover from BFD - 1. THROTTLES - MIL (if above 1.0 Mach)
2. Slow to less than 1.0 Mach.
1. ADCP RESET button - PRESS 3. Descend below 25,000 feet.
2. VRR - VERIFY CRMM INSTALLED, DOOR 4. Limit ACCEL to -1g to +4g until below 0.95
CLOSED Mach.
5. Limit AOA to 20° or less.
If ADCP remains in BFD -
When below 1.0 Mach and below 25,000 feet -
3. ADCP RESET button - PRESS AGAIN
(A NVRAM clear will be performed after the
6. ENGINE THROTTLES - MIN PRACTICAL FOR
second reset.)
SAFE OPERATION
If ADCP remains in BFD - 7. EMD - CHECK FOR ENGINE STALL/STAG
CONDITIONS
4. Reduce airspeed below 1.0 Mach. a. If STALL/STAG, refer to Engine STALL/STAG
5. Reduce altitude to below 30,000 feet. procedure.
6. NAV Pod, TPOD, radar - OFF 8. Air source knob - OFF
7. Limit AOA to 20° or less. a. If ENGINE light extinguishes after 10 seconds,
refer to BLEED AIR procedure.
8. Crosscheck RSD with ADI and HUD information.
9. Land as soon as practical.
NOTE
ENGINE LIGHT - BFD. Shutting off air source results in loss of cockpit
pressurization, canopy seal, external fuel tank
L/R BLEED AIR, L/R ENG CONTR, L/R INLET, L/R pressurization and normal MSOGS operation.
BST PUMP, INLET ICE, and FUEL HOT Cautions are
active but will not be displayed on the MPCD in BFD.

3-96B Change 4
 CSTO SR1F-15SA-1-2

If ENGINE light remains ON - 19. Suspected FUEL HOT condition.

a. Fuel state - CHECK
9. Air source knob - BOTH b. If in a low fuel state, advance throttles as feasible
to a non-AB power setting.
If time and conditions permit -
c. If ENGINE light goes out after 10 seconds,
maintain increased throttle as much as possible.
NOTE 20. Land as soon as practical.
The following steps attempt to diagnose less time-
critical failures. HYDRAULIC FAILURE - BFD.

10. EMER BST ON and BST SYS MAL - CHECK The HYDRAULIC caution light operates in BFD, but the
eight hydraulic circuit failure cautions are not displayed.
a. If EMER BST ON caution is on, regardless of
Hydraulic system operation can be verified by proper
whether BOOST SYS MAL caution light is on,
operation of hydraulic powered systems.
follow BOOST PUMP FAILURE (SINGLE OR
DOUBLE, ANY TWO) checklist.
FUEL TRANSFER SYSTEM MALFUNCTION - BFD.
b. If only the BST SYS MAL caution light is on,
follow the TOTAL BOOST PUMP FAILURE The primary indication of a fuel transfer system
(BOTH MAIN PUMPS AND EMERGENCY malfunction remains the fuel gauge. If a wing or CFT
BOOST PUMP INOPERATIVE) checklist. transfer pump fails, the TRANSFER PUMP caution will
11. EMD - CHECK not be displayed. The TRANSFER PUMP voice warning
a. If Engines RPM, NOZZLE, EGT are mismatched, will function. Refer to the appropriate fuel transfer
follow ENG CONTR caution checklist. emergency checklist if the fuel transfer problem can be
12. Left ENG CONTR switch - CYCLE ON - OFF isolated to a specific tank/CFT.
(2 seconds) - ON
a. If ENGINE light goes out, resume normal opera- ECS MALFUNCTION - BFD.
tion.
The ECS Caution is not displayed and ACMU
13. Right ENG CONTR switch - CYCLE ON - OFF (2
temperatures cannot be monitored. Low or no cockpit
seconds) - ON
airflow could indicate ECS issues. If an ECS malfunction
a. If ENGINE light goes out, resume normal opera- is suspected, follow the ECS Caution (Air) checklist.
tion.
14. Left INLET RAMP switch - EMERG ANTI SKID MALFUNCTION - BFD.
a. If ENGINE light goes out, follow L INLET cau-
tion checklist. In BFD, the ANTI SKID caution will not be displayed.
15. Left INLET RAMP switch - AUTO Braking action must be assessed to determine proper brake
16. Right INLET RAMP switch - EMERG function. If loss of brakes is suspected, follow the LOSS
OF BRAKES emergency checklist.
a. If ENGINE light goes out, follow R INLET cau-
tion checklist.
ATTITUDE MALFUNCTION - BFD.
17. Right INLET RAMP switch - AUTO
18. Visible moisture/INLET ICE - CHECK The ATTITUDE caution is not displayed in BFD. If EGI1
a. If in visible moisture or possible icing conditions- fails, EGI2 attitude will automatically be selected. Check
(1) ENG HEAT switch - ON the standby attitude indicator to ensure the ADI has not
(2) Exit icing conditions and reduce throttle to MIN failed without indication.
practical.
SPIN RECOVERY DISPLAY WARNING - BFD.
b. If ENGINE light goes out after 70-90 seconds after
exiting possible icing conditions, resume normal
The SRD is not displayed if the ADCP is in BFD. Visual
operation.
cues must be used to determine the direction of spin.

Change 4 3-96C
CSTO SR1F-15SA-1-2

FLT CONTR CAUTION - BFD. or HUD air data displays will provide the only method of
diagnosing the possible failure. Consider selecting GAIN
In BFD, the ADCP only supports partial MUX ORIDE if an air data failure is suspected and/or handling
communication with the FCCs resulting in ATDPS, qualities are poor.
OWS, load limiter, roll limiter, and ACE not being
functional. Flight control cautions will not be displayed 1. Slow to below 0.90 Mach and limit AOA to 20°.
on the MPCD however, the FLT CONTR caution light 2. Maneuver conservatively and do not exceed ½ lat-
and FLIGHT CONTROLS voice alert will still operate if eral stick.
a flight control failure occurs. Expect a FLT CONTR
caution light and FLIGHT CONTROLS voice alert after If handling qualities are poor or an air data fail-
approximately 1 minute for load limiter and roll limiter ure is suspected -
off, and after 4 minutes for ACE default if still in BFD.
Immediately slow below Mach 1.0, limiting time in the 3. Slow to below 450 KCAS (gear up) or 250 KCAS
transonic (0.9M to 1.0M) region to a minimum. Avoid (gear down).
large control inputs and limit maneuvering to less than 4. Do not exceed 15°AOA.
20° AOA. Maneuver conservatively. Aircraft handling 5. GAIN switch - ORIDE
qualities are slightly degraded, but adequate for all tasks 6. Extend landing gear and flaps below 250 KCAS.
below 20° AOA. If any additional FCS failures occur 7. Do not exceed 45° angle of bank.
they will be identified by subsequent FLIGHT 8. Perform controllability check (if practical).
CONTROLS voice alerts. Aircraft handling qualities and/ 9. Fly a flat 10.7° AOA approach.

3-96D Change 4
 CSTO SR1F-15SA-1-2

AVIONICS INTERFACE UNIT Fuel flow on MPD/MPCD Inoperative

(wrong data
FAILURE. displayed)
Avionics BIT Inoperative
An AIU 1 and AIU 2 failure is indicated by the CAUTION FDL No BIT or reset
caution and AIU-1* on the BIT format. Neither the ILS Inoperative
MASTER CAUTION or AV BIT caution lights illuminate. TACAN Inoperative
IFF No IFF
An AIU 1 failure is indicated by the CAUTION caution and PACS (missile cage/reject) Inoperative
AIU-1* on the BIT format. Neither the MASTER CMD CMD Only
CAUTION or AV BIT caution lights illuminate. operational in
BYPASS mode
An AIU 2 failure is indicated by the AV BIT caution light GCWS No PULL UP
and AIU-2* on the BIT format. Neither the MASTER voice warning
CAUTION light or CAUTION caution illuminates. Secure Voice Inoperative
Voice Warning No L/R ENGINE
For suspected AIU failure, perform the following: overtemp
ATDPS Inoperative
1. AIU BIT - INITIATE
The following systems/data are affected if AIU 2
If the AIU 1 failure is still present - fails -

2. ADCP/AIU1 switch (GND PWR panel) - CYCLE RADIO 2 Inoperative

HF Inoperative
NOTE Right hand controller Inoperative
IFF No interrogator
The FDL switch must be set to HOLD or the crypto functions
variables in the FDL zeroize if power is removed FCP sensor control panel No system control
from the system. (NAV FLIR)
RCP sensor control panel No system control
The following systems/data are affected if AIU 1 (TGT FLIR)
fails - Pods (TGT/NAV/RECCE) Presence not
sensed by OWS
RADIO 1 Inoperative IRST OFF/STBY/ON
Left hand controller Inoperative not sensed by
Cautions (except LOW ALT, Not displayed ADCP
LASER ARMED)

3-97
CSTO SR1F-15SA-1-2

AIU 1 and AIU 2 fail - MUX BUS RESET.

Radar altimeter (CARA) Inoperative Mux bus channel A and/or B failure indications are
Intercom set control panel Limited operation displayed on the BIT format to indicate that the identified
(no comm system, at some point, stopped communicating with the
transmit) ADCP. The preceding number indicates the actual bus
GCWS No GCWS mode (bus 5, bus 7 or bus 8) on which the specific system
selection using communicates. If the failure is only in a single channel
UFC, no operation (A or B), this indicates a potential loss of redundancy
after 40 seconds only. If the failure is both channels A and B, a complete
FCP throttle and stick No HOTAS loss of communication has occurred at some point and
functions system performance and operation can be degraded. If the
FCP sensor control panel No system system starts communicating again, normal system
control operation automatically resumes but the failure indication
Upfront controls (both) Inoperative remains latched until a reset is performed. If the mux
Master modes Selection fixed failures return after the reset attempt, the communication
LOW ALT and LASER Indication lost failure still remains.
ARMED warning
Voice warning Inoperative If LDEC, RDEC, or EMSC are accompanied by both 5A
and 5B mux failure indications, check the ENG format.
ATTITUDE FAILURE. While actual engine performance is unaffected, certain
engine parameters are only reported across the mux and
If the ATTITUDE caution is displayed, with the X and is lost. LDEC or RDEC communication failures are
the OFF indications displayed on the ADI, the system accompanied by all ENG format parameters indicating
that is currently selected for attitude reference is probably OFF except for fuel flow and oil quantity and also result
at fault. Switch to the other attitude source and check the in the OIL TEMP caution and OVERTEMP voice
RSD to confirm the failure. warning being inoperative. Similarly, EMSC
communication failures result in oil quantities indicating
If the ATTITUDE caution is displayed, but the X and the OFF and the OIL QTY caution being inoperative.
OFF indications are not displayed on the ADI, the system
that is not currently selected for attitude reference is To clear any system BITs with the suffix 5A or 5B, 7A or
probably at fault. Check the RSD to ensure the ADI has 7B, 8A or 8B, accomplish a mux bus reset by performing
not failed without indication, then switch momentarily to the following:
the other attitude source to confirm the failure. If the EGI
1 or EGI 2 system fails, the corresponding BIT failure 1. MENU (PB 11) - PRESS
indications are present. 2. BIT (PB 20) - PRESS
3. MAINT (PB 18) - PRESS
If the X and the OFF indications are displayed on the 4. AUDIT (PB 10) - PRESS
ADI without the ATTITUDE caution present, the ADI 5. PB 19 - PRESS UNTIL ADCP IS DISPLAYED
may still be displaying valid attitude data but this is 6. RESET (PB 20) - PRESS
confirmed against the other attitude source and the RSD.
NOTE
EGI FAILURE.
LDEC or RDEC communication failures accom-
Typically an EGI attitude failure is accompanied by an panied by ENG format parameters indicating
ATTITUDE caution on the MPD/MPCD and an AV BIT OFF also result in the OIL TEMP caution and
light with the associated EGI advisory on the BIT display. OVERTEMP voice warning being inoperative.
Changing the attitude source on the ADI does not affect EMSC communication failures result in oil
the source of displayed heading. quantities indicating OFF and the OIL QTY cau-
tion being inoperative.

3-98
 CSTO SR1F-15SA-1-2

FDL/TACAN ANTENNA FAILURE. 2. TGT FLIR switch - OFF

If simultaneous Upper Antenna Fail (UAF) and Lower If NAV POD HOT caution on
Antenna Fail (LAF) cues are displayed on the JTIDS, and/or
TCN/JTD DETAIL BIT display, the FDL is not correctly 1. TF RDR switch - OFF
receiving the TACAN suppression signal. This signal 2. NAV FLIR switch - OFF
protects the FDL circuitry by blanking the FDL receiver (1 minute), THEN ON
when the TACAN is transmitting. Simultaneous UAF and 3. TF RDR switch - AS REQUIRED
LAF failures indicate TACAN transmissions are inhibited
from the FDL commanding the TACAN into receive only If NAV POD HOT caution returns -
mode. This is also evidenced by loss of DME.
4. TF RDR switch - OFF
5. NAV FLIR switch - OFF

IRST HOT.
• After cycling power, if TACAN suppression is The IRST shares the liquid cooling system of the radar. If
still not present, the FDL shuts down TACAN an IRST overheat condition occurs, an IRST HOT caution
transmissions (i.e., DME). This process may be is displayed with an associated MASTER CAUTION light.
repeated, but after 2 minutes of cumulative oper- If an IRST HOT caution is displayed, the IRST must be
ation, significant damage to the FDL R/T can placed to STBY for at least 1 minute to allow the system to
occur. cool. Operation may be reattempted in case the failure is
caused by an intermittent condition. If the IRST HOT
• Turning the FDL mode knob to OFF or HOLD caution returns, the IRST must be turned off.
does not prevent damage to the FDL R/T or en-
able normal TACAN operation.

If TACAN DME operation is required -

1. TACAN - OFF, THEN ON The IRST does not have overtemperature protec-
tion and continues to operate until failure when
left on.

If IRST HOT caution on -

If both upper and lower antenna failure messages 1. IRST switch - OFF (1 minute), THEN ON
occur at the same time, the TACAN and FDL im-
mediately shut down automatically. This condition If IRST HOT caution returns -
cannot be reset inflight.
2. IRST switch - OFF
TGT POD/NAV POD HOT CAUTION.
If the TGP/NVP develops an overheat condition, a NAV
IRST KNOCKING.
POD HOT or TGT POD HOT caution is displayed on the The IRST utilizes an internal helium supply to cool the
MPD/MPCD in both cockpits and remains on for the sensor in addition to the shared liquid cooling system with
duration of the flight. The MPD/MPCD caution display also the radar and DEWS LRU1. An inadequate helium coolant
causes the MASTER CAUTION light to come on. charge in the IRST detector cryogenic cooler may cause a
loud audible knocking. With operation under inadequate
If TGT POD HOT caution on IRST helium charge, the ADCP sets an IRST* on the BIT
1. TGT FLIR switch - OFF display and SENSOR LOW HELIUM is displayed on the
(1 minute), THEN ON IRST Detail BIT format. Continued operation with an
inadequate helium charge results in an IRST NO GO
If TGT POD HOT caution returns - condition and cause serious damage to the IRST.

3-99
CSTO SR1F-15SA-1-2

If a continuous knocking sound is perceived in After 30 seconds -

the cockpit or the SENSOR LOW HELIUM indica-
tion is set on the IRST DETAIL BIT format. 3. RADAR power knob - STBY
4. RMM - READ CRMM (ensure ADCP data
1. IRST switch - OFF selected)

IDLE in the radar BIT window indicates the radar did not
power up properly and a restart is required.

Continued operation in this condition damages IDLE.

the IRST.
1. RADAR power knob - OFF
RADAR OVERHEAT ADVISORY. After 30 seconds -
A radar overtemperature condition is indicated by an AV
BIT caution and RDR on the BIT format accompanied by 2. RADAR power knob - STBY
an overheat advisory on the radar display. The component
causing the advisory is indicated (RDRHOT, RDPHOT, IDLE alternating with IDLE1 in the radar BIT window,
BSCHOT, ASCHOT, APSHOT, R/EHOT, ANTHOT, PS along with AUTOREAD IN PROGRESS on the RMM
HOT). If multiple components are overheating, format, indicates a problem with the CRMM.
RDRHOT is displayed.
IDLE/IDLE1 WITH AUTOREAD IN PROGRESS.
The radar contains thermal protection and is
automatically shutdown on the ground. Inflight, if the 1. Reload CRMM.
radar is still operating with an overheat advisory the pilot
must manually shutdown the radar. JHMCS DISPLAY FAILURE.
If a radar overheat advisory occurs - In the event of a single JHMCS display failure, power
must be removed from the failed helmet to prevent
1. RADAR power knob - OFF further damage and potential overheating. Power is
supplied to both helmets when the HMD switch is on in
either cockpit. If operation of the non-failed JHMCS
NOTE helmet is required, the failed helmet must be
disconnected at the QDC (Figure 1-157) and the
If continued use of the radar is critical, place the remaining lower HVI cable stowed and secured. RCP
power knob OFF as soon as the situation per- aircrew will secure the lower HVI cable in the map case.
mits. FCP aircrew will secure the cable in the JHMCS stowage
clip.

RADAR IDLE ADVISORY. JHMCS display failures are indicated by one or more of
the following:
IDLE in the radar BIT window indicates a radar start up
malfunction. Additional indicators determine corrective • No display (after cycling power and verifying con-
actions. nections)

IDLE alternating with NO DATA in the radar BIT • Partial/missing display

window indicates that required information was not
• Distorted display
obtained from the ADCP.
• Jittery display of fixed symbology
IDLE/NO DATA.
• Unexpected vertical or horizontal lines.
1. ADCP RESET button - PRESS
If other cockpit HMD operation not required -
If IDLE/NO DATA does not clear after 1 minute -
1. (Both) HMD - OFF
2. RADAR power knob - OFF

3-100 Change 4
 CSTO SR1F-15SA-1-2

If other cockpit HMD operation required -

1. Failed HMD – OFF

2. QDC – DISCONNECT
3. Secure remaining lower HVI cable as follows:
a. FCP - clip remaining half of QDC in the JHMCS
stowage clip.
b. RCP - stow loose cable in map case and secure
map case cover.

Change 4 3-100A/(3-100B blank)

 CSTO SR1F-15SA-1-2

LANDING
CONTROLLABILITY CHECK. FLAP MALFUNCTIONS.
If handling characteristics for recovery are suspect, perform If a split-flap situation occurs and the flaps cannot be
a controllability check. If recovery is possible, plan to fly the retracted, fly a wider than normal pattern using normal
final approach at the AOA determined in the controllability AOA and airspeeds. UTL A and PC1 B, or a UTL B and
check and delay reducing power until well into the flare. PC2 B failure causes a split flap if the flaps are extended.

1. Attain a safe altitude. SPEED BRAKE FAILURE.

2. Reduce gross weight to minimum practical.
3. Establish landing configuration. If either a hydraulic or electrical failure occurs, the speed
Use of flaps is not recommended if structural brake is closed by air pressure. If the speed brake does not
damage to the wing is suspected. retract, pulling the SPD BK circuit breaker removes
4. Slow aircraft to no less than on-speed AOA (10° to electrical and hydraulic power and allow air load closure.
12° range).
Slow only to that AOA/speed which allows 1. Speed brake circuit breaker (FCP, A6) - PULL
acceptable handling characteristics.
BLOWN TIRES.
If recovery is possible -
Selecting PULSER prevents continuous loss of brake
5. Maintain landing configuration and fly straight-in pressure due to skid sensing on the blown tire and allows
approach no slower than AOA found in step 4. braking on the good tire. If both main tires are blown, be
6. Delay reducing power until well into the flare. prepared to counter any skid with timely nose gear steering
inputs in the direction of the skid. The skid potential
SINGLE-ENGINE OPERATION. increases as speed decreases due to loss of vertical tails
and rudders effectiveness. Over correction, no input at all,
Single-engine operation provides adequate power for flight. or initial inputs away from the skid may result in loss of
Since loss of electric and hydraulic redundancy is the major directional control. Maneuvering mode of nose gear
concern, make every attempt, consistent with safety and steering may be needed for adequate control.
prudence, to have the ailing engine running, even at idle.
Otherwise, normal procedures must be followed, making At high speed, lateral stick can be used to maintain a wings
appropriate allowance for reduced thrust. Reduce gross level attitude and relieve some of the load on the blown
weight as practical; plan ahead to avoid situations requiring tire. The ANTI SKID switch is placed from PULSER to
high thrust levels. A windmilling engine can cause reduced OFF when slowed to taxi speed. Stop straight ahead if
control sensitivity. Audible noises may be heard as possible and shut down as soon as fire equipment is
switchover valves operate. To prevent repeated switchover available. Do not taxi unless an emergency situation exists.
valve cycling, avoid stabilized flight where engine
windmilling conditions produce hydraulic pressure When landing with a known blown main tire, an approach
fluctuations between 800-2,000 psi. end arrestment must be considered to avoid the possible
braking/directional control problems discussed above.
If landing single engine with an ECS caution, automatic Landing on the runway centerline is recommended
avionics shutdown occurs upon touchdown. RADIO 1 is regardless of arrestment options (slightly off-set for cable
inoperative, along with the HUD and the MPDs/MPCDs. engagements with centerline lighting). The ANTI SKID
Aerobrake using backup visual references. If the ECS switch is placed to PULSER before landing. With the
caution is not on and power is below 78%, expect automatic ANTI SKID switch in PULSER or OFF, wheel spin-up
avionics shutdown during landing rollout. detection is lost and the transition to FCS ground mode is
delayed until weight-on-wheels is detected. Until this
occurs, the FCS continues to coordinate lateral stick inputs
after landing degrading directional control with crosswinds
or large lateral asymmetries.

3-101
CSTO SR1F-15SA-1-2

If a main tire blows on landing rollout, consider a 3. Use braking on good tire as required.
midfield or departure end arrestment. Blown tires may be
difficult to detect. Main tire failure may lead to tire FOD LANDING GEAR UNSAFE.
ingestion in one or both engines.
If the warning light in the gear handle comes on and/or
If the nose tire is blown, the possibility of tire FOD flickers during flight with the landing gear previously
ingestion in one or both engines due to rubber being retracted, the problem may be a gear door mechanism out
thrown from the nose wheel exists. Hold the nosewheel of rig or a malfunction in the electrical circuit. This
off as long as practical (below 70 knots), and insure condition is usually associated with airspeed and may be
engines are at IDLE when nosewheel touchdown occurs. accompanied by a thumping noise as the hydraulic circuit
repeatedly closes the door when the door closed switch
signal is lost. Cycling the landing gear does not correct
the problem. If the gear handle warning light only comes
on at high airspeeds, then reduce air speed to turn the
If centerline lights are installed, a 90° slightly warning light off and return to base for a normal landing.
off-centerline barrier engagement is recommend-
ed. This is due to possible hook bounce/damage When attempting to extend the landing gear, if one or
and missed engagement, wheel damage, and both main gear or all 3 gear indicate unsafe and a visual
possible loss of directional control. inspection shows, all gear are extended and appear to be
locked, but the forward main landing gear door is open,
LANDING WITH KNOWN BLOWN NOSE TIRE. leave the gear handle down. The anti skid status is
uncertain and the landing must be made with the ANTI
1. Lower, remove, or land past cable. SKID switch in PULSER. With the ANTI SKID switch in
2. Nosewheel - HOLD OFF GROUND AS LONG PULSER or OFF, wheel spin-up detection is lost and the
AS POSSIBLE transition to FCS ground mode is delayed until weight-
on-wheels is detected. Until this occurs, the FCS
LANDING WITH KNOWN BLOWN MAIN TIRE. continues to coordinate lateral stick inputs after landing
degrading directional control with crosswinds or large
1. ANTI SKID switch - PULSER lateral asymmetries. An approach end arrestment is
(before landing) recommended.

If one or both main gear indicate unsafe but all gear are
visually confirmed to have extended and appear to be
locked with the forward main gear doors closed, make a
normal landing.
With the ANTI SKID switch in PULSER or
OFF, wheel spin-up detection is lost and the If the nose gear indicates unsafe, but is visually
transition to FCS ground mode is delayed until confirmed to have extended and appears to be locked,
weight-on-wheels is detected. Until this occurs, leave the gear handle down and make a normal landing.
the FCS continues to coordinate lateral stick in- Yawing the aircraft or pulling g loading may assist in
puts after landing degrading directional control obtaining a locked indication (figure 3-8).
with crosswinds or large lateral asymmetries.
If unable to visually confirm gear status or one or more
2. Consider approach end arrestment. gear have failed to extend, refer to Landing Gear
Emergency Extension.
BLOWN MAIN TIRE DURING LANDING
ROLLOUT. 1. Obtain visual confirmation of gear status
(if practical).
1. (Arresting) HOOK SWITCH - AS REQUIRED 2. Landing gear control circuit breaker (FCP, A4) -
2. ANTI SKID switch - PULSER RESET IF NECESSARY (one time)

3-102
 CSTO SR1F-15SA-1-2

If gear cannot be confirmed down or is actually not and slowing to below 200 knots may aid in obtaining gear
extended - down indications. When UTL A is available and no
component failure exists, resetting the emergency landing
3. Refer to Landing Gear Emergency Extension proce- gear handle with the normal handle DOWN restores UTL
dure. A pressure to the extend side of the gear actuators, closes
the landing gear doors, and allows UTL B (if available) to
If one or both main gear indicate unsafe but are recharge the JFS accumulator.
visually confirmed down and forward main landing
gear door closed - If the emergency extension comes as a result of the landing
gear failure to retract, the rigid link may have failed. This
3. Make normal landing. results in the associated main landing gear not rotating
properly during the retraction sequence and making
If one or both main gear or all 3 gear indicate contact with aircraft structure. Landing gear actuator
unsafe, visually confirmed down and forward main damage may result in the landing gear becoming stuck in
landing gear door open - the partially retracted position.

3. ANTI SKID switch - PULSER Pulling g may aid in obtaining a safe indication for a
partially extended landing gear, but do not pull g while the
landing gear is in transit as this may result in an overstress
of the rigid link on the functional main landing gear. Load
factor may be increased after the functional landing gear is
fully down and locked.
With the ANTI SKID switch in PULSER or OFF,
wheel spin-up detection is lost and the transition to If normal hydraulic and electrical power are available,
FCS ground mode is delayed until weight-on- pulling and resetting the emergency landing gear handle
wheels is detected. Until this occurs, the FCS con- removes and reapplies 3,000 psi hydraulic pressure to the
tinues to coordinate lateral stick inputs after landing down side of the landing gear actuator. The may be
degrading directional control with crosswinds or accomplished simultaneously with increased load factor to
large lateral asymmetries. increase the down force on the landing gear.
4. Recommend an approach end arrestment. If failure to extend is due to a mechanical jam, repeated
5. ANTI SKID switch - OFF AT TAXI SPEED IF cycling with the normal system may be the only method to
ARRESTMENT NOT MADE dislodge the object causing the jam. If normal hydraulic
and electrical power are available and completion of the
If only the nose gear indicates unsafe and visually following steps does not successfully extend all landing
confirmed down - gear, restore normal system operation by pushing the
emergency landing gear handle in and ensuring the circuit
3. Make normal landing. breaker is in. Attempt to extend the landing gear normally
several times. Pause 10 seconds between each movement
LANDING GEAR EMERGENCY of the control handle. If this fails, refer to Landing With
EXTENSION. Abnormal Gear Configuration.

1. Airspeed - BELOW 250 KCAS

Failure of the gear to extend may be caused by loss of UTL
2. Landing gear handle - DN
A hydraulic pressure, mechanical or electrical failure of a
system component, or physical jamming of the gear. Pulling 3. Emergency landing gear handle - PULL
the emergency landing gear handle (far enough out to lock) Yawing/rolling the aircraft, pulling positive g and
bypasses the normal electrical and hydraulic controls and slowing to below 200 knots may aid in obtaining
ports JFS accumulator pressure to open the gear doors and gear down indications.
unlock the landing gear. The landing gear, aided by air 4. Emergency landing gear handle - RESET
loads, then free falls to down and locked. Yawing the aircraft

3-103
CSTO SR1F-15SA-1-2

If any gear retracts - runways with favorable surface conditions, it may not
always be best to take an approach end cable.
5. Emergency landing gear handle - PULL (DO NOT
RESET) On short or narrow runways, or when surface conditions
are poor (standing water, snow, ice) or with significant
If any gear fails to extend - crosswinds, an approach end cable is the best option. If
conditions are not favorable - eject. If conditions favor
5. Landing gear control circuit breaker - PULL, landing, refer to the specific gear configurations shown in
WAIT AT LEAST 30 SECONDS (figure 3-8), Landing Gear Emergency - Landing.
6. Landing gear control circuit breaker - RESET
These procedures also apply for landing gear retraction or
If any gear still fails to extend (normal electrical failure on the ground.
and hydraulic power available) -
When landing with an abnormal gear configuration, fly
7. Emergency landing gear handle - PULL 8° AOA with a flat approach to counter potential wing
8. Pull 3.5 - 4g and RESET emergency landing gear drop after touchdown. Plan on landing on runway
handle while pulling g. centerline, and attempt to land 800 to 1,200 feet prior to
the cable if an arrested landing is desired or in the normal
If any gear still fails to extend (normal electrical touchdown zone if arrestment is not planned. If an
and hydraulic power available) - arrestment is planned, enough fuel must be reserved to
allow for at least one missed arrestment, go-around, and
9. Attempt normal gear extension several times another attempt.
(pause 10 seconds between each handle move-
ment). A concern when landing with abnormal gear
configurations is that the damaged gear, external stores,
If gear still fails to extend or cannot be visually or a stabilator can catch the arresting cable causing loss
confirmed down - of directional control and collateral damage to the
aircraft. For this reason, approach end arrestment is not
10. Refer to Landing Gear Emergency - Landing, fig- recommended when the main landing gear wheel and
ure 3-8. brake stack are both missing or the main gear is partially
broken off (stub strut).
If practical, have gear pinned prior to engine
shutdown.
A stub main landing gear consisting of only the upper
assembly, with no portion of the lower strut assembly or
LANDING WITH ABNORMAL silver piston remaining (upper stub), may be treated as a
GEAR CONFIGURATION. main gear up case, and an approach end arrestment is
recommended.
When landing with any abnormal gear configuration, the
potential exists for gear collapse when hydraulic pressure When landing with a damaged or missing main landing
is removed. If practical have gear pinned prior to engine gear wheel and tire but an intact brake stack, an approach
shutdown. end arrestment is recommended. The brake stack passes
over the cable and allows a successful approach end
Before attempting to land with an abnormal gear arrestment. The aileron must be used to keep the wings
configuration, consider arresting gear limitations, level and reduce the weight on the abnormal gear. Refer
crosswinds, other weather factors, and runway/overrun to Landing Gear Emergency - Landing chart.
condition. On wide (200+ feet) and long (10,000+ feet)

3-104
 CSTO SR1F-15SA-1-2

If landing with one main gear up, be prepared to counter a. Reduce gross weight, retain external wing tanks.
wing dip on landing with aileron. Some power may be
necessary to hold the wing up on the gear up side. Attempt b. ANTI SKID switch is placed to PULSER/OFF.
to engage the arresting gear in a wings level attitude. If the
arrestment is unsuccessful, a go-around must be initiated if c. Fly a flat, 8 degree, AOA approach.
fuel and conditions permit.
d. Touchdown 800 to 1,200 feet prior to cable engage-
ment.

e. Expect tire and possible strut failure after landing.

If a gear collapses on landing, it is critical to count-
f. Be prepared to counter wing dip through engage-
er wing dip with flight control inputs. Directional
ment.
control may be impossible to maintain as the air-
craft slows. A go-around must be initiated if fuel
g. If the arrestment is unsuccessful, a go-around must
and conditions permit.
be initiated if fuel and conditions permit.
If a go-around is not possible, the ANTI SKID switch must
h. If the arrestment is unsuccessful and landing is con-
be placed to PULSER to restore braking on the extended
tinued, use nose wheel steering and good brake to
main gear. This braking, in conjunction with nose gear
maintain track.
steering, may assist in maintaining directional control. If
landing with missing landing gear wheel (stub strut), refer to
i. Consider ejection if runway departure is imminent.
Landing Gear Emergency - Landing chart.
If an approach end cable is not engaged, and the strut does
When landing with a nonrotated main landing gear (cocked
not collapse, the aircraft comes to a stop within 4,000 to
sideways), an approach-end arrestment is recommended. To
6,000 feet on a dry runway.
increase the chances of a successful cable engagement, the
following is recommended.
Refer to figure 3-8, Landing Gear Emergency - Landing
procedures

3-105
CSTO SR1F-15SA-1-2

LANDING GEAR EMERGENCY - LANDING

Figure 3-8 (Sheet 1 of 2)

3-106
 CSTO SR1F-15SA-1-2

LANDING GEAR EMERGENCY - LANDING (Continued)

Figure 3-8 (Sheet 2)

3-107
CSTO SR1F-15SA-1-2

APPROACH END ARRESTMENT. 4. Touchdown 800 - 1,200 feet prior to arresting gear.
5. Lower nose immediately after touchdown.
Anticipate a missed engagement. Consider the type of 6. Stick - NEUTRALIZE
emergency, availability of backup arresting gear, runway Cable can strike stabilator and or engine nozzle if
condition and length, weather, fuel state, and any other control stick is not neutralized.
pertinent factors in determining the proper action in event 7. Throttles - IDLE
of a missed engagement. Touch down 800 to 1,200 feet 8. Engage arresting gear in the center with brakes
from the arresting gear to allow enough time to lower the OFF and control initial rollback with throttles.
nosewheel to the runway before engagement (figure 3-9). Engagements up to ¼ cable length off-center
produce only minor yawing motions which are
easily controlled with nosewheel steering.

DEPARTURE END ARRESTMENT.

• At normal approach AOA, the tail hook ex-
tends 5-6 feet below the main landing gear,
If there is any doubt about ability to stop the aircraft on
and depending on glidepath angle, contacts
the remaining runway, lower the tail hook. Stopping short
the ground up to 500 feet prior to main gear
of the arresting gear only requires raising the hook, but
touchdown. This may be a factor if landing
rolling over arresting gear when it is needed may cause
over raised cables in the overrun.
serious damage and/or injury. Engage as close to center
as possible, without brakes, and aligned with the runway.
• An arrestment with the nosewheel in the air
Place the hook down at least 2,000 feet before the
may result in nose gear failure and extensive
arresting gear, and reduce speed as much as possible.
aircraft damage.
After engagement, once forward motion has stopped,
• If centerline lights are installed, a 90° slightly
control arresting gear recoil using power to control
off-centerline, barrier engagement is recom-
rollback and light braking when stopped and await
mended. This is due to possible hook bounce/
instructions.
damage and missed engagement, wheel dam-
age, and possible loss of directional control.

• Due to potential for directional control prob-

lems, after touchdown as a result of abnormal
configurations, land 800 to 1,200 feet prior to If centerline lights are installed, a 90° slightly
barrier. off-centerline engagement is recommended due
to possible hook bounce/damage and missed en-
Throttles must be at IDLE before engagement. After gagement, wheel damage, and possible loss of
engagement, control arresting gear recoil using power to directional control.
control rollback and light braking when stopped and
await instruction. Refer to figure 3-9 for engagement 1. (Arresting) HOOK switch - DOWN
limitations. 2. Engage arresting gear squarely with brakes off,
throttles IDLE, and in a three-point attitude.
1. Reduce landing weight. Engagements up to ¼ cable length off-center
2. (Arresting) HOOK switch - DOWN produce only minor yawing motions which are
3. Inertia reel - LOCKED easily controlled with nosewheel steering.

3-108
 CSTO SR1F-15SA-1-2

ARRESTMENT GEAR DATA

MAXIMUM ENGAGEMENT GROUNDSPEEDS
AIRCRAFT GROSS WEIGHT - POUNDS
SYSTEM
BELOW 50,000 50,000 TO 60,000 60,000 TO 68,000 68,000 TO 81,000

BAK-9 135 KNOTS 130 KNOTS 120 KNOTS 113 KNOTS

BAK-12/BAK-14 145 KNOTS 145 KNOTS 140 KNOTS 138 KNOTS

BAK-12/BAK-14 160 KNOTS 160 KNOTS 140 KNOTS 138 KNOTS

Dual or extended
runout

BAK-13 150 KNOTS 145 KNOTS 143 KNOTS 142 KNOTS

NOTES

• USE STANDARD BAK-12 LIMITATIONS UNLESS YOU POSITIVELY DETERMINE THAT

BAK-12 DUAL OR EXTENDED RUNOUT IS INSTALLED.
• AVOID HARD BRAKING AND/OR ABRUPT STEERING INPUTS DURING ARRESTMENT.
• MAXIMUM ENGAGEMENT SPEEDS ARE VALID ONLY WITH IDLE THRUST, AIRCRAFT IN
A THREE POINT ATTITUDE, AND ENGAGEMENT ON CENTER.
• FOR ARRESTMENT WITH GEAR OTHER THAN THOSE LISTED, ENGAGE AT THE LOWEST
POSSIBLE WEIGHT AND SPEED.
• ENGAGEMENTS MAY BE MADE AT SPEEDS SLIGHTLY HIGHER THAN THOSE SHOWN
BUT THERE IS THEN A POSSIBILITY OF HOOK FAILURE OR STRUCTURAL DAMAGE.
• A BAK-14 SYSTEM CAN REQUIRE UP TO 7.5 SECONDS FROM ACTIVATION TO FULLY UP
AND LOCKED. CONTROLLER REACTION TIME INCREASES THIS TIME.

Figure 3-9

3-109/(3-110 blank)
 CSTO SR1F-15SA-1-2

SECTION IV

CREW DUTIES

GENERAL AIRCREW equipment under his control in accordance with this manual.
Those procedures requiring immediate response are
RESPONSIBILITIES. accomplished as required; however, aircrew member not in
control of the aircraft is required to read the procedure from
The safe operation of the aircraft is the responsibility of the checklist when time and circumstances permit. The
both aircrew members. The flight manual and checklist are crewmember in control of the aircraft calls for checklist
based on a definite division of responsibilities between items when required during flight profile.
cockpits. Each aircrew member must have a thorough
working knowledge of Aircraft Systems,
CREW MEMBER NOT IN CONTROL OF
Normal/Emergency Procedures, Operating Limitations, and
Aircraft Flight Characteristics. AIRCRAFT.

The crew member not in control of the aircraft shares

CREW MEMBER IN COMMAND OF overall responsibility for the safe accomplishment of the
AIRCRAFT. mission. In addition, this crew ember is responsible for
operating auxiliary equipment under his control in
The primary responsibility of the crew member in command accordance with this manual. Specifically, this crew
of the aircraft is to ensure mission accomplishment within member’s responsibilities are:
acceptable safety limits. Specific responsibilities are:
a. Perform navigational duties as required.
a. Conduct adequate integral aircrew briefings to b. Assist other aircrew member in monitoring flight
ensure definite division of responsibility during progress.
flight.
c. Assist other aircrew member in monitoring aircraft
b. Accomplish Normal/Emergency Procedures as systems and detecting system malfunctions.
outlined in this manual.
d. Initiate required inflight checklist items when not
c. Operation of the aircraft within published operating called for by crewmember in control of aircraft.
and structural design limitations.
e. Monitor instruments during all climbs and descents
d. Ensure use of abbreviated checklist on all flights. and advise the other crewmember of any deviations
from established flight parameters.
CREW MEMBER IN CONTROL OF f. Clear the flight area whenever possible.
AIRCRAFT.

The crew member actually in control of the aircraft is

responsible for flying the aircraft and operating auxiliary

4-1/(4-2 blank)
 CSTO SR1F-15SA-1-2

SECTION V

OPERATING LIMITATIONS

TABLE OF CONTENTS. ENGINE LIMITATIONS.

Crew Requirements........................................................... 5-1 Engine limitations are shown (figure 5-2).
Hydraulic System Limitations .......................................... 5-1
Engine Limitations............................................................ 5-1
Primary Fuel...................................................................... 5-1 PRIMARY FUEL.
Alternate Fuel.................................................................... 5-1
Basic Aircraft Limit .......................................................... 5-4 The primary fuel is Jet A++ (NATO F-24) or Jet A++100
Airspeed Limitations......................................................... 5-4 (NATO F-27). Both of these fuels contain FSII (icing
Systems Restrictions ......................................................... 5-4 inhibitor), CI/LI (corrosion inhibitor/lubricity improver),
Prohibited Maneuvers ....................................................... 5-9 and SDA (static dissipation additive). The +100 designation
Terrain Following Restrictions........................................ 5-10 is for thermal stability additive. JP-8 (NATO F-34) and
Gross Weight Limitations ............................................... 5-11 JP-8+100 (NATO F-37) are similar fuels in composition and
Center of Gravity Limitations ......................................... 5-11 characteristics, and are preferred alternate fuels.
Acceleration Limitations.............................................. 5-12A
Roll Rate Limitations................................................... 5-12A
External Stores Limitations.......................................... 5-12A ALTERNATE FUEL.
All aircraft/system limitations that must be observed during The aircraft may be operated on JP-8+100 (NATO F-37),
normal operation are covered herein. Some limitations that JP-8 (NATO F-34), JP-4 (NATO F-40), JP-5 (NATO F-44),
are characteristic only of a special phase of operation or commercial Jet A-1 (NATO F-35), Jet A-1 with FSII
(emergency procedures, flight through turbulent air, etc.) are (NATO F-34), Jet A with FSII (NATO F-44), Jet B with
not covered here; however, they are contained along with FSII (NATO F-44), Jet A and Jet B.
the discussion of the operation in question.
Jet A-1 (NATO F-34), JP-4 (NATO F-40), JP-5 (NATO
NOTE F-44), Jet A (NATO F-44), and Jet B (NATO F-44) may not
contain corrosion inhibitor or SDA. Jet A-1 (NATO F-35),
All references to airspeed quoted in knots refer to Jet A, and Jet B may not contain FSII, CI/LI, or SDA.
calibrated airspeed. Except for freeze point and possible icing and corrosion
inhibitor differences, Jet B w/FSII and JP-4 characteristics
are equivalent and the same operating limitations apply.
CREW REQUIREMENTS.
Restrict operation without icing inhibitor to one flight.
The minimum crew for safe flight in F-15SA aircraft is one. Restrict operation without corrosion inhibitor to 10
consecutive hours.
HYDRAULIC SYSTEM LIMITATIONS.
NOTE
Hydraulic system limitations are shown (figure 5-1). Alternating between fuel types may cause leaks.
Guidelines provided in TO 1-1-3 is used to
evaluate fuel leaks when they occur.

Change 4 5-1
CSTO SR1F-15SA-1-2

HYDRAULIC PRESSURE

2,750 - 3,250 PSI - NORMAL, (NO DEMAND ON SYSTEM)

3
2,000 - 2,750 NORMAL WITH RAPID CONTROL HYD 4
MOVEMENT
2 0
3,250 - 3,400 IF PRESSURE EXCEEDS 3,250
X 1000
STEADY STATE, AN ENTRY MUST
BE LOGGED ON RSAF FORM 1500. 1

3,400 MAXIMUM

SAN003-14-1-001

Figure 5-1

Operating and throttle handling limitations for approved Alternate fuels may be intermixed in any proportion with
alternate fuels are the same as for primary fuels except: primary fuels during ground or air refueling operations. No
Ground starts with temperature below -20°C (-4°F) with change in operating limitations, retrim not required. Most
alternate fuel may produce more smoke and require a longer alternate fuels are heavier, refer to Fuel Quantities in section
time for engine light-off. Ground starts must not be I.
attempted with fuel temperature below -40°C (-40°F). When
using alternate fuels, the likelihood of hot starts increases Due to alternate fuel freeze points, fuel in external tanks
during spool down airstarts at airspeeds less than 250 KCAS may not transfer after sustained operation (5 minutes or
for altitudes above 20,000 feet MSL. Alternate fuel airstarts longer) below 200 knots above 25,000 feet or 250 knots
may require longer engine light-off times. above 45,000 feet.

Refer to TO 42B1-1-14 for additional fuel usage data.

5-2
 CSTO SR1F-15SA-1-2

F110-GE-129 ENGINE LIMITATIONS

GROUND
CONDITION EGT °C RPM % OIL psi

START 935 - -
IDLE 650 80 15 to 65
MILITARY/AUG 980 108 35 to 65
FLUCTUATION ±10 ±1 ±5

FLIGHT
CONDITION EGT °C RPM % OIL psi

AIR START 935 - -

IDLE - - 15 to 65
MILITARY/AUG 980 108 35 to 65
FLUCTUATION ±10 ±1 ±5

NOTE

1. During cold engine start, oil pressure may peak at 100 psi but return to normal range within 2 minutes.
2. At less than 0g, oil pressure may drop as low as 0 psi.

Figure 5-2

5-3
CSTO SR1F-15SA-1-2

BASIC AIRCRAFT LIMIT. a. Restricted Usage Zone - Does not pose any hazard
but repeated operation (greater than 10% landing
For airspeed and Mach number limits, Basic Aircraft Limit operations) results in reduced service life of the
(BAL) refers to the limits shown in figure 5-3. For brakes.
acceleration limits with the load limiter active or with OWS b. Caution Zone - Fuse plug release is possible.
operating, BAL refers to the limit shown on the HUD and c. Danger Zone - Fuse plug release is expected,
exceedance is indicated by the voice warning. External store wheel/brake damage may occur, and brake fires are
limits other than BAL are not programmed in the OWS. possible.
Where only a positive g limit is shown, the negative g limit d. Extreme Danger Zone - Brake energy exceeds all
is the OWS limit. For acceleration limits without load tested conditions and wheel/brake damage is
limiter or OWS, BAL refers to the acceleration limits shown certain.
(figure 5-8) for the specific aircraft configuration.
The brake energy limit chart must be used when a takeoff is
AIRSPEED LIMITATIONS. aborted, no flap or faster than normal full stop landings are
performed, or when the pilot suspects that any combination
Maximum airspeeds are shown (figure 5-3). Additional of gross weight, landing speed, and/or the number of stops
limitations may be imposed by external stores. Limiting and decelerations can result in brake energies in the caution
airspeeds for operation of various aircraft systems are or danger zones.
shown (figure 5-5).
The effects of brake usage/heat buildup are cumulative. If
The possibility exists for the inlet ramp actuator being multiple full stop landings are performed, the total brake
overloaded in portions of the envelope. This requires flight energy must be maintained below the caution zone. The
envelope restrictions (figure 5-4) to prevent the inlet amount of cooling time required after the aircraft operations
actuator overload. stated above must be determined to allow sufficient
rotor/stator cooling to avoid heat damage to the brakes. If
SYSTEMS RESTRICTIONS. the next operation results in the brake energy exceeding 23
million foot pounds, the aircraft must not be operated until
JFS LIMITATIONS. the prescribed cooling time has elapsed.

JFS limitations are shown (figure 5-5). HOLDING BRAKE.

BRAKES. To avoid brake damage, the holding brake must not be set
when cumulative per brake energy exceeds 16.6 million foot
The brakes are limited in the amount of energy they can pounds.
absorb and dissipate in the form of heat without damage. A
measure of the amount of heat absorbed by the brakes is the EXTERNAL FUEL TRANSFER.
kinetic energy expended, measured in millions of
foot-pounds. The amount of heat added to the brakes for An adverse CG condition may develop if STOP TRANS is
each braking effort during a landing rollout or taxiing is selected while fuel remains in the external tanks. This
cumulative, and is a function of the speed of the aircraft and condition develops as internal fuel continues to feed while
its gross weight at the time the brakes are applied. The heat fuel moves in the external tanks.
generated in the brakes is transferred to the wheel and tire
and, depending on the severity of the stop can cause the tire NEGATIVE G FLIGHT.
pressure to rise to dangerous levels. Thermal fuse plugs
within the wheel are designed to prevent wheel explosion by Negative g flight is limited to 7 seconds at all power
relieving pressure from the tire when the wheel attains a settings. Engine flameout may occur in less than 7 seconds
particular temperature. if aircraft attitude/acceleration causes fuel to migrate toward
the front of the feed tank.
Brake energy limit zones are provided (figure 5-6). Brake
overheat occurs when the energy absorbed by an individual
brake exceeds normal zone limits. The zones are defined as:

5-4 Change 1
 CSTO SR1F-15SA-1-2

AIRSPEED AND AFTERBURNER

OPERATING ENVELOPE
F110-GE-129 ENGINE
70 `

60
2
1M AIRSPEED
IN
TR LIMIT
50 AN
SI
EN
T
ALTITUDE - 1,000 FEET

40

M
M = 2.5
=2
M .4
30 =
M 2.3
=2
M .2
=2
.
M 1
=
M 2.0
=1
20 M .9
=1
.8
M
M

=1
=

M .7
1.

M
M=

M =1
1

=
M

=1
M

.6
M=

1.
M

10 3
0.4

=0

.5
=0
=0
=0

M
0.5

.9
.8

=1
.7
.6

M .4
=

=
1.

1.
0

0
0 100 200 300 400 500 600 700 800 900 1,000

VELOCITY - KNOTS (CAS)

NOTES
THROTTLE MOVEMENT IS UNRESTRICTED THROUGHOUT THE AIRCRAFT FLIGHT ENVELOPE

REGION 1: UNLIMITED OPERATION

REGION 2: ENGINE ANOMALIES MAY OCCUR IN THIS REGION

SAN003-682-1-003

Figure 5-3

Change 2 5-5
CSTO SR1F-15SA-1-2

ENGINE INLET RAMP ACTUATOR

ENVELOPE RESTRICTIONS
WITH CONFORMAL FUEL TANKS

Figure 5-4

5-6
 CSTO SR1F-15SA-1-2

SYSTEMS LIMITATIONS
AIRSPEED LOAD FACTOR REMARKS
LANDING GEAR The airspeed limit is increased to
NORMAL 250 KCAS (ANY CON- 0.0 to A2.0g 300 KCAS for configurations not
EXTENSION/ FIGURATION) (IN TRANSIT) carrying any stores or equipment
RETRACTION OR other than A/A missiles, pylons,
FLIGHT WITH GEAR 0.0 to A4.0g and/or CFTs. Above 250 KCAS,
EXTENDED (MINIMIZE (EXTENDED) the landing gear is limited to A0.8
SIDESLIP) to A1.2g while gear is in-transit.
LANDING GEAR The Emergency Landing Gear
EMERGENCY 250 KCAS 0.0 to A2.0g handle may be pulled at 250
EXTENSION KCAS, but the landing gear position
lights may not display three down
indications until 200 KCAS due to
air loads affecting the gear as the
gear move to the down and locked
position.
FLAPS DOWN 250 KCAS 0.0 to A4.0g
INLETS
EMERGENCY POSITION Mach 0.95 and above -1.0 to A4.0g
Below Mach 0.95 BAL
CANOPY OPEN
(INCLUDING WIND) 60 KNOTS N/A
TIRES NOSE - 210 KNOTS N/A
MAIN - 227 KNOTS N/A
SYSTEMS
JET FUEL STARTER Maximum 10 seconds (15 seconds if temperature below 0° F) between JFS start
initiation and READY light.
Starter engagement time must not exceed 90 seconds except, if a hot start occurs,
the time may be extended to 150 seconds. If the engine engagement time exceeds
90 seconds, wait 20 seconds before again engaging or shutting down the JFS.
Minimum 10 seconds between first engine at idle speed and engagement for sec-
ond engine start to allow for JFS stabilization.
FLIGHT CONTROLS To ensure the flight control hydraulic fluid is sufficiently warm before takeoff, ob-
serve the listed warm up times for the corresponding temperature range. The FCS
exerciser mode must be used to aid in warming the hydraulic fluid.
Temperature Time (minutes)
A4°C (A40°F) AND UP No restriction
-4°C (A25°F) to A3°C (39°F) 5
-18°C (0°F) to -5°C (A24°F) 8
-32°C (-26°F) to -19°C (-1°F) 10
-46°C (-50°F) to -33°C (-27°F) 12
NAV POD Due to ECU cooling limitations, pod must be turned off above 40,000 feet MSL or
above 650 KCAS/1.2M, whichever occurs first.
Figure 5-5

Change 2 5-7
CSTO SR1F-15SA-1-2

BRAKE ENERGY LIMITS

NOTES: GUIDE
CONDITIONS:
FLAPS DOWN 1. SUBTRACT 60% OF THE HEADWIND COMPONENTS
SPEEDBRAKE EXTENDED FROM THE INDICATED AIRSPEED. THE FULL
STICK NEUTRAL TAILWIND COMPONENT MUST BE ADDED.
5,000 FEET - 90 F
2. CHART ASSUMES BOTH LEFT AND RIGHT BRAKE
ABSORB EQUAL ENERGY. ACTUAL DISTRIBUTION
MAY VARY.
DATE: 1 SEPTEMBER 2013
DATA BASIS: ESTIMATED
3. SUCCESSIVE STOPS SHALL BE CONSIDERED
CUMULATIVE AND THE RESULTING BRAKE ENERGIES
SHALL BE ADDED TOGETHER WHEN DETERMINING
BRAKE OPERATING ZONE.

60

EXTREME DANGER ZONE

50

0
18

DANGER ZONE
40
0
16
KINETIC ENERGY ABSORBED PER BRAKE

MILLION FOOT POUNDS

140
30

CAUTION ZONE

120 2.5
COOLING TIME - HOURS

20 RESTRICTED USAGE ZONE

2.0
100
NORMAL ZONE
1.5
DO NOT USE
HOLDING BRAKE
ABOVE 16.6 80 1.0
10
TS
= 60 K N O
KES AP P L IE D 0.5
HEN BRA
SPEED W

40 50 60 70 80 85
GROSS WEIGHT - 1,000 POUNDS
SAN003-251-1-001

Figure 5-6

5-8
 CSTO SR1F-15SA-1-2

PROHIBITED MANEUVERS. when greater than Mach 1.0 because ATDPS does
not protect against pilotcommanded asymmetric
The following maneuvers are prohibited. thrust.
g. Due to potential over-g during unload, no abrupt
GENERAL PROHIBITED MANEUVERS. aft stick inputs during negative g flight above 300
KCAS.
a. Intentional spins.
PUSHOVERS.

Above 25,000 feet and Mach 0.8, abrupt full aft

stick pulls simultaneous with or followed by full The load limiter may not protect the aircraft from
roll command can generate large yaw rates and negative over-g during pushovers in some flight
increase the possibility of VCAS disengagement regimes and configurations.
and subsequent departure.
With A/G stores on the CFTs or with external wing tanks or
b. Zero g flight, except transient. A/G stores on stations 2 and/or 8:
c. AOA over 20° with any of the following:
(1) Lateral asymmetry over 8,000 ft-lbs for a. Flight above 600 KCAS
configurations without external tanks. b. Pushovers less than -0.5g above 250 KCAS.
(2) Lateral asymmetry over 5,000 ft-lbs for c. Pushovers less than 0g between Mach 0.9 and 1.05
configurations with any external tank(s).
With no A/G stores on the CFTs and no external wing tanks
NOTE or A/G stores on stations 2 and/or 8:

Refer to Section VI, figure 6-2, and associated text a. Pushovers less than -0.5g below 25,000 feet.
for detailed information required to compute lateral
asymmetry. ROLLS.

(3) A/G stores or cargo pods. An exception is a. Pedal rolls when AOA is less than 0°.
SUU-20B/A on stations 2 and/or 8 with no other b. Minimize lateral stick, pedal, roll rate, yaw rate and
stores, which are limited to 25° AOA. sideslip before applying large, abrupt forward stick
(4) Fuel in wing mounted tanks. when above 20°AOA or less than 1g.
(5) Three external tanks. c. Rolls with more than 1/2 lateral stick between
(6) Gear down. Mach 0.85 and 1.05 when at 20,000 feet altitude or
(7) Split ramps (one inlet ramp locked full up and below with any tank, pod, or A/G store on station
one operating normally). 5.
(8) Tank 1 fuel transfer problem. d. When below Mach 1.0, rolls more than 120º per
second roll rate (from lateral stick, rudder pedal, or
d. AOA over 15° or load factor over +5g with lateral both) with any cargo pods, A/G stores or full or
asymmetry over 10,000 ft-lbs when greater than partially full external fuel tanks on stations 2 or 8.
Mach 1.0. e. When at or above Mach 1.0, rolls more than 120º
e. With ATDPS inoperative, do not fly above 425 per second roll rate (from lateral stick, rudder
KCAS when greater than Mach 1.0 with AB pedal, or both) with any A/G stores or external fuel
selected. tanks (including empty fuel tanks) on stations 2 or
8.
f. Due to possible departure, no pilot-commanded
asymmetric throttle movements above 425 KCAS

Change 4 5-9
CSTO SR1F-15SA-1-2

Following (MTF) in mountainous terrain in

Instrument Meteorological Conditions (IMC) is
500 feet.
The roll limiter does not reliably limit roll rate to
120º per second with external fuel tanks or A/G NOTE
stores on stations 2 or 8. Limit stick and/or pedal Mountainous terrain is defined as a vertical change
inputs to avoid rolling faster than 120º per second that exceeds 900 feet per nm, (which equates to a
and overstressing aircraft structure. 15% slope change). This restriction only applies
along the anticipated aircraft flight path.
f. Limit maneuvering to navigation turns only, with
external fuel tanks or A/G stores on stations 2 or 8, b. MTF over mountainous terrain in IMC is limited to
above Mach 1.0 and below 30,000 feet. short periods of flight where total attention can be
focused on following steering commands on the
HUD.

c. Unarmed MTF in IMC is prohibited.

Loaded rolls above Mach 1.0 below 30,000 feet
with external fuel tanks or A/G stores on stations 2 d. Terrain following is prohibited with a degraded
or 8 can result in an oscillatory pitch response that attitude platform or TF attitude fail.
can lead to a severity code 1 over-g and may be as
much as 2.5g’s peak-to-peak. e. During TF, airspeed is maintained above 370
KCAS and 400 knots GS to avoid TF algorithm
WITH INOPERATIVE ROLL LIMITER. inaccuracies. Terrain following above Mach 0.96
(650 knots GS) is prohibited.
a. More than 120° per second roll rate (from lateral
stick, rudder pedal, or both) with full or partially
full external tanks, cargo pods, or A/G stores on
Stations 2 or 8.
Navigation or targeting pod operation above Mach
b. More than 120° per second roll rate (from lateral 0.9 may cause overheating of both pods. A NAV
stick, rudder pedal, or both) with any stores POD HOT or TGT POD HOT caution may
(including empty fuel tanks) on Stations 2 or 8 indicate that the pod is being flown outside its
(does not include 2A/B or 8A/B) when faster than environmental limitations. Continued flight with
Mach 1.0. the caution present results in lower pod reliability,
eventual pod failure, and damage to the pod. Turn
WITH INOPERATIVE OWS. off the pod as soon as possible.

a. With wing-mounted tanks, cargo pods, or A/G

stores: NOTE
(1) Rolls over 360°. Above Mach 0.9, an idle power with speedbrake
(2) Rolls over 180° started at other than deceleration during an ATF push-over, could result
+1.0g. in an unexpected nosedown transient followed by a
(3) Rolls at less than 0.0g above 600 KCAS. fly-up.

b. No more than 1/2 lateral stick with full or partially f. If armed manual terrain following or automatic
full CFTs. terrain following is engaged, the aircrew must
make sure the aircraft remains within system limits
for flyup protection.
TERRAIN FOLLOWING RESTRICTIONS.

a. Minimum set clearances for Manual Terrain

5-10 Change 4
 CSTO SR1F-15SA-1-2

GROSS WEIGHT LIMITATIONS. Longitudinal CG may be adversely affected by failure of

internal transfer tanks to feed properly. With a
The aircraft is designed for a maximum allowable gross malfunctioning tank 1 transfer system, the aircraft CG shifts
weight of 81,000 pounds for flight/ground operations and forward until tank 1 starts to gravity feed. Aft CG limits are
landing. The maximum static (ground) gross weight is dependent on installation of navigation and targeting pods
82,000 pounds. The gross weight must be reduced (through and specific store configurations.
fuel burn, store download, etc.) to 81,000 pounds before the
aircraft is taxied or towed.The maximum allowable landing
sink rate versus gross weight is shown (figure 5-7).

If A/G stores on the center and aft center stations

are not expended during a mission, and/or the
configuration includes stores or tanks on stations 2,
At heavy gross weight, avoid abrupt nose gear 5, and/or 8, the aircraft can be near the aft CG limit
steering inputs and make turns at minimum at low internal fuel states. In this case, handling
practical speed and maximum practical radius. qualities are degraded and care is taken on
Avoid operations on rough and uneven taxiways or approach and landing (see sections II and VI).
runways. Failure to do so can result in tire damage.
NOTE
CENTER OF GRAVITY LIMITATIONS. • Refer to section III of CSTO SR1F-15SA-5 for spe-
cific stores configuration forward and aft CG limits.
During ground operations below 76,000 pounds gross
weight, the forward CG limit is 22% mean aerodynamic
• Stores on station 5 do not change aft CG limits.
chord (MAC) (gear down). Add 0.5% MAC for each 2,000
pounds above 76,000 pounds gross weight.

Change 4 5-11
CSTO SR1F-15SA-1-2

ALLOWABLE LANDING
SINK RATE

Figure 5-7

5-12 Change 3
 CSTO SR1F-15SA-1-2

ACCELERATION LIMITATIONS. ROLL RATE LIMITATIONS.

With the load limiter operating, the maximum allowable With the roll limiter operating, the FCS automatically
acceleration is continuously displayed on the HUD. OWS controls the roll rate to maintain allowable limits based on
tones, if enabled, sounds to indicate proximity to the aircraft configuration. If the ROLL LMTR OFF caution is
maximum allowable g (85% and 92% of the design limit displayed, the pilot is responsible for maintaining roll rate
load). The OWS voice warning indicates that the maximum within the roll limiter inoperative restrictions.
allowable g is exceeded whether OWS tones are enabled or
not. The FCS maintains the aircraft within OWS limits for EXTERNAL STORES LIMITATIONS.
both symmetric and asymmetric maneuvers for all flight
conditions with the landing gear and flaps retracted. DB-110 RECCE POD.

NOTE The DB-110 RECCE Pod Operating Envelope is shown in

figure 5-7A. The DB-110 RECCE Pod Preconditioning
Although uncommon, it is possible for a severity Time Required is shown in figure 5-7B.
code 1 over-g to occur even with a fully functional
FCS. The most sensitive areas are during abrupt aft AGM-154C.
stick inputs above 25,000 feet MSL in supersonic
flight and below 15,000 feet MSL in subsonic Each AGM-154C is limited to a maximum of 30 hours of
flight above Mach 0.7 at low fuel weights. accrued captive carriage.
If the G LMTR OFF caution is displayed and the OWS is CONFORMAL FUEL TANKS.
operative, the maximum allowable g remains continuously
displayed on the HUD. The OWS tones, if disabled, are Conformal fuel tanks must be installed for all flights. Only
automatically enabled. the external stores configuration shown in the external
stores limitation chart may be loaded and carried. Refer to
With the OWS inoperative, the maximum accelerations figure 5-9.
allowed for flight in smooth or moderately turbulent air are
as shown (figure 5-8). Separate plots are provided for
symmetrical maneuvers (maneuvers with zero roll rate) and
unsymmetrical maneuvers (maneuvers with an
accompanying roll rate such as rolling pullouts, etc.). There
is no minimum roll rate for asymmetric maneuvers. If there Bomb-to-bomb or bomb-to-aircraft contact has
is any roll rate, asymmetric limits apply. occurred with ripple release from fully loaded CFT
stations.
Maximum g limits may be reduced by limitations applicable
to a specific store as shown on the External Stores CHAFF AND FLARE LOADS.
Limitations chart (figure 5-9). G limits for external stores
are not protected by the load limiter or OWS and must be The authorized chaff and flare loads are shown in figure
maintained by the pilot. 5-10.

Change 4 5-12A/(5-12B blank)

 CSTO SR1F-15SA-1-2

50 KCAS 100 150 200 250 300 350

40,000

400
35,000
NOTE
1. WITH A FAILED OR DEGRADED
450
30,000 CAMERA COMPARTMENT
TEMPERTURE CONTROL UNIT
(CCTCU), MAINTAIN BETWEEN
500 15,000 AND 30,000 FEET TO THE
25,000 MAXIMUM EXTENT POSSIBLE.
ALTITUDE (FEET)

MAINTAIN AIRSPEED 0.60-0.90

MACH TO THE MAXIMUM
EXTENT POSSIBLE.
20,000

15,000
CARRIAGE
LIMITS
10,000

5,000

0
0.00 0.20 0.40 0.60 0.80 1.00 1.20

MACH NUMBER OPTIMAL IMAGING REGION

SUB-OPTIMAL IMAGING REGION
THERMAL TRANSIENT REGION
(TIME NOT TO EXCEED 10 MINUTES)
SAN755-685-1-004

Figure 5-7A

DB-110 RECCE POD PRE-CONDITIONING TIME REQUIRED

AMBIENT TEMPERATURE PRE-CONDITIONING TIME @ SEA LEVEL, 50% RH
+56° C 75 minutes
+50° C 55 minutes
+45° C 40 minutes
+32° C None required
+4° C None required
-30° C 15 minutes
-40° C 30 minutes
NOTE
Times are approximate. Actual time varies with many environmental factors.

Figure 5-7B

Change 3 5-13
CSTO SR1F-15SA-1-2

ACCELERATION LIMITATIONS OVERLOAD

WARNING SYSTEM INOPERATIVE
SYMMETRICAL MANEUVERING
NOTES

Figure 5-8 (Sheet 1 of 2)

5-14
 CSTO SR1F-15SA-1-2

ACCELERATION LIMITATIONS OVERLOAD (Continued)

WARNING SYSTEM INOPERATIVE
ASYMMETRICAL MANEUVERING
NOTES

Figure 5-8 (Sheet 2)

5-15
CSTO SR1F-15SA-1-2

Figure 5-9 (Sheet 1 of 31)

5-16 Change 2
 CSTO SR1F-15SA-1-2

EXTERNAL STORES LIMITATIONS (Continued)

7. For air-to-ground 1760 stores on the CFTs, a
step- over is defined as skipping past a store in
RELEASE AND DOWNLOADING SEQUENCE.
the normal release sequence for a given CFT.
Only a single 1760 store may be stepped-over
1. With all stations loaded and selected, the
on a given CFT unless specifically authorized
release sequence is:
by a remark for an individual store line. Once a
LC-1/RC-1
store has been stepped-over, it can result in an
STATION 5
untested configuration and should not be
LC-3/RC-3
employed even though the PACS may provide
LC-4/RC-4
this capability. Selective jettison limits are 300
LC-6/RC-6
KCAS/Mach 0.7. Emergency jettison is
LC-5/RC-5
unchanged.
LC-2/RC-2
STATION 2 MIXED LOADS.
STATION 8
2. Any station with A/G stores (2, LC, 5, RC, 8) 1. External store configurations are shown as line
may be deselected to modify the release numbers in figures 5-9. Combining the stores
sequence unless otherwise noted. from two or more line numbers is defined as a
3. Partial store configurations (downloads) are mixed load. Takeoff with mixed load configu-
authorized and are obtained by deleting stores rations on the CFTs and air-to-ground mixed
from CFTs and/or other stations in the proper load configurations on the wing stations is
release sequence defined in paragraph 1 above. prohibited. The stores and configuration on the
This can result in more than one acceptable left CFT and the stores and configuration on
configuration. the right CFT must be the same if the wing
4. If CFT stores are not fully loaded (symmetri- stations contain a mixed load configuration.
cally or asymmetrically) and all stations are The stores and configuration on stations 2 and
selected, the PACS normally releases the first 8 must be the same if the CFT stations contain
loaded station on the left CFT (in CFT release mixed load configurations. This restriction
sequence), then the first loaded station on the does not pertain to A/A missiles, CATMs, or
right CFT (in CFT release sequence), then AIS pods on stations 2A/B or 8A/B or stores on
station 5. The PACS always continues to station 5. A pictorial representation of the
release the first loaded station on the left CFT authorized mixed load configurations described
(in CFT release sequence), then the first loaded above is shown in the chart below:
station on the right CFT (in CFT release
sequence) until either the left or right CFT is AUTHORIZED
empty. Once a CFT is empty, the PACS con- MIXED LOAD CONFIGURATIONS
tinues the left, right, center release sequence, STA 2 LCFT RCFT STA 8
including the adjacent wing stations.
5. Partial store configurations and modification A B B A
of the release sequence by deselecting stations
with A/G stores (2, LC, 5, RC, 8) should be A B C A
distributed to minimize weight asymmetry and
adverse CG affects. Attempt to load A/A mis- A C C B
siles on stations 2/8 symmetrically. Consider-
ation should be given to the weight asymmetry
of the internal gun. NOTE
6. Refer to section VI for calculating weight asym- A, B, and C represent stores (or empty
metry. stations) from different line numbers.
Figure 5-9 (Sheet 2)

Change 2 5-17
CSTO SR1F-15SA-1-2

2. Exceptions to this chart authorized only if b. Above 575 KCAS, maneuvers limited to
addressed in this section or in the remarks smooth inputs and no rolling maneuvers.
section of individual line numbers. Remarks on 2. With CFT mounted A/G stores, limit unsym-
individual lines take precedence over general metric maneuvers above 15° AOA to +3g.
rules. 3. Empty centerline pylons should be carted.
3. Stores from station 5 lines are authorized with 4. Do not roll the aircraft until at least 1 second
any configuration, unless otherwise noted. after weapon release.
4. All certified stores carried on 2A, 2B, 8A, and
8B are optional and can be loaded in any GENERAL REMARKS.
combination. This loading can be mixed with
any line number unless specifically prohibited. 1. CFT A/A or A/G stores station loading is
5. Navigation and targeting pods are optional shown by listing authorized station number in
with all line numbers unless otherwise noted. L/R CFT columns. Refer to sheet 1 for CFT
6. Stores are not authorized on CFT stations stores station identification.
LC/RC 4, 5, and 6 (outboard rows) if stores are 2. All authorized external store limits are with
carried on the adjacent wing station pylon CFTs installed.
(stations 2 or 8). The exceptions to this rule are 3. Minimum release interval applies only to
carriage/employment of six Mk 82, or six GBU- bombs released from the same side of the
38/54 on CFT stations LC/RC 1-6 and carriage/ aircraft. When performing ripple single
employment of four GBU-12 on CFT stations releases from both sides of the aircraft, divide
LC/RC 1, 3, 4, and 6 with the following line the minimum release interval by 2.
numbers: 4. Aircraft with ADCP air-to-ground stores are
a. 102 and 104 prohibited on Stations 2 and 8.
b. 201 and 202 5. (ADCP II) Air to ground weapon employment
c. 301 thru 305 is enabled on stations 2 and 8.
d. 401 thru 405.
7. Asymmetrical fuel tank carriage is not autho-
JETTISON.
rized unless otherwise noted.
8. Mixed loads of different A/G store types (i.e.,
1. Emergency jettison limits have not been flight
Mk 82 AIR and Mk 82 LDGP) or different
tested and are not provided. During emergency
store models (i.e., A/B and C/B) on the same
jettison the PACS sends a release pulse every
CFT are not authorized. Different store models
60-80 ms (35 ±5 on, then 35 ±5 off) in a
are authorized on different stations. Mixed
sequence that is different from the authorized
loads of A/G stores and A/A missiles on the
stores release sequence. Store-to-store and
same CFT are not authorized.
store-to-aircraft collisions may occur.
9. Inert store versions are authorized in place of
2. Unless otherwise noted, jettison limits are
live stores.
applicable only for jettison of the store (pylon
10. Mirror image loadings are authorized for all
not attached) in the release sequence autho-
asymmetric line numbers unless otherwise
rized in item 1 under Release and Downloading
noted.
Sequence. The PACS sends a release pulse
11. Configurations shall be selected to minimize
every 60 - 80 ms during selective jettison in
lateral asymmetry.
A/G, combat, or MAN FF and 200 to 260 ms in
12. Most restrictive limits apply when carrying
MAN RET.
mixed loads.

OTHER RESTRICTIONS.

1. With CFT and centerline tank configurations,

or with NAV/TGP POD and A/G CFT configu- Use of emergency or a jettison mode with a
rations above Mach 1.1: ripple interval less than the stores mini-
a. Between 400 and 575 KCAS, rolls limited to mum release interval may cause store-to-
half stick with smooth inputs. store or store-to-aircraft collision.

Figure 5-9 (Sheet 3)

5-18 Change 4
CSTO SR1F-15SA-1-2

EXTERNAL STORES LIMITATIONS (Continued)

FUEL TANKS
RECCE/NAV/TGT
PODS
TRAVEL PODS

STATION LOADING
LINE NUMBER

MAXIMUM KCAS OR IMN

OR WHICHEVER IS LESS
STORE SUSPEN- L CFT R CFT
SION
1 2 TP 5 NP 8 9
OUT INBD INBD OUT CAR- EMPLOY- JETTI-
BD BD RIAGE MENT SON

610 GAL- 101 SUU-60 OPT OPT 660 NA 625

LON FUEL BRU-47/A 1.5 1.25
TANK
(MCDON-
NELL
DOUGLAS
WELDED
TANK)

102 SUU-59/A 660 600

BRU-47/A 1.5 0.95

610 GAL- 103 SUU-60 660 625

LON BRU-47/A 1.5 1.25
FUEL TANK
(SARGENT-
FLETCHER
TANK)

104 SUU-59/A 660 600

BRU-47/A 1.5 0.95

EMPTY 105 SUU-60 BAL N/A 600

PYLONS BRU-47/A 0.95

EMPTY 106 SUU-59A

PYLONS BRU-47/A

DB-110/ 107 SUU-60 500 N/A 400

RECCE POD (Modified) 0.90 0.90
Pylon
Adapter

Figure 5-9 (Sheet 4)

(5-19 blank)/5-20 Change 2

 CSTO SR1F-15SA-1-2

EXTERNAL STORES LIMITATIONS (Continued)

NA - NOT APPLICABLE
NE - NOT ESTABLISHED
BAL - BASIC AIRCRAFT LIMITS
TP - TARGETING POD
NP - NAVIGATION POD
OPT - OPTIONAL

ACCELERATION-g
LINE NUMBER

CARRIAGE DELIVERY
REMARKS
ANGLE
EMPLOYMENT JETTISON
SYM UN-
SYM

101 BAL BAL NA A0.8 NA

to With both navigation and targeting pods. With no pods, jettison limit
A1.2 is 660/1.5M. With single pod, jettison limits are 1.0M below
25,000 feet MSL or 1.1M above 25,000 feet MSL.
Mach is limited to 1.0 below 25,000 feet MSL and 1.1 above
25,000 feet MSL for single navigation or targeting pod carriage.
• Ejector pitch valve settings are -1 fwd and -1 aft.
• Tank weights are based on JP-8/JP-8A100; empty tank weights
include 10 gallons of unusable fuel.

102

103 -2.0 -1.0

to to
A7.3 A5.8

104

105 BAL NA A0.5 NA • Jettison limit is for pylon jettison only and is prohibited with outboard
to CFT stores aboard.
A2.0
106

107 -2.0 -1.0 NA A0.8 NA

to to to Pylon adapter not carted. Jettison limit is for pylon jettison.
A4.0 A4.0 A1.2
D Chaff/flares are not authorized for forward dispensers. Chaff/flares are
authorized for aft dispensers only.
D AOA limited to 20°.
D Data link prohibited below 15,000 and above 40,000 feet MSL.
D Only racks/launchers authorized on CFT stations.
D A/G stores not authorized on stations 2 & 8.
D Target and Nav pods or pylons not authorized.
With failed/degraded CCTCU, maintain 0.60 to 0.90 Mach and
15,000-30,000 feet to max extent possible.

Figure 5-9 (Sheet 5)

Change 4 5-21
CSTO SR1F-15SA-1-2

EXTERNAL STORES LIMITATIONS (Continued)

FUEL TANKS
RECCE/NAV/TGT PODS
TRAVEL PODS

STATION LOADING
LINE NUMBER

MAXIMUM KCAS OR IMN

OR WHICHEVER IS LESS
STORE SUSPENSION L CFT R CFT
1 2 TP 5 NP 8 9
OUT INBD INBD OUT CAR- EMPLO- JETTI-
BD BD RIAGE YMENT SON

IRST AND 108 NA BAL NA NA

IAS-1

AN/AAQ-33 109 IRST Pylon 625 NA NA

TARGET POD 1.5

AN/AAQ-13 110 ADU-576/A 625 NA N/A

NAV POD 1.8

AN/AAQ-33 111 IRST Pylon 700 NA N/A

TARGET AND ADU-576/A 1.8
AN/AAQ-13
NAV PODS

MXU-648 112 SUU-60 2 2 550 NA NA

A/A-10, -30, BRU-47/A 0.95
-50, C/A, (Centerline)
D/A BRU-47/A
TRAVEL POD (INBD CFT)
SUU-59/A
BRU-47/A
(Sta 2 & 8)

113 3 3
1 1

Figure 5-9 (Sheet 6)

5-22 Change 2
 CSTO SR1F-15SA-1-2

EXTERNAL STORES LIMITATIONS (Continued)

NA - NOT APPLICABLE
NE - NOT ESTABLISHED
BAL - BASIC AIRCRAFT LIMITS
TP - TARGETING POD
NP - NAVIGATION POD
OPT - OPTIONAL

ACCELERATION-g
LINE NUMBER

CARRIAGE DELIVERY
REMARKS
ANGLE
EMPLOYMENT JETTISON
SYM UN-
SYM

108 BAL NA NA NA • Target or Nav pods not installed.

• Stores carriage and release from station 5 is not permitted.

109 BAL NA NA NA
625 KCAS or Mach 1.0, whichever is greater, up to Mach 1.5 for
target pod or Mach 1.8 for navigation pod. 500 KCAS or 1.0
110 Mach, whichever is greater, up to Mach 1.5 with external tank or
store on station 5.
111 Above 550 KCAS or Mach 1.2 (whichever is greater), or above
Mach 1.6: Rolls limited to half lateral stick input. Above 600
KCAS or Mach 1.3 (whichever is greater): lateral maneuvers lim-
ited to gradual turns with slow bank and heading changes.
Above 550 KCAS or Mach 1.2 (whichever is greater), or above
Mach 1.6: Rolls limited to half lateral stick input. Above 600
KCAS or Mach 1.3 (whichever is greater): lateral maneuvers lim-
ited to gradual turns with slow bank and heading changes.

D ADU-576/A adapters cannot be flown without pods attached.

D IAS-1 does not carry a pod.

Do not fire the tactical laser within 1,000 feet of personnel or other
aircraft. Reflected side lobe energy may cause eye damage. Never lase
inhabited areas.

112 -1.0 0.0 NA NA NA • Maximum cargo weight 300 pounds per pod.
to to • Maximum roll rate 120°/sec (ô lateral stick).
A5.0 A3.0 • Do not cart BRU-47/A.
• Pylon jettison is authorized for station 5.
• MXU-648C/A may be carried with the forward arrow markings point-
ing toward the rear of the aircraft to allow pod access door to fully
open.

113

Figure 5-9 (Sheet 7)

Change 2 5-23
CSTO SR1F-15SA-1-2

EXTERNAL STORES LIMITATIONS (Continued)

ACMI PODS
INSTRUMENTATION
PODS

STATION LOADING
LINE NUMBER

MAXIMUM KCAS OR IMN

OR WHICHEVER IS LESS
STORE SUSPENSION L CFT R CFT
1 2 TP 5 NP 8 9
OUT INBD INBD OUT CAR- EMPLOY- JETTI-
BD BD RIAGE MENT SON

ACMI Pod 201 SUU-59/A BAL NA 600

(SAKITS) ADU-552/A 0.95
LAU-128A/A

DAIS Pod 202 660 600

P-5 A/AX 1.5 0.95

Figure 5-9 (Sheet 8)

5-24 Change 2
 CSTO SR1F-15SA-1-2

EXTERNAL STORES LIMITATIONS (Continued)

NA - NOT APPLICABLE
NE - NOT ESTABLISHED
BAL - BASIC AIRCRAFT LIMITS
TP - TARGETING POD
NP - NAVIGATION POD
OPT - OPTIONAL

ACCELERATION-g
LINE NUMBER

CARRIAGE DELIVERY REMARKS

ANGLE
EMPLOYMENT JETTISON
SYM UN-
SYM

201 BAL BAL NA A0.5 NA

to Limit is for pylon jettison only and is prohibited with outboard CFT
A2.0 stores aboard.

Jettison limit is for pylon jettison with pods and/or missiles attached.
Jettison of asymmetrically loaded pylon may contact the aircraft and/or
any adjacent stores.
• Only one pod can be carried during a mission. Preferred loading is 2A
but may be loaded on 2A, 2B, 8A or 8B.

202 BAL BAL

If a P-5 pod is loaded on stations 2A/2B or 8A/8B, do not load a GBU-

10/GBU-50 live warhead or live fuse on the respective station 2 or 8.

Figure 5-9 (Sheet 9)

Change 2 5-25
CSTO SR1F-15SA-1-2

EXTERNAL STORES LIMITATIONS (Continued)

A/A MISSILES

STATION LOADING
LINE NUMBER

MAXIMUM KCAS OR IMN

OR WHICHEVER IS LESS
STORE SUSPENSION L CFT R CFT
1 2 TP 5 NP 8 9
OUT OUT CAR- EMPLOY- JETTI-
INBD INBD
BD BD RIAGE MENT SON

AIM-9L/M 301 SUU-59/A OPT OPT BAL BAL

CATM- ADU-552/A
9L/M LAU-128A/A
(Sta 2 & 8) 600
0.95
(2 & 8)

AIM-9X 302

CATM-9X 303 BAL NA

Figure 5-9 (Sheet 10)

5-26 Change 2
 CSTO SR1F-15SA-1-2

EXTERNAL STORES LIMITATIONS (Continued)

NA - NOT APPLICABLE
NE - NOT ESTABLISHED
BAL - BASIC AIRCRAFT LIMITS
TP - TARGETING POD
NP - NAVIGATION POD
OPT - OPTIONAL

ACCELERATION-g
LINE NUMBER

CARRIAGE DELIVERY REMARKS

ANGLE
EMPLOYMENT JETTISON
SYM UN-
SYM

BAL BAL -0.5 A0.5 NA

to to
A7.3 A2.0
301
Jettison limit allows for pylon jettison with pods and/or missiles at-
tached. Jettison of asymmetrically loaded pylon may contact the air-
craft and/or any adjacent stores.

Minimize sideslip during AIM-9X employment.

Limit is for pylon jettison only and is prohibited with outboard CFT
302 stores aboard.

AIM-9X employment during unsymmetrical (rolling) maneuvers is

limited to:
(1) 1/2 lateral stick input between -0.5 and A4.9g
(2) 1/4 lateral stick input between A5.0 and A7.2g
(3) No lateral stick inputs above Mach 1.80.
• Mixed loads of AIM-9s and AIM-120s authorized on all wing stations.
303 • AIM-9X is not authorized on LAU-128 launchers with spring type
missile spring clips.
• Single AIM-9/CATM-9 should be loaded on 2A or 2B (2B preferred).
• CATM-9L/M/X optional configurations:
(1) Canards only
(2) Wings/rollerons only
(3) Canards and wings minus rollerons
(4) Without canards or wings.
• Carriage only is authorized without missile wings or control surfaces.
Employment is prohibited from all stations.
• CATM jettison not authorized. Do not cart LAU-106.

Figure 5-9 (Sheet 11)

Change 3 5-27
CSTO SR1F-15SA-1-2

EXTERNAL STORES LIMITATIONS (Continued)

A/A MISSILES

STATION LOADING
LINE NUMBER

MAXIMUM KCAS OR IMN

OR WHICHEVER IS LESS
STORE SUSPENSION L CFT R CFT
1 2 TP 5 NP 8 9
OUT INBD INBD OUT CAR- EMPLOY- JETTI-
BD BD RIAGE MENT SON

AIM-120C-5 305 SUU-59/A, OPT OPT BAL 700 600

CATM-120C ADU-552/A, 2.0 0.95
AIM-120C-7 LAU-128A/A
(Sta 2 & 8)

306 LAU-106A/A 3C 7C 700 700 550

4C 6C 1.6 1.6 0.90

Figure 5-9 (Sheet 12)

5-28 Change 2
 CSTO SR1F-15SA-1-2

EXTERNAL STORES LIMITATIONS (Continued)

NA - NOT APPLICABLE
NE - NOT ESTABLISHED
BAL - BASIC AIRCRAFT LIMITS
TP - TARGETING POD
NP - NAVIGATION POD
OPT - OPTIONAL

ACCELERATION-g
LINE NUMBER

CARRIAGE DELIVERY REMARKS

ANGLE
EMPLOYMENT JETTISON
SYM UN-
SYM

305 BAL BAL -0.5 A0.5 NA

to to
A7.3 A2.0
Jettison limit allows for pylon jettison with pods and/or missiles at-
tached. Jettison of asymmetrically loaded pylon may contact the air-
craft and/or any adjacent stores.

Limit is for pylon jettison only and is prohibited with outboard CFT
stores aboard.

A significant and noticeable loss in directional stability above 1.75

306 BAL A0.5 Mach was reported during flight testing with a two-missile fuse-
to lage asymmetry. The aircrew should minimize fuselage asymme-
A2.0 tries to the maximum extent possible.

• CFT station CATM jettison not authorized. Do not cart LAU-106.

• Mixed loads of AIM-9s and AIM-120s authorized on all wing stations.

• Carriage is authorized without missile wings or control surfaces.

• Carriage authorized for CATM-120C equipped with fin restraint

devices.

Figure 5-9 (Sheet 13)

Change 2 5-29
CSTO SR1F-15SA-1-2

EXTERNAL STORES LIMITATIONS (Continued)

GP BOMBS

STATION LOADING
LINE NUMBER

MAXIMUM KCAS OR IMN

OR WHICHEVER IS LESS
STORE SUSPENSION L CFT R CFT
1 2 TP 5 NP 8 9
OUT INBD INBD OUT CAR- EMPLO- JETTI-
BD BD RIAGE YMENT SON

Mk 82 LDGP 401 BRU-47/A 6 3 OPT OPT 3 6 660 600 600

OR AIR (INBD) 5 2 2 5 1.4 0.95 0.95
BDU-50/B BRU-46/A 4 1 1 4
BDU-50A/B (OUTBD)
(CFT)

Mk 82 500 500
SNAKEYE 0.85 0.85
BDU-50/B
BDU-50A/B

Mk 82 LDGP 402 SUU-60 3 3 600 600

OR AIR BRU-47/A 2 2 0.95 0.95
BDU-50/B (Centerline) 1 1
BDU-50A/B BRU-47/A
(CFT)
SUU-59/A
Mk 82 BRU-47/A 500 500
SNAKEYE (Sta 2 & 8) 0.85 0.85
BDU-50/B
BDU-50A/B

Mk 84 LDGP 403 SUU-60 2 2 600 600

OR AIR BRU-47/A 0.95 0.95
BDU-56/B (Centerline)
BRU-47/A
(INBD CFT)
SUU-59/A
BRU-47/A
404 (Sta 2 & 8) 2 3
1

405 3 3 525 525

1 1 0.85 0.85

Figure 5-9 (Sheet 14)

5-30 Change 2
 CSTO SR1F-15SA-1-2

EXTERNAL STORES LIMITATIONS (Continued)

NA - NOT APPLICABLE
NE - NOT ESTABLISHED
BAL - BASIC AIRCRAFT LIMITS
TP - TARGETING POD
NP - NAVIGATION POD
OPT - OPTIONAL

ACCELERATION-g
LINE NUMBER

CARRIAGE DELIVERY
REMARKS
ANGLE
EMPLOYMENT JETTISON
SYM UN-
SYM

401 -2.0 -1.0 A0.5 A0.5 -45°

to to to to to High drag configuration. In low drag configuration employment/
A6.0 A4.8 A5.0 A5.0 A45° jettison limit is 600 KCAS/Mach 0.95.
UN- • Mk 82 LDGP and Mk 82 AIR minimum ripple interval is 60 ms. MK 82
RETARDED Snakeye (HD) minimum ripple interval is 200 ms.
-20° • Ejector pitch valve settings should be -1 forward and -2 aft.
to
A20°
RETARDED

402

403 A0.5 -45°

to to Line 405 employment and jettison limits are 600 KCAS/Mach 0.95
A6.0 A45° if navigation and targeting pods are not carried.
• Ejector pitch valve settings should be -1 forward and -3 aft.
• Minimum ripple interval is 60 ms.
• Line 404 mirror image carriage not authorized.
404 • Line 405 could exceed weight limits.
• When landing with Mk 84 on stations LC1 or RC1, limit pitch attitude to
12° to avoid damaging the weapons or aircraft.
• Limit pitch attitude to 10° or less, until past any raised barrier cables.

405

Figure 5-9 (Sheet 15)

Change 3 5-31
CSTO SR1F-15SA-1-2

EXTERNAL STORES LIMITATIONS (Continued)

PRECISION GUIDED
MUNITIONS (PGM)

STATION LOADING
LINE NUMBER

MAXIMUM KCAS OR IMN

OR WHICHEVER IS LESS
STORE SUSPENSION L CFT R CFT
1 2 TP 5 NP 8 9
OUT OUT CAR- EMPLO- JETTI-
INBD INBD
BD BD RIAGE YMENT SON

GBU-10 501 SUU-60 2 OPT OPT 2 660 660 660

E/B BRU-47/A 1.4 1.4 1.4
(Centerline)
BRU-47/A
(INBD CFT)
SUU-59/A
502 BRU-47/A 2 2 600 600
(Sta 2 & 8) 0.95 0.95

GBU-10 503 600 600 600

A/B 1.2 0.95 0.95

GBU-50 504 SUU-60 2 2 660 660 660

(V)1/B BRU-47/A 1.4 1.4 1.4
(V)2/B (Centerline)
BRU-47/A
(INBD CFT)
SUU-59/A
505 BRU-47/A 2 2 600 600
(Sta 2 & 8) 0.95 0.95

Figure 5-9 (Sheet 16)

5-32 Change 2
 CSTO SR1F-15SA-1-2

EXTERNAL STORES LIMITATIONS (Continued)

NA - NOT APPLICABLE
NE - NOT ESTABLISHED
BAL - BASIC AIRCRAFT LIMITS
TP - TARGETING POD
NP - NAVIGATION POD
OPT - OPTIONAL

ACCELERATION-g
LINE NUMBER

CARRIAGE DELIVERY
ANGLE REMARKS
EMPLOYMENT JETTISON
SYM UN-
SYM

501 -1.0 0.0 A0.5 A0.5 -45° • Minimum ripple interval is 80 ms.
to to to to to • Ejector pitch valve settings should be -1 forward and -2 aft for sta-
A5.0 A3.0 A5.0 A5.0 A45° tions LC2, RC2, and station 5. Use -1 forward and -3 aft for stations
2 and 8.
• For line numbers 502, 503, and 505, A/A missiles may not be car-
502 ried on stations 2 and 8. AIS pods/CATMs without canards and wings
may be carried.

503

504

505

Figure 5-9 (Sheet 17)

Change 2 5-33
CSTO SR1F-15SA-1-2

EXTERNAL STORES LIMITATIONS (Continued)

PRECISION GUIDED
MUNITIONS (PGM)

STATION LOADING
LINE NUMBER

MAXIMUM KCAS OR IMN

OR WHICHEVER IS LESS
STORE SUSPENSION L CFT R CFT
1 2 TP 5 NP 8 9
OUT INBD INBD OUT CAR- EMPLO- JETTI-
BD BD RIAGE YMENT SON

GBU-12 506 SUU-60 6 3 OPT OPT 3 6 525 525 525

D/B BRU-47/A 0.90 0.90 0.90
(Centerline) 4 1 1 4
BRU-47/A
(INBD)
BRU-46/A
507 (OUTBD) 6 3 3 6 575 575 575
(CFT) 0.95 0.95 0.95
SUU-59/A
BRU-47/A
(Sta 2 & 8)

GBU-12 508 SUU-60 3 3 575 550 550

A/B BRU-47/A 0.95 0.95 0.95
(Centerline)
BRU-47/A
(INBD CFT)
SUU-59/A
BRU-47/A
(Sta 2 & 8)

GBU-49 509 SUU-60 6 3 3 6 525 525 525

(V)1/B BRU-47/A 4 1 1 4 0.90 0.90 0.90
(Centerline)
BRU-47/A
(INBD)
BRU-46/A
510 (OUTBD) 6 3 3 6 575 575 575
(CFT) 0.95 0.95 0.95
SUU-59/A
BRU-47/A
(Sta 2 & 8)

Figure 5-9 (Sheet 18)

5-34 Change 2
 CSTO SR1F-15SA-1-2

EXTERNAL STORES LIMITATIONS (Continued)

NA - NOT APPLICABLE
NE - NOT ESTABLISHED
BAL - BASIC AIRCRAFT LIMITS
TP - TARGETING POD
NP - NAVIGATION POD
OPT - OPTIONAL

ACCELERATION-g
LINE NUMBER

CARRIAGE DELIVERY REMARKS

ANGLE
EMPLOYMENT JETTISON
SYM UN-
SYM

506 -2.0 -1.0 A0.5 A0.5 -45º • Minimum ripple interval is 80 ms.
to to to to to • Ejector pitch valve settings must be -1 fwd and -3 aft.
A6.0 A4.8 A5.5 A5.5 A45º • GBU-12/49 may not be carried on stations 2 and 8 with AIM/CATM
missiles with canards and wings. AIS pods/CATMs without canards
and wings may be carried.
Limit for employment/jettison from LCFT station 3 is 500 KCAS
/Mach 0.9.

507

508 -1.0 0.0 A0.5

to to to
A5.0 A3.0 A5.5

509 -2.0 -1.0 A0.5 A0.5 -45º

to to to to to
A5.5 A4.4 A5.5 A5.5 A45º

510

Figure 5-9 (Sheet 19)

Change 2 5-35
CSTO SR1F-15SA-1-2

EXTERNAL STORES LIMITATIONS (Continued)

PRECISION GUIDED
MUNITIONS (PGM)

STATION LOADING
LINE NUMBER

MAXIMUM KCAS OR IMN

OR WHICHEVER IS LESS
STORE SUSPENSION L CFT R CFT
1 2 TP 5 NP 8 9
OUT OUT CAR- EMPLO- JETTI-
BD INBD INBD BD RIAGE YMENT SON

GBU-24/B 511 SUU-60 2 OPT OPT 2 660 500 500

A/B BRU-47/A 1.4 0.85 0.85
(Centerline) (Sta 2 & (Sta 2 &
BRU-47/A 8) 8)
(INBD CFT) 650 650
SUU-59/A 1.2 1.2
BRU-47/A Sta 5 Sta 5
(Sta 2 & 8) 660 660
1.4 1.4
LC/RC-2 LC/
RC-2

GBU-31B(V) 512 SUU-60 2 2 650 600 600

1/B BRU-47/A 1.4 0.95 0.95
(Mk 84), (Centerline) (Sta 2 & (Sta 2 &
3/B BRU-47/A 8) 8)
(BLU-109) (INBD CFT) 650 650
SUU-59/A 1.3 1.3
BRU-47/A (Sta 5, (Sta 5,
(Sta 2 & 8) LC/RC-2 LC/
RC-2

GBU-56B(V)
1/B

GBU-31B(V) 513 BRU-47/A 3 3 650 500 500

1/B (INBD CFT) 1.4 0.9 0.9
(Mk 84), 1 1 (Sta (Sta
3/B LC/RC LC/RC
(BLU-109) -1 & -3) -1 & -3)

GBU-56B(V)
1/B

Figure 5-9 (Sheet 20)

5-36 Change 2
 CSTO SR1F-15SA-1-2

EXTERNAL STORES LIMITATIONS (Continued)

NA - NOT APPLICABLE
NE - NOT ESTABLISHED
BAL - BASIC AIRCRAFT LIMITS
TP - TARGETING POD
NP - NAVIGATION POD
OPT - OPTIONAL

ACCELERATION-g
LINE NUMBER

CARRIAGE DELIVERY
REMARKS
ANGLE
EMPLOYMENT JETTISON
SYM UN-
SYM

-2.0 -1.0 A0.5 A0.5 -45° • Minimum ripple interval is 80 ms.

511 to to to to to • GBU-24 Ejector pitch valve settings must be -1 forward and -3 aft.
A6.0 A4.8 A6.0 A6.0 A45° • LAU-128 missile launchers may not be carried on stations 2 & 8 in
conjunction with GBU-24s.
• Restrict roll inputs to 1/2 lateral stick.

512 A0.5 A0.5

to to
A4.0 A4.0
513 Wing station employment and selective jettison limits are 300
KCAS/ Mach 0.70 if the adjacent CFT is loaded with a GBU-10/
24/50 or Mk 84 AIR.
.

Jettison is restricted to </E300 KCAS /Mach 0.70 with a HUNG STORE

indication or if the adjacent CFT is loaded with a GBU-10/24/50 or Mk 84
AIR.

If wing tanks are installed and station 5 is empty, employment and

jettison limits from LC/RC-1 and LC/RC-3 are 600 KCAS/Mach
0.95.

With a hung store indication, selective jettison is restricted to 300

KCAS/Mach 0.7, 0.8 to 1.2g, 5° climb to 5° dive.
• Ejector pitch valve settings: -1 fwd & -2 aft.
• GBU-31 has a fixed release interval of 225 ms in ripple mode.
• When landing with GBU-31 on stations LC1 or RC1, limit pitch attitude
to 12° to avoid damaging the weapons or aircraft.
• Limit pitch attitude to 10° or less, until past any raised barrier cables.

Figure 5-9 (Sheet 21)

Change 3 5-37
CSTO SR1F-15SA-1-2

EXTERNAL STORES LIMITATIONS (Continued)

PRECISION GUIDED
MUNITIONS (PGM)

STATION LOADING
LINE NUMBER

MAXIMUM KCAS OR IMN

OR WHICHEVER IS LESS
STORE SUSPENSION L CFT R CFT
1 2 TP 5 NP 8 9
OUT INBD INBD OUT CAR- EMPLO- JETTI-
BD BD RIAGE YMENT SON

GBU-38B(V) 514 SUU-60 6 3 OPT OPT 3 6 650 600 600

1/B BRU-47/A 5 2 2 5 1.4 0.95 0.95
(Centerline) 4 1 1 4
BRU-47/A
(INBD)
BRU-46/A
(OUTBD)
( CFT)
SUU-59/A
BRU-47/A
(Sta 2 & 8)

GBU-54B(V)
1/B

GBU-38B(V) 515 SUU-60 3 3

1/B (BRU-47/A 2 2
(Centerline) 1 1
BRU-47/A
(INBD CFT)
SUU-59/A
BRU-47/A
(Sta 2 & 8)

GBU-54B(V)
1/B

Figure 5-9 (Sheet 22)

5-38 Change 2
 CSTO SR1F-15SA-1-2

EXTERNAL STORES LIMITATIONS (Continued)

NA - NOT APPLICABLE
NE - NOT ESTABLISHED
BAL - BASIC AIRCRAFT LIMITS
TP - TARGETING POD
NP - NAVIGATION POD
OPT - OPTIONAL

ACCELERATION-g
LINE NUMBER

CARRIAGE DELIVERY REMARKS

ANGLE
EMPLOYMENT JETTISON
SYM UN-
SYM

514 -2.0 -1.0 A0.5 A0.5 -45°

to to to to to With a hung store indication, selective jettison is restricted to 300
A6.0 A4.8 A2.0 A5.0 A45° KCAS/Mach 0.7, 0.8 to 1.2g, 5° climb to 5° dive.

• Ejector pitch valve settings -3 fwd and -1 aft.

• Minimum release interval is 225 ms
• GBU-38 and GBU-54 stores may be mixed on the same CFT and may
be loaded in any combination.
• Release and downloading sequence rule 7 (one stepped over store per
CFT) on page 5-17 does not apply. Stores may be released out of the
normal CFT release sequence; however, the resultant download con-
figuration is not an authorized takeoff configuration (release and down-
loading sequence rule 2 does not apply).

515

Figure 5-9 (Sheet 23)

Change 2 5-39
CSTO SR1F-15SA-1-2

EXTERNAL STORES LIMITATIONS (Continued)

PRECISION GUIDED
MUNITIONS (PGM)

STATION LOADING
LINE NUMBER

MAXIMUM KCAS OR IMN

OR WHICHEVER IS LESS
STORE SUSPENSION L CFT R CFT
1 2 TP 5 NP 8 9
OUT INBD INBD OUT CAR- EMPLOY- JETTI-
BD BD RIAGE MENT SON

AGM-65 516 SUU-59/A OPT OPT 660 660 600

D, G BRU-47/A 1.4 1.4 0.95
LAU-117/A,
(V)1/A OR
(V)3/A

517 SUU-59/A 300

BRU-47/A 0.70
LAU-88/A,
A/A

AGM-84L 518 SUU-59/A 575 550 550

HARPOON BRU-47/A 0.95 0.84 0.84

AGM-154C 518A SUU-60 500 0.95 475

JSOW BRU-47/A 0.95 0.95
(Centerline)

Figure 5-9 (Sheet 24)

5-40 Change 4
 CSTO SR1F-15SA-1-2

EXTERNAL STORES LIMITATIONS (Continued)

NA - NOT APPLICABLE
NE - NOT ESTABLISHED
BAL - BASIC AIRCRAFT LIMITS
TP - TARGETING POD
NP - NAVIGATION POD
OPT - OPTIONAL

ACCELERATION-g
LINE NUMBER

CARRIAGE DELIVERY REMARKS

ANGLE
EMPLOYMENT JETTISON
SYM UN-
SYM

516 -2.0 -1.0 A0.5 A0.8 -45°

to to to to to Jettison limit is for pylon jettison only and is prohibited with CFT
A6.0 A4.8 A3.0 A1.2 A5° stores aboard.
• Any download of LAU-88, regardless of LAU-88 release sequence is
authorized.
517 A.0.8 • Ejector pitch valve settings for LAU-117 are -1 fwd and -1 aft.
to • Dual launches are not authorized.
A1.2 • AGM-65G not authorized on LAU-88/A, A/A.
• When flying through visible moisture without the dome cover in place,
the maximum airspeed is 350 KCAS or Mach 0.53 whichever is less, to
prevent damage to guidance window unit.
• Outboard A/G CFT stores prohibited when carrying an AGM-65 on the
inboard station on the LAU-88.

518 A0.0 A0.0 A0.8 A0.8 0° • Ejector pitch setting -1 forward & -1 aft.
to to to to • A/A missiles shall not be carried on stations 2 and 8.
A4.0 A4.0 A1.2 A1.2 • With or without CFTs.
• Restrict roll inputs to 1⁄2 lateral stick.
• No stores may be loaded on CFT outboard row.
• Asymmetric carriage with any A/G store or EXT tank on the opposite
side authorized.

518A -2.0 -1.0 A1.0 A1.0 -45°

to to to to to Maximum carriage speed:
A4.0 A4.0 A2.0 A2.0 A45° 0 to 3,000 feet MSL, 400 KCAS.
3,001 to 6,000 feet MSL, 450 KCAS.
6,001 to 40,000 feet MSL, 500 KCAS/Mach 0.95
whichever is less.
Minimum carriage speed above 19,000 feet MSL is 220 KCAS.
When ambient ground temperature is 43°C (110°F) or above, high
speed low altitude operations greater than Mach 0.62 and below
10,000 feet MSL must not be performed for extended periods
(greater than 1 minute) when carrying live weapons.
Employment is authorized above 17,000 feet MSL from a minimum
of 220 KCAS/Mach 0.6 whichever is greater to a maximum of Mach
0.95.
• Ejector pitch valve settings for AGM-154 are -1 fwd and -2 aft.
• Use of gun is prohibited when carrying AGM-154.
• If an AGM-154 control section failure is reported on the cockpit fault
display, the selective jettison limit is restricted to 300 KCAS/Mach
0.7O; A1.0 to A1.2g.

Figure 5-9 (Sheet 25)

Change 4 5-41
CSTO SR1F-15SA-1-2

EXTERNAL STORES LIMITATIONS (Continued)

PRECISION GUIDED
MUNITIONS (PGM)

STATION LOADING
LINE NUMBER

MAXIMUM KCAS OR IMN

OR WHICHEVER IS LESS
STORE SUSPENSION L CFT R CFT
1 2 TP 5 NP 8 9
OUT OUT CAR- EMPLOY- JETTI-
BD INBD INBD BD RIAGE MENT SON

GBU-39/B 519 BRU-47/A 3 3 600 540 540

BRU-61/A 1.2 0.95 0.95
1 1 (GBU-
39/B)

300
0.70
(FULL
OR
EMPTY
BRU-
61/A)

225
0.40
(PAR-
TIAL
LOAD
BRU-
61/A)

520 3 3

521 SUU-60 540

BRU-47/A 0.95
BRU-61/A (GBU-
39/B)

600
0.95
(BRU-
61/A)

Figure 5-9 (Sheet 26)

5-42 Change 2
 CSTO SR1F-15SA-1-2

EXTERNAL STORES LIMITATIONS (Continued)

NA - NOT APPLICABLE
NE - NOT ESTABLISHED
BAL - BASIC AIRCRAFT LIMITS
TP - TARGETING POD
NP - NAVIGATION POD
OPT - OPTIONAL

ACCELERATION-g
LINE NUMBER

CARRIAGE DELIVERY REMARKS

ANGLE
EMPLOYMENT JETTISON
SYM UN-
SYM

519 -2.0 -1.0 A0.5 A0.8 -5°

to to to o to Employment not authorized above 40,000 or below 10,000 feet
A6.0 A4.8 A2.0 A1.2 A5° MSL.
(BRU)
A0.5
to
A2.0
(GBU)
Jettison of the BRU-61/A from a CFT station may result in catastrophic
520 recontact with the aircraft. Jettison of a partially loaded BRU-61/A
significantly increases this risk. Recommend using Combat Jettison
(STORE option) to jettison all GBU-39/Bs stores from the BRU-61/A and
521 retention of the BRU-61/A.

Pylon jettison is the only authorized method for jettisoning a BRU-

61/A (full, partially loaded, or empty) from station 5. Do not cart
the BRU-47/A on station 5.

• The normal BRU-61/A release sequence is as follows: Outboard aft,

outboard forward, inboard aft, inboard forward. The release sequence
for station 5 is left aft, left forward, right aft, right forward. Any single
GBU-39/B can be stepped over in the normal release sequence on a
given BRU-61/A. Once a GBU-39/B has been stepped over, it may not
be selectively jettisoned or employed. Stepping over two or more
GBU-39/Bs within the same BRU-61/A is prohibited.
• Releases or downloads between BRU-61/As are allowable in any
combination with the following exception: If two BRU-61/As are in-
stalled on the same CFT, all GBU-39/Bs (except a single stepped over
GBU-39/B) must be released from the aft BRU-61/A before releasing
any GBU-39/Bs from the forward BRU-61/A.
• Partial store configurations (downloads) are authorized on the BRU-
61/A and are obtained by deleting GBU-39/Bs in the normal release
sequence. Empty BRU-61/A is also authorized.
• BRU-47/A pitch valve settings on LC/RC-1 and LC/RC-3 are: -1
forward and -3 aft.
• BRU-61/A ejector settings are: Left and right forward stations -35°
forward and 0° aft. Left and right aft station 0° forward and 0° aft.
• Minimum release interval is 400 ms.
• When landing with GBU-39 on stations LC1 or RC1, limit pitch attitude
to 12° to avoid damaging the weapons or aircraft.
• Limit pitch attitude to 10° or less, until past any raised barrier cables.

Figure 5-9 (Sheet 27)

Change 3 5-43
CSTO SR1F-15SA-1-2

EXTERNAL STORES LIMITATIONS (Continued)

CLUSTER BOMB
UNITS/
DISPENSERS

STATION LOADING
LINE NUMBER

MAXIMUM KCAS OR IMN

OR WHICHEVER IS LESS
STORE SUSPENSION L CFT R CFT
1 2 TP 5 NP 8 9
OUT INBD
INBD OUT
CAR- EMPLO- JETTI-
BD BD RIAGE YMENT SON

SUU-20B/A 601 OPT OPT 660 600 450

with SUU-60 1.4 0.95 0.90
BDU-33B/B BRU-47/A
or (Centerline)
BDU-33D/B SUU-59/A
BRU-47/A
(Sta 2 & 8)

SUU-20B/A 602
with
Mk 106
Practice
Bomb

CBU-97/B 603 BRU-47/A 6 3 3 6 660 600 600

(INBD) 5 2 2 5 1.4 0.95 0.95
BRU-46/A 4 1 1 4
(OUTBD)
(CFT)

604 SUU-60 3 3
BRU-47/A 2 2
(Centerline) 1 1
BRU-47/A
(INBD CFT)
SUU-59/A
BRU-47/A
(Sta 2 & 8)

Figure 5-9 (Sheet 28)

5-44 Change 2
 CSTO SR1F-15SA-1-2

EXTERNAL STORES LIMITATIONS (Continued)

NA - NOT APPLICABLE
NE - NOT ESTABLISHED
BAL - BASIC AIRCRAFT LIMITS
TP - TARGETING POD
NP - NAVIGATION POD
OPT - OPTIONAL

ACCELERATION-g
LINE NUMBER

CARRIAGE DELIVERY REMARKS

ANGLE
EMPLOYMENT JETTISON
SYM UN-
SYM

601 -2.0 -1.0 A0.7 A0.8 -45°

to to to to to Do not cart BRU-47/A on stations 2, 5, and 8. Jettisonable only
A7.3 A5.8 A5.0 A2.0 A45° with pylon attached.
• Mixed loads of BDU-33 and Mk 106 practice bombs are permitted.
• Any combination of SUU-20’s on stations 2, 5 and 8 is authorized.
• Minimum ripple interval is 240 ms.

602 -20°
to
A45°

603 -2.0 -1.0 A0.5 A0.5 -45°

to to to to to No stores/fuel tanks authorized on station 2 or 8 except A/A
A6.0 A4.8 A6.0 A6.0 A45° missiles and AIS pods.
Limit for employment/jettison from LCFT station 3 is 500 KCAS/
Mach 0.9.

604
• Minimum release interval of 80 ms in the ripple mode.
• Ejector pitch valve settings for CFT stations should be -1 forward and
-3 aft. Ejector pitch valve settings for station 5 should be -1 forward
and -1 aft.

Figure 5-9 (Sheet 29)

Change 2 5-45
CSTO SR1F-15SA-1-2

EXTERNAL STORES LIMITATIONS (Continued)

CLUSTER BOMB
UNITS/
DISPENSERS

STATION LOADING
MAXIMUM KCAS OR IMN
LINE NUMBER

OR WHICHEVER IS LESS
L CFT R CFT
STORE SUSPENSION
1 2 TP 5 NP 8 9 EM-
OUT INBD INBD OUT CAR- PLOY- JETTI-
BD BD RIAGE SON
MENT

CBU-105 605 SUU-60 6 3 OPT OPT 3 6 660 550 550

WCMD (BRU-47/A 5 2 2 5 1.4 0.95 0.95
(Centerline) 4 1 1 4
BRU-47/A
(INBD)
BRU-46/A
(OUTBD)
(CFT)

606 SUU-60 3 3
(BRU-47/A 2 2
(Centerline) 1 1
BRU-47/A
(INBD)
SUU-59/A
BRU-47/A
(Sta 2 & 8)

Figure 5-9 (Sheet 30)

5-46 Change 2
 CSTO SR1F-15SA-1-2

EXTERNAL STORES LIMITATIONS (Continued)

NA - NOT APPLICABLE
NE - NOT ESTABLISHED
BAL - BASIC AIRCRAFT LIMITS
TP - TARGETING POD
NP - NAVIGATION POD
OPT - OPTIONAL

ACCELERATION-g
LINE NUMBER

CARRIAGE DELIVERY REMARKS

ANGLE
EMPLOYMENT JETTISON
SYM UN-
SYM

605 -2.0 -1.0 A0.5 A0.5 -45°

to to to to to No stores/fuel tanks authorized on station 2 or 8 except A/A
A6.0 A4.8 A2.0 A6.0 A45° missiles and AIS pods.

• Minimum release interval is 225 ms in the ripple mode.

• Ejector pitch setting -2 forward & -1 aft.

606
Limit for employment/jettison from LCFT station 3 is 500 KCAS/
Mach 0.9.

Figure 5-9 (Sheet 31)

Change 2 5-47
CSTO SR1F-15SA-1-2

Figure 5-10 (Sheet 1 of 2)

5-48 Change 2
 CSTO SR1F-15SA-1-2

Figure 5-10 (Sheet 2 of 2)

Change 2 5-49/(5-50 blank)

 CSTO SR1F-15SA-1-2

SECTION VI

FLIGHT CHARACTERISTICS

TABLE OF CONTENTS. reduce pilot workload during accelerations and

decelerations. The auto-trim capability is effective both
CGeneral Handling Qualities............................................ 6-1 subsonic and supersonic, but loses some effectiveness
Configuration Impacts on Handling Qualities .................. 6-4 during transonic transitions.
Transonic Flight ................................................................ 6-6
Low-Altitude High-Speed Flight ...................................... 6-7 NOTE
Slow-Speed Flight............................................................. 6-7
Negative G Flight Characteristics ..................................... 6-7 During level flight at approximately 1g, Mach 0.9,
Terrain Following and Autopilot Flight and below 20,000 feet during an acceleration,
Characteristics ............................................................... 6-8 uncommanded pitch up motions have been
Stalls.................................................................................. 6-8 observed up to 1.5g for loadings with external fuel
Unintentional Rolls ........................................................ 6-8A tanks installed on wings. Pitch oscillations have
Out of Control Flight Characteristics................................ 6-9 been observed when capturing pitch attitudes in the
Spins................................................................................ 6-15 transonic flight regime.
Handling Qualities with Flight Control
System Malfunctions ................................................... 6-16 With the landing gear handle up, the auto-trim function
begins adding a nose down command above 13º AOA to act
GENERAL HANDLING QUALITIES. as a stall inhibitor. With the landing gear handle down, the
auto-trim function continues to hold flight path angle up to
Handling qualities vary with aircraft load, weight, CG, and 10.7º AOA. Above 10.7º AOA, the FCS again provides a
FCS failures. First, this section discusses the handling nose down command to aid in inhibiting stalls.
qualities of an aircraft with no CFTs, navigation and
targeting pods or external stores at nominal weight and CG Above 600 KCAS for heavily loaded aircraft, the stabilator
conditions. Then this section discusses the effect of is near hinge moment limits (actuator stall). As the aircraft
configuration and weight changes on those handling continues to accelerate, the nose will tend to pitch up even
qualities. with full forward stick applied. Because differential
stabilator is used for roll command in this regime, if a roll is
LONGITUDINAL CHARACTERISTICS. commanded, pitch ups may be more abrupt due to lack of
ability to coordinate roll and pitch with stabilator actuators
Individual actuators capable of accepting quad electrical stalled due to hinge moments. Airspeed should be reduced
inputs are used for each stabilator surface. The FCS to regain pitch authority.
generates control surface commands to provide the required
longitudinal flying qualities. The longitudinal command LATERAL - DIRECTIONAL CHARACTERISTICS.
includes longitudinal trim.
The FCS uses lateral stick as the primary roll control input.
The FCS uses angle-of-attack, load factor, and pitch rate With the landing gear down, full lateral stick commands
feedback to implement the desired longitudinal 150°/second roll rate below 20° AOA. With the landing gear
characteristics. Angle-of-attack scheduling is used primarily up, full lateral stick commands 212°/second roll rate for
at low speeds transitioning to using primarily load factor at Mach numbers less than 1.4 below 20° AOA. Above either
higher speeds. Compensation is automatically provided to Mach 1.4 or 20º AOA, the roll rate command is reduced as
reduce uncommanded pitch motions due to inertial coupling necessary to maintain roll coordination. At these flight
and gravity effects during rolls. An auto-trim function is conditions the maximum achievable roll rate is reached at
included to maintain flight path with speed changes and less than full lateral stick.

Change 4 6-1
CSTO SR1F-15SA-1-2

Below approximately 12° AOA, the rudder pedal primarily During high speed flight both stabilators are near full
commands sideslip (yaw) with only a small amount of roll trailing edge down to maintain the airplane at 1.0g. At these
rate generated. The amount of sideslip available decreases at flight conditions, the rudders and ailerons have limited
transonic and supersonic conditions. Above 12° AOA the authority due to airloads and differential stabilator is the
pedal begins to command more roll rate allowing use of primary surface for roll. Limited differential stabilator is
pedals to roll at high AOAs if desired. This increased pedal available and peak roll rates are slow.
to roll rate command ramps in from 12° to 20° AOA such
thatfull pedal commands the maximum achievable roll rate One-g rolling maneuvers can result in OWS tones (if
at and above 20° AOA. The ability to fly the airplane in a enabled) due to aerodynamic loads on the stabilator. Roll
slip is reduced as AOA is increased above 12º. inputs at these conditions result in noticeable pitch
ratcheting as the FCS attempts to provide a roll rate while
A noticeable reduction in the maximum roll rate is apparent still controlling pitch.
above 20-25º AOA. Above 23° AOA, rudder pedal and
lateral stick inputs command the same response. Intentional Roll rates may be very slow in low altitude and high speed
proverse yaw is generated to allow the airplane dihedral to flight conditions. Rolling inverted with less than 4,000 feet
help roll. After applying lateral stick or rudder pedal at high clearance altitude above 600 KCAS and below 10,000 feet
AOA, it is normal for the airplane to pause briefly before it altitude should be avoided as significant altitude loss can
starts to roll. It is also normal for the roll rate to oscillate occur, and recovery to upright flight will be slow. Roll rates
slightly as the amount of proverse yaw varies. Reducing can be increased by increasing the aircraft load factor to
AOA enables a faster roll response. 2.0g’s to 3.0g’s which will increase the available differential
stabilator.
To reduce the possibility of a coupled departure, the flight
control system significantly reduces roll rate following large Due to differences between F-15S and F-15SA roll rate
abrupt forward or aft stick inputs. If the aircraft is rapidly command to reduce sensitivity for less than full deflection
rolling prior to an abrupt forward or aft stick input, roll rate inputs, the F-15SA achieves lower roll rates with lateral
will decrease quickly as the aircraft responds to the pitch stick deflection until near full lateral stick when compared
command. As pitch rate stabilizes, the roll rate will again to the F-15S. Due to stick-to-leg interference, which is
rapidly increase if the roll command is still present. worsened by wearing an CSU-22/P anti-g garment, and by
the taller ACES II ejection seat handles, aircrew may not be
Due to engine gyroscopic effects, at all angles of attack the able to achieve full lateral stick under some conditions. This
airplane tends to yaw right slightly whenever there is an issue can be manifested at both 1g and elevated g but is
abrupt nose-up pitch rate on the airplane such as during a especially prevalent when using aft stick during rolls at low
jink. This gyroscopic induced yaw is more noticeable at altitudes and high speed.
high power settings and can be easily countered with rudder.
The airplane typically exhibits a noticeable right roll and
yaw bias at medium and high AOA. Either bias can easily
be stopped by using rudder pedal.
Avoid inverted flight below 500 feet above ground
NOTE level due to potential low roll rates and possible
Rolling maneuvers with full lateral stick may impact with the ground as a result of lower than
produce high lateral g in the transonic range. expected roll rates.
Sideslip may also be higher than is typical at other
flight conditions. Lateral acceleration may exceed Abrupt aft stick inputs combined with simultaneous lateral
1.0g which can potentially result in a structural stick rolling maneuvers below 20° AOA can lead to
over-g which is not reported by OWS. Large lateral departures with lateral asymmetries above 5,000 ft-lb. With
stick inputs must be avoided in the transonic range large lateral asymmetries, pilots must maneuver in one axis
when at mid to low altitudes. at a time, either roll to the desired bank angle and then pull,
or pull to the desired AOA and then roll. Refer to FLIGHT
WITH ASYMMETRIC LOADS.

6-2 Change 4
 CSTO SR1F-15SA-1-2

LOAD LIMITER. below the indicated OWS g-allowable. This allows the
aircraft response to overshoot the FCS command slightly
The FCS employs a load limiter function which allows the without exceeding the actual OWS limit. This also allows
pilot to maneuver aggressively without concern for simultaneous lateral stick inputs to provide a minimum of
exceeding the aircraft basic load factor or roll rate limits. 15° per second roll rates (10°per second under negative-g)
The FCS utilizes the PACS, fuel, and OWS g-allowable and still remain within OWS limits. When subsonic below
information to tailor the pitch response of the aircraft to approximately 14,000 feet MSL, this buffer increases to
enable the pilot to achieve near, OWS limits even with 0.7g to compensate for aircraft buffet. At slower airspeeds,
abrupt simultaneous full stick and rudder pedal inputs. when g-limit can no longer be achieved, the FCS is
designed to achieve large positive peak pitch rates.

Application of full forward stick at all speeds is not

designed for maximum negative pitch rates, but instead
commands a smooth onset to the maximum negative-g.
The load limiter function is incorporated to protect
the aircraft, not individual stores. If a carried store
has a g limit less than the OWS g-allowable, the
pilot must manually limit to the stores g limit. The
system does not protect for roll limits with external
stores. A negative g over-g may occur when unloading
from an abrupt aft stick maneuver initiated during
NOTE negative g flight if the pilot unloads within 3.5
seconds of the aft stick input. Avoid abrupt aft
Although uncommon, it is possible for a severity stick inputs during negative g flight above 300
code 1 over-g to occur even with a fully functional KCAS.
FCS. The most sensitive areas are during abrupt aft
stick inputs above 25,000 feet MSL in supersonic NOTE
flight and below 15,000 feet MSL in subsonic
flight above Mach 0.7 at low fuel weights. • To preserve a minimum level of g capability regard-
less of the OWS g-allowable, the g-limiter is always
g-Limiter. capable of commanding at least -1.2g and +2.5g, even
at high gross weight and transonic flights. This may
The g-limiter portion of the load limiter attempts to limit result in an over-g.
g-level to the OWS allowable g displayed in the HUD for
positive g and to the minimum allowable g for negative g. • The g-limiter does not limit load factor to prevent an
Since changes in flight condition, throttle setting, and CG over-g of the external stores, landing gear, and/or flaps
all affect the aircraft response to longitudinal inputs, the when either are extended.
FFCS sets the maximum g command to be at least 0.5g

Change 3 6-2A
CSTO SR1F-15SA-1-2

The FCS uses a constant schedule for stick position per g This results in an over-g, but is available for possible terrain
designed to command the same g-level for a given stick or aircraft collision avoidance maneuvering.
position. It commands approximately 1.5g/inch for the first
inch of travel, then 2.2g/inch for the remaining travel such Roll Limiter.
that full aft stick equates to a commanded load factor of
approximately 12g. Once the stick position is commanding The roll limiter portion of the load limiter attempts to limit
a g-level higher than the g-limiter allows, any additional aft the maximum roll rate of the aircraft to within g allowable
stick is simply ignored. For any given stick input, if the limits. The roll limiter only controls the maximum
OWS g-allowable subsequently increases or decreases due commanded roll rate. The aircraft may not be capable of
to a change in flight conditions, the g-level automatically achieving those limits depending on the flight condition.
increases or decreases without movement of the stick. With the landing gear handle up, the FCS uses PACS and
Similarly, for a stick position that commands a load factor fuel quantity information to limit the roll rate to either 212°
higher than the aircraft can achieve, as the pilot relaxes stick per second or 120° per second, depending on the type and
to reduce the g-level, the aircraft does not respond until the location of stores and fuel state. With the landing gear
stick reaches a position that commands less than the current handle down, the FCS limits the maximum roll rate to either
g-level. This is true for both positive and negative g-levels. 150° per second or 120° per second, depending on the
Below the instantaneous corner velocity, since the FCS no aircraft configuration.
longer has to limit pitch rates to control load factor, abrupt
full aft stick inputs command the fastest pitch rate The roll limiter works in conjunction with the g-limiter to
aerodynamically possible and result in a higher peak g-level provide the maximum allowable roll rate at any given
and energy bleed rate. g-level. The pitch command always has priority over the roll
command, but the roll limiter always provides at least
For emergency situations, aircrew may press and hold the 15°per second roll rate under positive g or 10°per second at
paddle switch while maintaining near full aft stick to negative g.
command a 33% increase in the maximum allowable
g-command.

6-2B Change 3
 CSTO SR1F-15SA-1-2

Roll rate allowed by the roll limiter is very sensitive to the NOTE
amount of forward stick. At full forward stick, the allowable
roll rate can be very low. Allowable roll rate quickly If the roll limit subsequently increases due to a
increases as the stick comes off the forward stop. change in flight conditions, the roll rate
automatically increases to the level commanded by
NOTE stick position.

With combined forward longitudinal and lateral If the aircraft is rolling at the maximum rate at 1g and aft
stick inputs during negative g maneuvers, moving stick is added, the maximum roll rate is maintained until the
the stick aft off the forward stop by just 1.2 to one g-limiter reaches approximately 80% of the symmetric
inch can cause an abrupt increase in roll rate. OWS g-allowable. At that point, the roll rate slows to
remain within asymmetric limits. A similar response results
With the landing gear handle up, the FCS uses a constant when the aircraft is already on the symmetric g-limit and
stick position per roll rate design and always commands the lateral stick is added. The roll limiter commands up to the
same roll rate for a given stick or rudder pedal position. The maximum allowable roll rate at that g-level. This can be as
roll rate command is not linear however, and is least low as 15° per second depending on the flight condition and
sensitive near neutral while most sensitive at large aircraft configuration. If a faster roll rate is desired, the
displacements. The first inch of travel commands g-level must be reduced. As the g-level is reduced, the roll
approximately 24° per second, two inches of travel rate increases such that at 80% of the maximum allowable
commands approximately 67° per second, three inches g, the roll rate command is always the maximum.
commands approximately 130° per second, and full lateral
stick commands 212° per second. If the stick position is For emergency situations, aircrew may press and hold the
commanding a higher roll rate than the roll limiter allows or paddle switch while maintaining near full aft stick. In
commanding above what the flight condition is capable of addition to increasing the allowable g-command by 33%, it
generating, any additional lateral stick is ignored. If the pilot also increases the allowable roll command to the maximum
relaxes lateral stick to reduce the roll rate, the aircraft does possible ignoring certain structural limits. This may exceed
not respond until the stick has moved to a position that is aircraft and store limits, but does not result in aircraft
commanding less than the current roll rate. At high AOA, structural failure and is available for possible terrain or
the FCS commands proverse sideslip to improve roll rates. aircraft collision avoidance maneuvering.

With the landing gear handle down, full lateral stick only
commands 150° per second.

Change 3 6-3
CSTO SR1F-15SA-1-2

CONFIGURATION IMPACTS ON FLIGHT AT HEAVY GROSS WEIGHTS.

HANDLING QUALITIES.
The handling qualities of the airplane are relatively
FLIGHT WITH CENTER OF GRAVITY AT LIMITS. consistent as gross weight varies from light to heavy gross
weights. The flight control system provides pitch, roll and
The handling qualities of the airplane are relatively yaw rates that are similar for all gross weights. This weight
consistent as CG varies during the normal fuel burn masking effect makes it possible to put the airplane in high
sequence. The distribution of fuel among the fuselage tanks, AOA, high sink rate conditions with little warning. This is
CFT compartments, and external tanks affect the aircraft CG of particular concern during traffic patterns and landing. For
position. For specific external stores configurations, fuel this reason, a wide pattern or straight-in approach is
distribution may result in CG excursions beyond the recommended when landing at high gross weight. Fly final
accepted limits. approach at on-speed AOA, but delay reducing power until
well into the flare to prevent an excessive sink rate. Expect
Any CFT fuel sequencing problem that results in more fuel the nose to drop at significantly higher airspeeds during
in the center and aft compartments than planned, moves the aerobraking.
CG aft. The amount of CG travel depends on the amount of
fuel. With A/G store loads and CFT fuel sequencing
problems, the aircraft can be near the aft limit until the CFTs
are emptied. Failure of the transfer pump in the aft
compartment temporarily traps fuel in that compartment and Due to flight control logic affecting higher gross
contributes to an aft CG condition. Since the fuel gauge weights, if the nose is allowed to drop 6°or more
shows only the total CFT fuel quantity, monitoring is below touchdown attitude after landing, it may not
impossible. be possible to raise the nose to a full 13° aerobrake.
Aerobrake attitudes may be limited to 7° or less. If
There are several modes of operation of the fuel system aerobraking is necessary to reduce speed prior to
from which an aft CG shift is likely to result. The first is the brake application, a go-around should be initiated
selection of wing/center externals without actually carrying (fuel permitting) which allows the flight control
external tanks. In this situation the fuel transfers from tank 1 logic to reset. The next landing should be made
until 3,300 pounds of fuel remains, at which point the CFTs with care to not allow the nose to drop significantly
begin to transfer. The second is the failure to select CFTs on touchdown and while establishing an aerobrake.
after transfer of external tank(s) is completed. This results in
the same condition as in the first case. The third is the Throughout the flight envelope, the peak pitch, roll and yaw
selection of CFT STOP TRANS with less than full CFTs, rates achieved for any given control inputs is similar across
which results in the remaining CFT fuel redistributing all gross weights. The allowable g decreases with increasing
incorrectly among the compartments due to gravity flow. gross weight and aft stick inputs engage the g-limiter at
lower g levels than at light gross weights. The roll and pitch
accelerations are slower for heavy weight conditions due to
increased inertias. This is noticeable during rolling
maneuvers as a heavier lateral stick feel at roll initiation and
An aft CG is likely when the following operations termination and during slow speed pitch maneuvers as a
occur: (1) Selection of wing/center externals heavier longitudinal stick feel at pitch initiation.
without carrying external tanks, (2) failure to select
CFTs after external tank transfer complete, and (3) Airplane flying qualities for events such as aerial refueling
selection of CFT STOP TRANS with fuel and formation flying remain unchanged, although higher
remaining in the CFTs. power settings are required for these maneuvers.

6-4 Change 3
 CSTO SR1F-15SA-1-2

FLIGHT WITH ASYMMETRIC LOADS. Yawing moment due to asymmetric drag has some effect but
is generally much smaller than the effects due to weight
During takeoff roll, an airplane with a heavy wing tends to asymmetry. The presence of a centerline tank, because of its
yaw toward the heavy side as the airplane accelerates. Some destabilizing effect on lateral-directional stability, further
opposite rudder is required to counter the inertia of the aggravates the departure tendencies at high AOA.
heavy wing. On rotation, the airplane tends to yaw and roll
into the heavy wing requiring some opposite lateral stick to Required control inputs with asymmetric loads change
counter. Avoid abrupt pitch changes as the airplane is significantly with AOA. At low AOA and high speeds,
rotated for takeoff. some lateral stick away from the heavy wing is required.
Rudder pedal away from the heavy side may also be
Critical AOA is defined as that AOA at which the lateral required. However, as AOA is increased to beyond its
directional stability and control power of the airplane can no critical AOA, the airplane tends to yaw and roll away from
longer counter aircraft yawing/rolling motion caused by the the heavy wing. The resulting sideslip angle requires lateral
asymmetric load. At 10,000 ft-lbs of asymmetry, the critical stick towards the heavy wing to stop the roll. Rudder pedal
AOA is roughly 20º AOA but is not a fixed value for any towards the heavy wing may also be needed to stop the yaw
given configuration. The following factors decrease the rate. This tendency for the airplane to yaw away from the
critical AOA: increasing asymmetric loads, increasing load heavy wing can eventually overpower the control surfaces at
factor, higher altitudes, higher subsonic Mach, and/or high AOA. The end result is the airplane departs in yaw and
carriage of TGP/NVP, A/G, or centerline stores. With these roll away from the heavy side and eventually spin if AOA is
factors, the critical AOA can potentially be less than 20º not reduced. Motions in yaw are difficult to detect and may
AOA. Crews must use caution when operating with large be more readily identified by an uncommanded rolling
lateral asymmetries, as departure can occur with little motion.
warning. Lateral asymmetries as great as one full external
wing tank is cautiously flown to 20º AOA. Large and/or Rapid AOA onset can cause AOA overshoots and cockpit
abrupt roll inputs with lateral stick or pedal above 15° AOA AOA indications can lag actual airplane AOA. If the critical
should be avoided due to the potential for abrupt AOA for any given asymmetric loading is exceeded, the
uncontrollable pitch-up to beyond 20° AOA and possibility airplane yaws and rolls in the direction opposite the heavy
of departure. wing. At higher AOA, this motion can be quite rapid. In
addition to increased departure susceptibility, lateral
At high airspeeds, air loads can overpower the rudder asymmetry also degrades recovery characteristics. As the
actuators and limit the amount of rudder deflection asymmetry increases, the recovery is delayed. Control can
available. At elevated AOA or with sideslip on the aircraft be regained by reducing AOA and increasing speed.
at supersonic speeds, these air loads can force a rudder to
deflect opposite its commanded direction. This is expected Lateral asymmetries have a pronounced effect on roll
and the aircraft has sufficient stability to withstand it during performance during negative g flight. Loss of roll control
normal operations. With greater than 10,000ft-lbs of lateral authority during negative g flight is possible with large
asymmetry however, the rudders may be unable to limit lateral asymmetries (greater than 10,000 ft-lbs). This can
sideslip during maneuvers above 5g and/or 15° AOA while occur during negative g flight with as little as -0.8g.
above Mach 1, resulting in the potential for catastrophic
departures.

Change 3 6-5
CSTO SR1F-15SA-1-2

The following characteristics must be considered during them outboard when at 1g and below. This characteristic is
flight with asymmetric carriage of an external wing tank and most noticeable when configured with stores on stations 2/8
wing mounted A/G stores: and stations 1/9 and is most pronounced at low altitudes.
Sideslip buildup and roll off may occur. Lateral stick input
a. The lateral asymmetry limit of the airplane can be to counter the roll off can aggravate the sideslip buildup and
easily exceeded when employing/jettisoning the roll off resulting in poor lateral-directional control. Pedal
wing mounted A/G store. inputs are more effective and should be used to counter
sideslip buildup or roll off.
b. It is recommended that the external wing tank not
be refueled after employing/jettisoning the wing During transonic flight, a phenomenon known as aileron
mounted A/G store. buzz can be encountered. Either a single aileron or both
ailerons can oscillate up and down very rapidly. This buzz
c. Large or abrupt rudder deflections must be can result in a moderate frequency (20-30 Hz) wing
avoided; rudder deflections greater than half rudder vibration affecting the outer wing panel that can be both
can cause a yawing, rolling departure from seen and felt. A moderate frequency, side-to-side movement
controlled flight. can also be felt through the seat and is noticeable in the
HUD velocity vector. This buzz is caused by the free play in
d. Maneuvers exceeding 2.0g above 15º AOA must the aileron actuator and hinge mechanism (clearance at
be avoided as this can cause a yawing, rolling hinge pins, bushings, bolts, and actuator components)
departure from controlled flight. interacting with the shock waves that are beginning to form
at the ailerons at transonic speeds. Aileron buzz onset is
e. During negative g maneuvers at supersonic speeds typically at or slightly below Mach 0.9, although it is
with asymmetric loads, the airplane may exhibit a generally most observable between approximately Mach
slow roll away from the heavy wing which cannot 0.93 to Mach 0.94. It typically ceases above Mach 0.95.
be countered effectively with lateral stick inputs. In
this situation, neutralizing the controls recovers the Even with allowable free play in the system, 1 to 2 inches of
airplane. moderate frequency, outer wing panel movement can be
observed with the aileron rapidly deflecting approximately
Landing may be made with asymmetric loading if turns are ½ inch. These conditions are considered acceptable,
shallow and a flat approach is flown. Fly final approach at although the aircraft must not be stabilized in conditions
on-speed AOA, but delay reducing power until well into the where buzz occurs as excessive aileron buzz can reduce the
flare. During the flare, use smooth stick inputs and avoid an component and structural fatigue life. Increasing or
abrupt flare. Be prepared to counter yaw and roll into the decreasing airspeed alters the aileron pressure distribution
heavy wing during the flare. With a large asymmetric load, and eliminates the buzz. If aileron buzz exceeding
avoid crosswinds from the light wing side in excess of 15 approximately ½ inch is observed, either slow or accelerate
knots. When in doubt, perform a controllability check the aircraft until the aileron oscillations stop. There have
before landing. During braking on the landing rollout, the been occurrences where excessive aileron system free play
airplane tends to yaw away from the heavy wing. caused aileron trailing edge oscillations as large as 1 inch,
with corresponding wingtip deflections of 3 to 4 inches. If
TRANSONIC FLIGHT. the aileron movement appears excessive, document the
aileron buzz condition in the aircraft forms post-flight and
Between Mach 0.95 and Mach 1.1, at altitudes below have maintenance assess aileron free play.
10,000 feet air loads may overpower the rudders and drive

6-6 Change 4
 CSTO SR1F-15SA-1-2

Air data fluctuations can occur in the transonic region as and/or a pegged vertical velocity indicator may be the only
shocks form around the pitot and AOA probes. This sign(s) of a low energy 1g stalled condition.
fluctuating air data may lead to inlet oscillations or chatter
in the transonic region, and is considered normal operation.
Inlet ramp chatter is typically less than ±1 inch about the
scheduled position at the ramp tip, but may include
momentary oscillation excursions of up to ±3 inches. Inlet
As AOA increases between 25 and 35°, the
ramp chatter is most noticeable when dwelling between 0.94
indicated baro altitude starts to become erroneous
and 0.99 Mach, and typically ceases below Mach 0.92 and
and can read as much as 1,500 feet higher than the
above Mach 1.04. Air data fluctuations and transonic shock
actual aircraft altitude.
wave formation and movement on the airframe and stores
can also affect aircraft feel and flying qualities in the
transonic region. Configurations with external stores and/or NEGATIVE G FLIGHT CHARACTERISTICS.
wing tank loadings may experience buffet and minor
pitching motions which feel like flying through light to The FCS limits the negative g available during forward stick
moderate turbulence. inputs at higher airspeeds. The negative g limit varies with
aircraft configuration. Non-CFT loadings are limited to -3g
LOW-ALTITUDE HIGH-SPEED FLIGHT. for symmetric maneuvering while CFT loadings are
generally limited to -2g for symmetric maneuvering. The
FCS always allows at least -1.2g as a minimum capability
NOTE for avoidance maneuvers.
The harsh environment of continuous and repeated
low altitude high-speed flight (above Mach 0.90 As airspeed slows to below approximately 175 KCAS for
below 5,000 feet) with external stores can CFT configurations or 225 KCAS for non-CFT
adversely affect the fatigue life of the lower configurations, the FCS transitions from controlling
fuselage skin. High speed operation must be maximum negative g to controlling maximum negative
minimized when not essential for mission AOA. At the lower airspeeds, the maximum negative AOA
accomplishment. is approximately -17° to -20° with full forward stick inputs
and no roll/yaw control inputs. Unloading with forward
The aircraft is susceptible to wind gusts during low altitude stick may not result in reaching the maximum negative
high-speed flight due to low wing loading/high wing lift AOA if roll rate and sideslip are present during the unload.
characteristics. In areas of very heavy turbulence, such as
found in mountainous desert terrain, flight above about Full forward stick during lateral stick or pedal rolls may
Mach 0.8 can induce abrupt vertical motions. Minor lead to large sideslip angles due to inertial coupling. Moving
lateral/directional motion occurs. None of these the stick as little as ½ inch off the forward stop reduces the
disturbances significantly alter the flight path. Flight with resultant coupling and large sideslip. Maneuver in one axis
external stores increases the wing loading and reduces the at a time when using more than 2 inches of forward stick.
effects of gusts. Roll inputs of 1/3 lateral stick or pedal or less during full
forward stick pushes do not result in significant sideslip.
SLOW SPEED FLIGHT. Aircraft response to roll and yaw control inputs at negative
AOA and load factor can be disorienting. Large lateral stick
The aircraft exhibits no unusual slow speed flight inputs generally result in very rapid roll rates in the
characteristics. With symmetrical loads, the handling direction of the input. These rolls can be disorienting and
qualities remain acceptable until there is insufficient airflow uncomfortable, feeling like the aircrew are being lifted out
over the wings and control surfaces to provide adequate lift of the seat and thrown about the cockpit.
or control. In many cases, at very slow speed, full aft stick

Change 4 6-7
CSTO SR1F-15SA-1-2

Rudder response under negative g conditions generally Pitch commands in TF weather mode are more abrupt over
results in a much slower and less predictable roll. While rough terrain because the TF radar commands pitch inputs
positive g rudder pedal inputs produce a roll in the same based on terrain within 15,000 feet of the aircraft instead of
direction as the input, as the positive g is reduced, rudder the normal 36,000 feet clearance. Workload in manual TF
pedal inputs produce more sideslip and have less effect on while flying in the weather, especially in turbulence or over
generating roll rate. As the AOA becomes negative, rudder rough terrain, can be so high as to make it impossible for the
pedal inputs result in large sideslip angles and high cockpit pilot to perform any other tasks besides following the pitch
lateral g forces. Even though large sideslip angles can be command box. In all situations, ATF provides a lower
generated with large rudder pedal inputs, directional control workload than manual TF.
and departure resistance remain adequate. As lateral
asymmetry increases, sideslip can become very large, STALLS.
reducing departure resistance. Below approximately -7°
AOA, rudder pedal inputs result in a roll opposite the 1 G STALLS.
direction of the pedal input.
Light buffet begins at approximately 5° AOA, increases in
The combined effect of lateral stick and rudder pedal inputs intensity to 13°AOA, then remains fairly constant. External
at negative g can be even more dynamic. At negative AOA, stores decrease buffet onset AOA and increase the buffet
ailerons easily overcome any opposite direction rolling level. As AOA increases above 20° in 1g flight, lateral stick
movement being commanded by rudder pedal. If cross and rudder pedal gradually become less effective in
controls are applied, a rapid and potentially disorienting roll generating roll. Mild wing rock may be observed beginning
in the direction of lateral stick input results. Neutralizing or at approximately 25° AOA and is generally well controlled
releasing the controls stops the roll and return the aircraft to by the FCS. Slow yaw rates may develop which can be
positive AOA. stopped with application of opposite rudder pedal. At full aft
stick, AOA stabilizes at approximately 40° with an airspeed
TERRAIN FOLLOWING AND AUTOPILOT of 100 knots or less. The RSD vertical velocity is typically
FLIGHT CHARACTERISTICS. pegged at -6,000 fpm during the descent. At full aft stick
neither lateral stick nor rudder pedal are very effective at
When carrying targeting and navigation pods in turbulence, generating roll. AOA reduction is rapid as the stick is
the aircraft exhibits side-to-side oscillation. If the ride moved forward. If the aircraft is rolling or yawing when the
quality is objectionable, the oscillation can be reduced by stick is moved forward, the roll and yaw rates initially
slowing down. increase slightly due to inertial coupling. Any undesired roll
and yaw motions can be stopped with opposite lateral stick
or rudder pedal.

6-8 Change 4
 CSTO SR1F-15SA-1-2

VERTICAL STALL. intense buffet around 10°AOA. With external stores, buffet
onset is earlier and buffet level is greater. Airspeed bleed off
A vertical stall, also known as a tailslide, is a maneuver in tends to be more rapid.
which the aircraft is intentionally or unintentionally run out
of airspeed while in an extremely nose high pitch attitude. NEGATIVE AOA STALLS.
As the aircraft runs out of airspeed, it may slide backwards
for a short period followed by either pitching forward, The aircraft does not physically stall at negative AOA. As
backward, or sideways during the recovery. Neutral controls airspeed slows with forward stick, the FCS transitions from
recover the aircraft from a vertical stall. Aft stick may be controlling maximum negative g to controlling maximum
applied to minimize any unload tendencies if desired. The negative AOA. Maximum negative AOA is approximately
ailerons and rudders are ineffective due to the low airspeeds -17 to -20°. Handling qualities remain good at negative
involved. AOA with lateral stick providing very quick roll rates.
Rudder pedal inputs near the maximum negative AOA
If the aircraft pitches forward, the aircraft tends to smoothly result in a very slow roll opposite the direction of input with
pitch to a near straight down attitude with minimal noticeable sideslip.
overshoots through the vertical. If the aircraft falls over on
its back or sideways, recovery to flying airspeed is slightly LANDING CONFIGURATION STALLS.
slower and several post stall gyrations (snap rolls) may be
felt which may generate noticeable side forces on the pilot. With gear and flaps down, stall characteristics are much the
This is normal and lateral stick and rudder pedal must be same as a 1g stall; however, buffet begins at about 13°
maintained at neutral until the airspeed increases sufficiently AOA. External stores decrease buffet onset AOA and
for them to become effective. At approximately 100 KCAS, increase buffet level. The roll and yaw motions, buffet, and
lateral stick and rudder pedal may be used to damp out yaw indicated airspeed are similar to the 1g stall.
rates and lateral oscillations. If the aircraft falls sideways
during the recovery, the departure warning tone may sound UNINTENTIONAL ROLLS.
momentarily due to yaw rate. Due to the very low energy
state of the aircraft, the chances for a departure and spin are BITBURG ROLLS.
considered extremely remote. Once sufficient airspeed is
attained (approximately 150 KCAS), accomplish a nose low At approximately 20° to 25° AOA the aircraft may exhibit
recovery. an uncommanded right yaw and right wing down roll
tendency. This generally only occurs above approximately
ACCELERATED STALLS. Mach 0.5. The FCS automatically commands opposite
rudder to counter the motion and any residual roll rate is
As AOA is increased, several characteristics occur. Buffet generally low. For transitions through the AOA band, the
commences at approximately 8° AOA and increases in uncommanded roll may not be noticeable. The Bitburg roll
intensity to heavy buffet by approximately 20° AOA then is benign and this motion does not lead to a departure.
remains fairly constant. Near Mach 0.9 there is a very sharp,

Change 4 6-8A/(6-8B blank)

 CSTO SR1F-15SA-1-2

OUT OF CONTROL FLIGHT identified by uncommanded roll. The departure warning

CHARACTERISTICS. tone alerts the pilot of a high yaw rate condition that could
lead to spin entry (figure 6-1).
The aircraft is considered out of control when it does not
respond as desired to flight control inputs. At high AOA, it WARNING
is normal to experience a slight hesitation (1-3 seconds)
before the aircraft responds to roll inputs. However, a slow
sustained roll or yaw away from a given input is considered
out of control. An out of control condition may lead to a
departure. A departure is characterized by a large, The departure warning tone must not be used as an
uncommanded flight path change such as an abrupt nose indication of maximum performance. Continued
slice, an abrupt roll away from lateral stick, or excessive maneuvering with the departure warning tone may
yaw rate. lead to a departure and spin.

The aircraft is more departure susceptible with lateral If the departure warning tone comes on, the most efficient
asymmetries. The aircraft is also more susceptible at lower method to arrest the yaw rate is with opposite rudder. In all
angles of attack with abrupt aft stick inputs made cases, immediately neutralize the lateral stick and rudder
simultaneously with high roll rates. Neutralizing the lateral pedals, and then smoothly neutralize the longitudinal stick.
stick at the first indication of departure and using the rudder Smoothly adding full rudder pedal opposite the roll will
pedal to smoothly counter any undesired roll or yaw more rapidly cancel the roll/yaw rate. If the throttles are at
normally recovers the aircraft to controlled flight. The MIL or below, leave them alone. If a departure occurs when
Direct Electric Link (DEL) mode provides an extremely the throttles are in afterburner, retard them to MIL. Use
powerful spin recovery capability in the unlikely event that rudder to counter undesired roll or yaw unless the direction
the departure progresses to a spin. cannot be determined. Ensure the speed brake is retracted.
These actions recover the aircraft from most departures. In
some cases, such as very large lateral asymmetries (8,000
ft-lbs or greater), the AOA may have to be reduced with
longitudinal stick in order to stop an uncommanded yaw and
To ensure full DEL spin recovery capability, the roll. The departure warning tone may stay on until the yaw
longitudinal stick must not be forward of neutral or rate is reduced below 10º/second.
more than 3 inches aft of neutral, and the lateral
stick must be in the direction of the spin arrow. Engine stall and stagnation requiring shutdown and restart is
possible in an out of control maneuver. To minimize
Although departures occur in the yaw axis, motion in that chances of a stagnation, retard the throttles out of
axis is difficult to detect. The departure may be more readily afterburner in event of a departure.

Change 2 6-9
CSTO SR1F-15SA-1-2

DEPARTURE TONE OPERATION

Figure 6-1

CAUSES OF DEPARTURE. flight. At high AOA the aircraft naturally starts to yaw away
from the heavy wing. At that point lateral stick or rudder
There are several potential causes of loss of directional pedals need to be deflected towards the heavy wing to
control in the aircraft. These include: lateral asymmetry, maintain wings level, coordinated flight. The greater the
inappropriate low AOA control inputs and asymmetric asymmetry, the lower the AOA at which the pilot has to
thrust. In addition, imperfections in the forward 12 inches of start applying rudder in the same direction as the heavy
the radome such as bent/misaligned nose caps or wing. Increasing lateral asymmetry and increasing AOA
cuts/blisters in the radome can cause strong yawing eventually result in the rudders no longer being able to
tendencies (i.e. nose slices) at very high AOAs. counter the yawing moment and the aircraft yaws away
from the heavy wing.
Lateral Asymmetry.
Departures with asymmetric loads take longer to recover
Departure susceptibility is most affected by the lateral CG due to the higher yaw rates involved. With asymmetries
position (caused by fuel imbalances or asymmetric stores greater than 10,000 ft-lbs, recovery may be significantly
carriage). Below 20° AOA, the aircraft with lateral delayed with several peaks in AOA and yaw rate. The most
asymmetry becomes more susceptible to departure when significant effect on recovery capability is the amount of
inappropriate control inputs are applied. Refer to Low AOA time between departure and neutralized controls. If not
Control Inputs. promptly recovered from a departure, an aircraft with large
lateral asymmetries can quickly enter a spin.
At low AOA the lateral stick and rudders are deflected away
from the heavy wing to maintain wings level, coordinated

6-10 Change 2
 CSTO SR1F-15SA-1-2

The aircraft can generate high yaw rates with large lateral Lateral Asymmetry Calculations.
stick and/or pedal inputs above 35° AOA while at high
subsonic Mach (above Mach 0.8) and higher altitudes Lateral weight asymmetry is determined by adding the
(above 25,000 feet), especially with asymmetries of 5,000 moments about the aircraft centerline caused by the gun,
ft-lbs or more. The aircraft may not be out of control, but external stores, and differential fuel. Refer to figure 6-3 for
the yaw rate may be high enough to disengage VCAS, and a summary of lateral asymmetries due to fuel imbalances.
can potentially result in activation of the SRD. Full stick Use the following equation to calculate moments caused by
loaded rolls in the transonic range from Mach 1.08 to Mach external stores or differential fuel:
1.2 at high altitudes may also trigger the departure warning
tone. The flight control system is able to control yaw rate in Moment (ft-lbs) = Distance from centerline (feet) x Store
this case but maneuvering should be reduced to eliminate weight or differential fuel (pounds).
the warning tone.
Assign a negative value to moments caused by left side
stores or left side heavy fuel imbalance, and a positive value
to moments caused by right side stores or right side heavy
fuel imbalance. Figure 6-2 provides lateral distance
(moment arm) to weapon and fuel stations. CSTO
The departure warning tone may not provide
SR1F-15SA-1-1 provides specific store and missile weights.
adequate warning time to prevent VCAS
The lateral weight asymmetry for any loading can be
disengagement during rolling maneuvers above 35°
computed from these charts.
AOA while at high subsonic Mach and higher
altitudes, especially with asymmetric loadings.
After neutralizing controls, smoothly countering
roll/yaw with full opposite pedal has proven
effective in reducing yaw rates at these conditions.

Change 2 6-11
CSTO SR1F-15SA-1-2

For calculating asymmetries while airborne, the following The aircraft is capable of generating very high pitch and roll
rule of thumb distances may be used: rates at low AOA. Through inertial and kinematic coupling,
these high rates can generate subsequent high yaw rates in
CFT tank 6 feet addition to large AOA and sideslip angle excursions. Abrupt
longitudinal stick inputs must be avoided while the aircraft
Stations 3, 4, 6, 7 6 feet is already rolling rapidly. These excursions are aggravated
by configurations with lateral asymmetry and reduced
Station 2B, 8A 8 feet lateral directional stability, especially with centerline tank
and TGP/NVP. Rapid combined longitudinal and lateral
Internal wing tank 8 feet control inputs can significantly increase the chance of
departure at low AOA. Increasing airspeed can aggravate
Stations 2, 8 10 feet the situation because higher rates can be generated and the
resulting load factor excursions are larger.
Stations 2A, 8B 11 feet
ASYMMETRIC THRUST.
Stations 1B, 9A 12 feet
Asymmetric thrust departures are characterized by rapid
Stations 1, 9 13 feet uncommanded sideslip. At high dynamic pressures, this
sideslip can result in exceeding aircraft structural design
Stations 1A, 9B 14 feet limits, aircraft structural damage, and loss of the aircraft.

The basic aircraft is 1,850 ft-lbs right side heavy, primarily A large asymmetric thrust caused by loss of afterburner on
due to the 20 mm gun and its support equipment. Total one engine only, due to a transfer to the secondary engine
lateral asymmetry is the sum of moments caused by the gun, control mode or some other A/B inhibit condition can result
individual stores and/or differential fuel. For example, in a departure because of excessive sideslip buildup. If the
consider the case when there are two AIM-120s on stations ATDPS fails to operate correctly when entering the ATDPS
2A and 2B, no other missiles, a gun installed, and right enable region, asymmetric thrust may result in permanent
internal wing tank fuel is 200 pounds greater than that in the structural damage or aircraft loss (see section III).
left internal wing tank. The lateral asymmetry is
approximately 3,010 ft-lbs left side heavy based on the
following calculations:

AIM-120 moment = - 6,460 ft-lbs

With an ATDPS failure, asymmetric thrust can
result in structural damage or aircraft loss.
Gun moment = 1,850 ft-lbs
The ATDPS does not protect against pilot commanded
Fuel moment = 8 x 200 = 1,600 ft-lbs
throttle movements that can result in thrust asymmetries.
Therefore, do not perform asymmetric throttle movements
Total moment = - 3,010 ft-lbs
in afterburner when operating above 425 KCAS while
greater than Mach 1.0. When selecting afterburner at these
LOW AOA CONTROL INPUTS.
flight conditions, make sure both nozzles open before
proceeding to higher throttle settings.

6-12
 CSTO SR1F-15SA-1-2

LATERAL ASYMMETRY CONTRIBUTIONS

Lateral
Weight Moment
Weapon/Store Store Station Asymmetry
(Pounds) Arm (Feet)
(Foot-Pounds)

Gun plus associated hard-

507 (790) 3.6 (2.3) 1,825 (1,817)
ware (with ammunition)
Wing pylon (SUU-59/A) 2 or 8 371 9.6 3,562

Wing pylon (SUU-90/A) 1 or 9 107 13.4 1,434

Adapter (MX-12427/A) 1 or 9 37 13.4 496

Outboard launchers 1A or 9B 87 (124) 13.9 1,209 (1,724)

LAU-128 (with adapter) 2A or 8B 87 (111) 10.4 905 (1,154)

Inboard launchers 1B or 9A 87 (124) 12.9 1,122 (1,600)

LAU-128 (with adapter) 2B or 8A 87 (111) 8.8 766 (977)

HARM launchers
1 or 9 101 13.4 1,353
LAU-118

AIM-120C-5 1A or 9B 14.4 5,069

1B or 9A 12.4 4,365
2A or 8B 10.9 3,837
2B or 8A 8.3 2,922
352
3 or 7 4.9 1,725
4 or 6 4.6 1,619
3C or 7C 5.9 2,077
4C or 6C 5.8 2,042

AIM-9L/M 2B or 8A 8.3 1,619

195
2A or 8B 10.9 2,126

AIM-9X 1A or 9B 14.4 2,736

1B or 9A 12.4 2,356
190
2B or 8A 8.3 1,577
2A or 8B 10.9 2,071

AGM-88 HARM 1 or 9 800 13.4 10,720

ACMI pod 2B or 8A 8.3 1,071

129
2A or 8B 10.9 1,406

Navigation pod 520 3.9 2,028

Targeting pod 613 3.9 2,391

IRST/TPOD adapter 185 3.9 722

Figure 6-2 (Sheet 1 of 2)

6-13
CSTO SR1F-15SA-1-2

LATERAL ASYMMETRY CONTRIBUTIONS (Continued)

Lateral
Weight Moment
Weapon/Store Store Station Asymmetry
(Pounds) Arm (Feet)
(Foot-Pounds)

Internal wing fuel - - 7.5 7.5 x fuel imbalance

External wing fuel - - 9.6 9.6 x fuel imbalance

CFT fuel - - 5.6 5.6 x fuel imbalance

CFT station
inboard - - Ñ
1 5.85 5.85 x store weight
outboard Ñ
1 6.8 6.8 x store weight

NOTE: Basic aircraft asymmetry is 50 foot-pounds right side heavy without the gun.
Ñ 1 Approximate values which are variable by store weight.

Figure 6-2 (Sheet 2)

FUEL IMBALANCE LATERAL ASYMMETRIES

Fuel Imbalance (Pounds) Fuel Imbalance (Pounds)
Generating 8,000 ft-lbs Generating 5,000 ft-lbs
External Load Asymmetry (1) Asymmetry (2)
Symmetry Status
INTERNAL INTERNAL
CFT CFT
WING WING
AIM-9 on station 2A
1,300 1,000 800 600
(3)

Symmetrical Load 1,000 Rt heavy 750 Rt heavy 500 Rt heavy 350 Rt heavy
1,650 Lt heavy 1,200 Lt heavy 1,100 Lt heavy 850 Lt heavy

Note: Figures assume imbalance exists in specified fuel tank only.

(1) Maximum asymmetry allowed for flight above 20° AOA without external tanks.
(2) Maximum asymmetry allowed for flight above 20° AOA with empty external tanks.
(3) AIM-9 on 2A offsets gun moment.

Figure 6-3

6-14 Change 2
 CSTO SR1F-15SA-1-2

REDUCED DIRECTIONAL STABILITY. If, during high AOA maneuvering, the airspeed indication
rapidly drops to 30 KCAS (the minimum value displayed),
The combination of CFTs, TGP/NVP, and centerline tank the aircraft has momentarily entered this AOA region. The
results in reduced lateral-directional stability and increased pitot tubes stall above 45°; the HUD indicates 30 KCAS and
departure susceptibility with a lateral asymmetry. Care must the AOA gauge shows the maximum of 47.5°.
be taken to avoid abrupt lateral stick inputs and to neutralize
controls if roll reversal occurs. The characteristics of a radome imperfection are a rapid
nose slice, generally of sufficient magnitude to trigger the
departure tone and possibly the spin recovery display. If a
nose slice is experienced while at very high AOA (gauge
pegged at 47.5°, HUD airspeed drops to 30 KCAS), and
other causal factors are eliminated (lateral asymmetry,
High yaw rates can result during rolling maneuvers improper control inputs, etc.), the radome may be suspect.
above 35° AOA with the combination of CFTs,
TGP/NVP, and centerline tank while at high
subsonic Mach, especially with asymmetric SPINS.
loadings.
The altitude required for spin recovery is dependent on
External stores (except missiles) and external wing tanks many factors. These include the spin mode, delayed or
reduce aircraft resistance to departure. Store inertia reduces incorrect application of anti-spin controls, aircraft
roll response so that more time is required to attain or stop a configuration, lateral asymmetry and any existing flight
given roll rate, particularly at high AOA. These stores have control system malfunctions. Spin recovery can take
a 20° AOA limit. If a departure occurs, store loadings with significantly longer than described below.
bombs or external tanks require significantly more altitude
to attain flying speed during recovery from post stall HIGH RATE ERECT SPIN.
gyrations than is required with only A/A missiles installed
or without CFTs installed. Jettison of stores is not The neutral control erect spin mode exhibits an average
recommended due to the possibility of store-to-aircraft AOA that is in excess of the cockpit gauge range (60°-80°)
collisions. The likelihood of departure is decreased by with yaw rates of 70°-90°/second. Maintaining pro-spin
neutralizing controls if the aircraft rolls away from a lateral controls can accelerate the yaw rate to 110°-140°/second,
input. depending on aircraft loading and lateral asymmetry.

If the speed brake fails to auto-retract, an extended speed High speed entries quickly reach yaw rates of
brake above 22° AOA significantly decreases lateral 70°-90°/second. Low speed spin entries are characterized by
stability and can result in a departure and subsequent spin; a slow buildup in yaw rate to near 40°-60°/second, followed
and if left extended during recovery, can result in additional by a rapid increase in yaw rate to 70°-90°/second.
departures when excessive AOA is attained.
At yaw rates above 90°/second, the pilot experiences high (3
Radome Imperfections. to 4g) eyeballs out longitudinal forces, and may find it
difficult to initiate correct recovery controls. The rear
Due to its slender forebody, the F-15 can exhibit strong cockpit is subjected to less eyeballs out G forces since it is
yawing moments at extreme AOA, generally above 55-60° closer to the spin axis. The WSO may need to assist the
AOA. However, even slight imperfections in the forward pilot in applying recovery controls. High yaw rate
portion of the nose cap/radome can cause severe yawing (90°/second and higher) spins are uncomfortable and can be
movements at high angles of attack. The surfaces within disorienting.
approximately 12 inches of the radome nose tip are the most
critical. The magnitude of this yawing moment at high AOA Erect spins may be smooth or oscillatory, even at relatively
can be twice the moment generated by full rudder deflection high yaw rates of 100°-120°/second. These high rate
at low AOA. oscillatory spins are characterized by oscillations in yaw
rates of ±10°/second and pitch rate

Change 2 6-15
CSTO SR1F-15SA-1-2

oscillations of ±30°/second. Roll rate oscillations can build Indications of spin recovery are the removal of the
to ±40°/second with resulting bank angle oscillations of lateral-stick spin recovery arrow and appearance of
±20°. RECOVER on the SRD. A secondary indication is the
elimination of the departure warning tone. Normal VCAS
Normal VCAS flight control scheduling automatically stops control is restored automatically when either the yaw rate
(to prevent inadvertent pro-spin inputs) if the aircraft yaw drops below 10°/second for 3 seconds or if the yaw rate
rate exceeds 52º/second or if a spin detection threshold is goes below 20°/second and the airspeed exceeds 175 knots.
reached. The aircraft is considered to be in a spin anytime The paddle switch may be used to manually force a
the airspeed is below 175 KCAS with a roll rate of less than transition from the spin control mode back to normal VCAS
70º/second and the yaw rate either exceeds 57º/second if the yaw rate is below 20°/second (RECOVER appears on
instantaneously or exceeds 42º/second and remains above SRD). If possible, perform the dive recovery below 20°
30º/second for 5 consecutive seconds. When a spin is AOA to avoid any potential high AOA controllability
detected the Spin Recovery Display (SRD) is displayed on problems that may have caused the initial spin to occur.
all heads down displays and the flight control system
transitions into spin mode control scheduling. In this mode, The post-spin recovery phase may be oscillatory as the
full aileron deflection is available at all longitudinal stick aircraft builds airspeed at a nose low attitude. This situation
positions and 32º of differential stabilator deflection is is aggravated with lateral asymmetries and/or configurations
available around neutral longitudinal stick. If the with reduced lateral directional stability. It is important to
longitudinal stick is held forward of neutral or more than remove the spin recovery controls quickly after the yaw rate
approximately 3 inches aft of neutral, the amount of has dropped and RECOVER displayed.
differential tail deflection is reduced. This can delay or even
possibly prevent spin recovery. LOW RATE ERECT SPIN.

Although neutralizing controls and applying full opposite Although difficult to sustain during flight testing, a low rate
rudder pedal at the departure warning tone minimizes the spin mode is possible. The average AOA is 50° to 55°, with
likelihood of entering a spin, it is unlikely that these control average yaw rates between 40° to 60°/second. As a result,
inputs can recover the aircraft once a spin is established. the departure warning tone beep rate may not be consistent
Lateral stick is the primary spin recovery control. Apply full during the spin. Applying full lateral stick in the direction of
lateral stick as indicated by the SRD (in direction of spin). the spin recovers the aircraft quickly. Delaying recovery
Yaw rate begins to decrease almost immediately with full controls or applying pro-spin controls can cause the aircraft
anti-spin lateral stick, but this is not readily apparent as to progress into the high rate mode.
departure tone beep rate does not decrease until the yaw rate
drops below 60°/second. Recovery can be improved by INVERTED SPIN.
using split MIL-IDLE throttle positions, as directed on the
SRD. Split throttles are used if recovery is not apparent or The inverted spin is generally stabilized at -45° to -50°
altitude is critical. The thrust differential is small at high AOA, with 40°-45°/second yaw rates. No buffet or roll/yaw
altitudes, and therefore offers little initial improvement. At oscillations exist. After neutralizing the controls, the aircraft
low to medium altitudes, however, the thrust differential is normally recovers from the spin in approximately 1½ turns
relatively large, and can offer a significant improvement. with 4,000 feet altitude loss. The recovery may not be
Advancing or retarding a throttle during a spin can apparent for some time. Although not required, rudder pedal
introduce an instability to the engine. opposite the spin direction and longitudinal stick slightly aft
of neutral may recover the aircraft more quickly.
Spin recovery from yaw rates of 70°-90°/second (expected
neutral control conditions) with full antispin controls HANDLING QUALITIES WITH FLIGHT
typically takes less than two turns, with an altitude loss of
CONTROL SYSTEM MALFUNCTIONS.
approximately 2,000-3,000 feet, not including the post-spin
dive recovery. Recovery from yaw rates of
FCS reliability is very high and failures tend to be single,
110°-140°/second with full anti-spin controls typically takes
isolated issues. No single electrical or hydraulic
less than three to four turns, with an altitude loss of
approximately 4,000-5,000 feet, not including dive
recovery.

6-16 Change 2
 CSTO SR1F-15SA-1-2

failure affects flying qualities. Most hardware failures, with Airplane response is highly dependent on airspeed and
the exception of flight control actuators, require multiple AOA. Above 450-500 KCAS, the rudders and ailerons
failures before flying qualities are affected. In the case of begin to lose authority to counter the roll created by the
actuator failure, flying qualities effects can be minor to single stabilator pitch commands and the airplane can begin
significant depending on what type (aileron, rudder or a slow uncommanded roll, generally away from the good
stabilator) of actuator is failed. The following paragraphs stabilator. The only way to regain control is to reduce
describe the more serious or more likely FCS failures. airspeed. Every effort must be made to keep the nose above
the horizon to aid in reducing airspeed while retarding the
ACTUATOR FAILURES. throttles to idle and extending the speed brake. An initial
pull can be effective to increase pitch attitude depending on
Stabilator Failures. flight condition, but only as long as the airplane remains
upright. To aid deceleration, lateral stick into the roll may be
A STAB OFF caution indicates that the FCCs have detected used to quickly roll through the inverted portion of the roll
a 3 or 4 channel failure condition in one of the stabilator and lateral stick against the roll combined with gentle aft
actuators. The failed stabilator is hydraulically driven to stick used during upright portion. Be prepared to relax aft
approximately 1º degree trailing edge down and stick slightly as required to provide roll authority to keep the
hydraulically locked in place. Through a large portion of the airplane lift vector oriented above the horizon. Several rolls
flight envelope, the airplane response appears to be nearly may be required to decelerate sufficiently to regain control.
normal as the FCC doubles the remaining stabilator’s At airspeeds below approximately 450-500 KCAS, the
command in pitch to keep the pitch response normal while airplane is controllable below 15º AOA at all altitudes.
the ailerons and rudders automatically schedule to counter Maintain between 200 KCAS and 400 KCAS until aligned
the resulting roll and yaw excursions. on final. External stores and lateral asymmetries further
degrade control authority as a portion of the available
In areas of the flight envelope where ailerons and rudders aileron and rudder must be used to counter the roll and yaw
cannot fully compensate for a failed stabilator, nose up pitch due to the asymmetry. High gross weight conditions also
rates generally result in a slow uncommanded roll into the degrade control margin as larger surface deflections are
good stabilator and nose down pitch rates result in a slow required as the weight and inertia increases. Increased gross
uncommanded roll away from the good stabilator. Lateral weight also makes AOA control more difficult during
stick results in small uncommanded pitch and yaw maneuvering. Reduce gross weight and consider external
excursions. Flying qualities are only slightly degraded for stores jettison to improve airplane response if necessary.
mild maneuvering below 15º AOA. Maneuvering is limited
to low g levels with moderate bank angles and roll rates. If practical, perform a controllability check but do not
Abrupt or large control inputs must be avoided. exceed 15º AOA. Fly a flat, 1.5º-2º glide path maintaining
9.7º AOA on the approach. Use slow, smooth pitch inputs
If large or abrupt inputs are made, or if the AOA exceeds during the flare. An excessive or abrupt flare can cause the
15º, the control authority of the remaining surfaces can be airplane to roll into the good stabilator and may result in
exceeded. As angle of attack increases, the amount of yaw directional control problems. After touchdown, do not
increases due to the increasing stabilator split. This can aerobrake but maintain the landing attitude. If a lateral drift
result in uncommanded rolling and yawing motions which occurs that cannot be controlled by rudder pedal, fly the
require reducing AOA to stop. Do not exceed 15º AOA as nose wheel to the ground and wheel brake in a three-point
handling qualities quickly degrade and the airplane becomes attitude. During the landing roll out, maintain the
susceptible to Pilot Induced Oscillations (PIO) in pitch and longitudinal stick at or slightly forward of neutral to match
roll. If a PIO occurs, smoothly returning the stick to near the failed stabilator position to minimize directional control
neutral in pitch and freezing or minimizing stick input problems. Differential braking may be required in crosswind
eliminates the PIO. Once the PIO has ceased and the AOA conditions.
reduced below 15º AOA, smooth stick inputs may again be
used to control flight path.

Change 2 6-17
CSTO SR1F-15SA-1-2

Aileron Failures. SENSOR FAILURES.

The AIL OFF caution indicates the FCCs have detected a Stick/Pedal Position Sensor Failures.
failure in both channels of an aileron actuator and the
actuator is disengaged. The failed aileron remains damped The PITCH STK, ROLL STK, or RUD PED caution is
but floats with the free stream air flow and may not indicate displayed if more than two channels of the respective sensor
0º. The flight controls attempt to compensate for the failed are either failed or degraded. If a failure in a third channel
surface however, and only a slight degradation in flying occurs, the FCCs may or may not be able to determine the
qualities occurs. The FCC generally commands the valid channel. If both are in a valid range, it averages the
operating aileron to move in the same direction as the failed two remaining channels. The degradation in handling
aileron such that the ailerons appear to be moving qualities are dependent on what position the undetected
symmetrically rather than differentially. This is done to failed channel is reporting. If the failed channel is reporting
cancel out any rolling motions created by the floating failed a zero position, inputs are twice as large as normal for the
aileron. If both ailerons fail, lateral stick commands same response. If the failed sensor is reporting something
differential stabilator and rudder to provide roll control but other than zero, the neutral position of the stick/pedals are
roll rates are significantly slower and less coordinated. no longer where the feel springs center them.
Remain below 15º AOA and maneuver conservatively to
minimize degradations in flying qualities. If one of the two remaining averaged channels exceeds an
out-of-range threshold however, the FCC fails that signal
Rudder Failures. and use the sole remaining signal from that point on. Under
this condition, handling qualities are normal.
The RUD OFF caution indicates the FCCs have detected a
failure in both channels of a rudder actuator and the actuator If an individual sensor fails in all four channels, movement
is disengaged. The failed rudder remains damped but floats of the controls has no effect in the failed axis. The TRIM
with the free stream air flow and may not indicate 0º. The switch(es) still function normally and may be used for
FCCs automatically attempt to compensate for the failed limited control. If the failure is in the longitudinal stick, the
surface by increasing the command on the remaining airplane is controllable enough through the use of the trim
surface. The FCC commands the operating rudder to move switch to perform a controlled ejection. A successful
opposite the direction of the failed rudder such that the landing using just the longitudinal trim is possible but
rudders appear to be moving differentially rather than unlikely due to the apparent lag in the system. If the rudder
symmetrically. For a single rudder failure only a slight pedal sensor is failed, the vertical tails provide sufficient
degradation in flying qualities are observed. Remain below directional control for limited maneuvering during flight
15º AOA and maneuver conservatively to minimize the and landing. Nose wheel steering inputs are mechanical and
degradation in flying qualities. unaffected by a failed rudder pedal sensor. If practical, avoid
crosswinds since after landing, the weather vane effect of
If both rudder actuators fail, yaw and roll capability is the tails tend to turn the airplane into the wind. An approach
significantly reduced as the FCCs try to minimize sideslip. end arrestment is recommended. If an approach end
Maximum roll rates are 20º/second or less with slow roll arrestment is not practical, lower the nose immediately as
accelerations resulting in slow roll-in and roll-out response. only differential brakes and nose wheel steering is available
If practical, limit bank angles to 30º or less. Using rudder to counter the drift.
pedal commands as well as lateral stick commands during
rolls improve the roll acceleration, but do not increase the If the failure is in the lateral stick sensor, the airplane is
maximum roll rate. Handling qualities with lateral controllable under normal circumstances by using rudder
asymmetries or during crosswind landings are significantly pedal to control roll. Limit bank angle to the minimum
degraded. After landing, limited directional control is practical and do not exceed 12.5º AOA as precise roll
available from the remaining flight control surfaces. If time control using pedal becomes more difficult. Do not
and conditions warrant, an approach end arrestment is aerobrake after landing since after landing, rudder pedal
recommended. If an arrested landing is not practical, stops commanding roll and only command yaw.
immediately fly the nose gear to the runway and use nose
wheel steering and differential brakes to maintain
directional control.

6-18
 CSTO SR1F-15SA-1-2

GYRO Failures. remains valid. The flying qualities are much more
dependent on rate information than acceleration
The GYRO caution is displayed if more than two channels information.
of the rate gyros in the AHRS are either failed or degraded.
If a failure in a third channel occurs, the FCCs may or may Acceleration data malfunctions affect pitch, roll and yaw.
not be able to determine the valid channel. If both are in a Flying qualities are degraded, but generally not as
valid range, it averages the two remaining channels. The significant as with a GYRO fail. Inaccurate acceleration
degradation in handling qualities are dependent on what the information can make the airplane feel slightly less
last failed channel is reporting. If one of the two remaining responsive. This is most noticeable in the pitch axis.
averaged channels exceeds an out-of-range threshold Maneuver conservatively, do not exceed 15º AOA, and fly a
however, the FCC fails that signal and use the sole straight-in approach.
remaining signal from that point on. Under this condition,
handling qualities are normal. If the remaining channel also AIR DATA Failures.
fails, the FCC freezes the selected rates at the last valid
values. The airplane may or may not be flyable depending The AIR DATA caution is displayed if valid static and/or
on the frozen value. total pressures are either not available or if a significant
mismatch exists between the left and right pressure
A rate gyro failure results in the EGI attitude data being transducer values and the FCC is unable to determine the
declared invalid by the FCC resulting in further degradation correct source.
in flying qualities. This is indicated by the ATT box on the
FCS format turning red. Rate gyro malfunctions affect pitch, The FCCs retain the last known valid air data values and
roll and yaw. Flying qualities may be significantly degraded, continue to use those for flight control scheduling. Flying
especially during the initial failure transient if the rates fail qualities are unaffected as long as the airplane remains near
to a state other than zero. Inaccurate rate information makes the flight condition where the failure occurred. As the
the airplane susceptible to PIO, resulting in poor airplane flight condition deviates from the frozen values,
coordination during maneuvers, and potentially, loss of handling qualities become degraded. If handling qualities
control. PIO susceptibility is reduced if the airplane is become significantly degraded, manually select GAIN
trimmed in pitch. Maneuver conservatively and do not switch ORIDE.
exceed 15º AOA. Perform a controllability check. If a
landing is attempted, fly a flat, 1.5º to 2º glide path, For failures due to a mismatch in the left and right pressure
straight-in approach with only a minimum flare used to transducer measurements, the selected pressure is based on
land. the right or left measurement closest to the RSD value, if
valid. In this case the air data values used by the FCC are
ACCEL Failures. not frozen. If the mismatch is due to a pressure transducer
failure, the flying qualities are normal. If the mismatch is
The ACCEL caution is displayed if more than two channels caused by damage to the pitot static probes, the air data
of the accelerometers in the AHRS are either failed or values can be erroneous. If possible, verify air data quality
degraded. If a failure in a third channel occurs, the FCCs by alternate means (RSD comparison, EGI, or another
may or may not be able to determine the valid channel. If airplane.) If handling qualities become significantly
both are in a valid range, it averages the two remaining degraded, manually select GAIN switch ORIDE.
channels. The degradation in handling qualities are
dependent on what the last failed channel is reporting. If one Moving the GAIN switch to the ORIDE position forces the
of the two remaining averaged channels exceeds an FCCs to use gains based off fixed air data parameters. With
out-ofrange threshold however, the FCC fails that signal and the landing gear handle up, the gains are fixed at Mach 0.85,
use the sole remaining signal from that point on. Under this 30,000 feet MSL, and a 3º AOA flight condition. At this
condition, handling qualities are normal. If the remaining flight condition, handling qualities are normal but begin to
channel also fails, the FCC freezes the selected degrade as airspeed, altitude, and AOA deviates from the
accelerations at the last valid values. Flying qualities are fixed gain flight condition assumptions. Flight conditions
dependent on the values frozen but remain adequate to slower than the fixed gain assumption generally result in a
recover the airplane as long as the GYRO information slightly sluggish pitch response and poor roll

6-19
CSTO SR1F-15SA-1-2

coordination. Flight conditions faster than the fixed values For any of the failures that result in an AOA caution, flying
result in increased stick sensitivity making the airplane qualities are not significantly degraded below 15º AOA as
slightly more PIO susceptible. These fixed gains are the FCCs use an estimated AOA based on other sensors.
designed to provide adequate flying qualities between Roll coordination is degraded and adverse yaw is evident
approximately 200 to 450 KCAS at angles of attack below during rolling maneuvers. Maintain AOA below 15° and
15º AOA to safely recover the airplane. If supersonic, even limit maneuvering to the minimum practical. Conduct a
at 450 KCAS or below, large sideslip excursions can occur controllability check if desired. If the AOA caution is
during rolls. Limit rolling maneuvers to half lateral stick if accompanied by either an ACCEL or ACE DEFAULT
supersonic to provide adequate roll coordination. caution, the estimated AOA is less accurate. It is most
Maneuvering above 15° AOA will lead to sideslip buildup. accurate at 1g and handling qualities is more significantly
By 20° AOA, the aircraft may not remain in control. Large degraded when not near 1g.
forward stick input with sideslip can lead to rapid departures
although the aircraft should recover as controls are MISCELLANEOUS FAILURES.
neutralized and airspeed increases. Avoid aggressive
maneuvering in GAIN ORIDE. ACE Failures.

With the landing gear handle down these gains are fixed at The ACE DEFAULT caution indicates the FCCs are using
the Mach 0.35 and 5,000 feet MSL flight condition with an the default set of fixed mass properties rather than the
estimated AOA used for flight control scheduling. Adequate ADCP calculated properties for gain scheduling. Handling
flying qualities exist below approximately 250 KCAS and qualities are slightly degraded, but is adequate for all
15º AOA. Turn coordination becomes degraded and sideslip mission tasks below 20º AOA.
is apparent, even in stabilized turns. Limit bank angles to
45º maximum with the landing gear handle down. Flight EGI Attitude Failures.
conditions faster than the fixed gain assumption result in
pitch sensitivity and increased PIO susceptibility. The If the FCCs detect incorrect attitude data from the EGI in
auto-trim function continues to operate down to normal use, the ATT box on the FCS format turns red and the pitch
approach speeds. Limit maneuvering to the minimum and roll attitude values used by the FCC are set to zero. Low
practical and use backup sources for airspeed and altitude AOA flying qualities are slightly degraded and high AOA
such as the RSD, if still functional, or another airplane. The departure resistance is reduced. The airplane maintains
EGI derived groundspeed remains unaffected. adequate handling qualities for all mission tasks below 20º
AOA without valid attitude data. With the landing gear
AOA Failures. handle down, the FCC uses a calculated angle of bank
estimate to maintain roll coordination during approach and
There are three different failure modes that can result in an landing. Limit bank angle to 90º maximum with the landing
AOA caution: both channels on a single probe fail, both gear handle down. If 90º of bank is exceeded, even
probes are failed, or the two probes disagree with each momentarily, the bank angle estimate calculation becomes
other. The AOA caution indicates that the FCCs have biased resulting in poor turn coordination while gear down.
switched to using an estimated AOA calculated from The only way to reset the bank angle estimate is to cycle the
airspeed and normal load factor. The speed brake landing gear handle UP, then DN with the airplane wings
automatically retracts since the AOA cannot be verified and level.
all three trim axes reset to zero trim to prevent transients as
the gain scheduling switches.

6-20 Change 4
 CSTO SR1F-15SA-1-2

SECTION VII

ADVERSE WEATHER OPERATION

TABLE OF CONTENTS. Before Taxiing................................................................7-6

Taxiing ...........................................................................7-7
Turbulence and Thunderstorms Takeoff ...........................................................................7-7
Penetration..................................................................... 7-2 After Landing.................................................................7-7
Penetration Airspeed...................................................... 7-2 Before Leaving Aircraft .................................................7-7
Thunderstorm Penetration ............................................. 7-2 Hot Weather/Desert Operation
In The Storm.................................................................. 7-2 Preflight..........................................................................7-8
Snow, Ice, Rain, and Slush Engine Start....................................................................7-8
Taxiing........................................................................... 7-3 Ground Operations.........................................................7-8
Takeoff........................................................................... 7-3 Inflight............................................................................7-8
Inflight ........................................................................... 7-3 Postflight ........................................................................7-8
Landing.......................................................................... 7-4 Volcanic Ash Operation
Hydroplaning................................................................. 7-4 Ground Operations.........................................................7-9
After Landing ................................................................ 7-5 Inflight Operations .........................................................7-9
Cold Weather Operation
Before Entering Cockpit................................................ 7-6 This section provides for operation in adverse weather.
Interior Check................................................................ 7-6 Section II of this manual provides normal instrument flight
Canopy Closure ............................................................. 7-6 procedures. These procedures differ from, or are in addition
Starting JFS ................................................................... 7-6 to, those contained in section II.
Starting Engines ............................................................ 7-6

7-1
CSTO SR1F-15SA-1-2

TURBULENCE AND THUNDERSTORMS

Avoid areas of icing, turbulence, hail, or thunderstorms, THUNDERSTORM PENETRATION.
when possible, due to the increased danger of engine
stagnation. If these areas cannot be avoided, turn on the Place the ANTI ICE WINDSHIELD switch ON at the first
engine anti-icing system before weather penetration. sign of ice or before entering known icing conditions.
Monitor EGT gauges continuously during weather Establish recommended penetration speed. Perform or
penetration. Increasing EGT is an indication of engine icing. check the following:
The INLET ICE caution warns of icing conditions in the
engine inlet. When possible, anticipate icing and turn on the 1. Throttle - ADJUST TO MAINTAIN DESIRED
ENG HEAT switch to warm the engine inlet guide vanes. PENETRATION SPEED
2. PITOT HEAT switch - ON
PENETRATION. 3. ENG HEAT switch - ON
4. WINDSHIELD switch - ON
The aircraft structure is capable, subsonic, of withstanding 5. Lower seat.
the accelerations and gust loadings associated with the
largest thunderstorms. The aircraft is stable and If night penetration -
comparatively easy to control in severe turbulence if speed
is not high. Severe damage may be caused by hail and 6. STORM FLOOD switch - BRT
lightning. Hail damage to the speed brake is increased 7. INST PNL - BRT
significantly if the speed brake is extended. 8. CONSOLE lights - BRT
9. ANTI COLLISION lights - OFF
PENETRATION AIRSPEED.
IN THE STORM.
Optimum thunderstorm penetration speed is 300 knots or
best cruise, whichever is lower. Optimum thunderstorm Maintain a normal instrument scan with added emphasis on
penetration speed is a compromise between pilot comfort, the ADI and power setting. Attempt to maintain attitude and
controllability, structural stress, and engine inlet air accept altitude, AOA, and airspeed fluctuations. Ice or hail
distortion. At high speed, aircrew discomfort and structural may damage the pitot tubes or AOA probes.
stress are greater. At slow speed, controllability is reduced
and inlet airflow distortion due to turbulence may cause
compressor stall and/or engine stagnation.

7-2
 CSTO SR1F-15SA-1-2

SNOW, ICE, RAIN, AND SLUSH

TAXIING. start, turn on the ANTI ICE ENG HEAT switch if either
visible moisture is present or the dew point is within 3°C
(5°F) of ambient temperature with the ambient temperature
NOTE
between 10°C (50°F) and -20°C (-4°F). While taxiing, avoid
When operating in a high FOD area (such as ice or stopping where inlets are above areas covered by snow,
snow covered ramps), start engines with INLET slush or water. Prior to takeoff, minimize engine operation
RAMP switches in EMERG. For taxi operations, above IDLE power with ambient temperature between 2°C
set the inlet ramp switches to AUTO. Past (36°F) and 10°C (50°F). In this temperature range and at
experience has shown that these procedures yield IDLE power, water droplets in the airstream remain above
the lowest FOD potential. freezing. Above IDLE power, the temperature decrease thru
the inlet duct is such that water freezes on impact causing
Painted areas on runways, taxiways, and ramps are ice formation. After landing, single engine taxi during icing
significantly slipperier than nonpainted areas. When painted conditions is recommended to prevent exposure of both
areas are wet, braking may be negligible. Painted areas may engines, to possible ice FOD. If taxiing single engine with
serve as condensation surfaces and it is possible to have power below 78%, expect automatic avionics shutdown. Do
wet, frosty, or icy conditions on these areas when the overall not turn the ANTI ICE ENG HEAT switch OFF until engine
weather is dry. With snow or ice, the approach end of the shutdown.
runway is usually slipperier than other areas due to melting
and refreezing. There is sufficient braking effectiveness to TAKEOFF.
overcome residual thrust at the very slow taxi speed
required on slippery surfaces. Use care to avoid imprudent Do not attempt takeoff with ice or snow on the aircraft.
taxi speed since the braking required to quickly reduce taxi
speed may cause skidding. Use of the groundspeed indicator
to properly manage taxi speed is recommended. Avoid hard
INFLIGHT.
turns on snow or ice-covered taxiways. Expect the nose to
There is always a possibility of engine and/or airframe icing
overshoot the desired position and skid sideways when
in instrument conditions. Icing is most likely when takeoff
using the maneuvering nosewheel steering mode. If the
is made into low clouds with temperature near freezing.
nosewheel skids, straighten the nosewheel and again initiate
Flight operations are normally above serious icing levels
the turn. The ANTI ICE WINDSHIELD switch may be used
and the aircraft’s high performance usually enable it to
momentarily to clear ice or moisture from the windshield.
move out of dangerous areas quickly. When icing is
Inlet lip and engine face icing can occur when the ambient
encountered, take immediate action to avoid further
temperature is between 10°C (50°F) and -20°C (-4°F) and
accumulation. Flight through ice and/or rain requires no
the dew point is within 0° to 3°C (5°F) of ambient
special technique; however, engine and windshield anti-ice
temperature. If a half inch or more ice build-up is observed
systems do require attention. Turn on the ENG HEAT when
on the leading edge of the inlet variable ramp, mission abort
icing is anticipated. Do not wait until the INLET ICE
must be considered. Ice ingestion from the lip or engine face
caution comes on since this indicates that ice has already
even with ANTI ICE ENG HEAT switch ON, can cause
formed in the inlets. The L and/or R INLET caution may
engine FOD and slight loss of power. Inlet lip and engine
come on in icing conditions below Mach 1.33 due to ice
face ice build-up during taxi can be minimized during icing
blockage of the duct static port. When icing conditions no
conditions by observing the following: before engine start,
longer exist, turning the ENG HEAT off reduces EGT and
ensure the ground surface directly below and just forward of
increases engine life. Momentary application of windshield
the inlet face is clear of snow, slush and water whenever the
ambient temperature is below 10°C (50°F). After engine

7-3
CSTO SR1F-15SA-1-2

anti-ice may be used to clear precipitation from the tire. The speed at which this occurs is called total
windshield during the approach. hydroplaning speed. Any increase in ground speed above
this critical value lifts the tire completely off the runway,
NOTE leaving the tire supported by the fluid alone. Since the fluid
cushion is incapable of sustaining any appreciable shear
Icing of the AOA probes can cause the speed brake forces, braking and side force coefficients drop to near zero.
to retract due to erroneous AOA information. The total hydroplaning speed is equal to nine times the
square root of tire pressure. Since tire pressure is set for
LANDING. takeoff gross weight, total hydroplaning speed depends on
takeoff gross weight. The table below indicates the total
When stopping distance is critical, fly final approach as hydroplaning speed for typical gross weights as shown
slow as possible up to 12.5º AOA. Precise control of (figure 7-1).
airspeed and touchdown point is critical. Use of speed brake
may assist in airspeed control and decreased landing roll. HYDROPLANING SPEED
The velocity vector, airspeed, and AOA on the HUD can be
T/O GROSS TOTAL HYDRO-
used as aids. On a wet runway, anticipate hydroplaning. If
WEIGHT (LBS) PLANING SPEED
the runway is slippery, and there is sufficient runway
(KTS)
remaining, raising the flaps allow aerobraking to lower
speeds, thereby reducing the braking required to slow to taxi Up to 45,000 132
speed. Landing roll can also be reduced by shutting down
one engine after touchdown when committed to stop. 45,001 to 55,000 146
During single engine operations at idle, expect automatic
avionics shutdown. Aerobrake until full aft stick is 55,001 to 81,000 160
achieved. Hold full aft stick until the nose drops. After the
nose drops, maintaining full aft stick shortens the landing
roll. With a crosswind, do not jeopardize directional control
by attempting to aerodynamic brake to very low airspeeds. Figure 7-1
If conditions prevent a normal aerodynamic braking
attitude, consider lowering the nose and commencing VISCOUS HYDROPLANING.
maximum anti-skid braking. Maximum wheel braking is
obtained with the brake pedals fully depressed; therefore, Viscous hydroplaning occurs due to the inability of the tire
use as much pedal force as possible (not just enough to get to penetrate the very thin film found under damp runway
anti skid cycling) without jeopardizing ability to maintain conditions. This condition is aggravated when more viscous
directional control. Failure to hold the pedals fully fluid such as oil, fuel, rubber deposits and/or dust are
depressed may extend the landing roll. If there is any doubt present. The condition is improved on a coarse textured
of the ability to stop the aircraft in the runway remaining, runway. Viscous hydroplaning occurs at medium to high
consider a cable engagement or a go-around. speeds with rolling or skidding tires. The speed at which it
occurs is not dependent on tire pressure.
HYDROPLANING.
REVERTED RUBBER HYDROPLANING.
Operation on wet or flooded runways can produce three
conditions under which tire traction may be reduced to an Reverted rubber hydroplaning occurs after a lockedwheel
insignificant value. skid has started on a wet runway. Enough heat may be
produced to turn the trapped water to steam. The steam
DYNAMIC HYDROPLANING. heats the rubber sufficiently to revert it to its natural state
and seals the tire grooves. The tire then rides on a cushion
As the tire velocity is increased, the hydrodynamic pressure of steam which greatly reduces the friction coefficient and
acting on the leading portion of the tire footprint increases may continue to do so to very low speeds.
to a value sufficient to support the vertical load acting on the

7-4
 CSTO SR1F-15SA-1-2

AFTER LANDING. to taxiway as transition from a relatively dry to a slippery

surface can cause rotational skids. A rotational skid is
Ensure ANTI ICE WINDSHIELD switch is OFF. Single insidious and likely results in a ground loop if it starts. Slow
engine taxi is recommended on slippery surfaces. Expect nearly to a stop before attempting a turn under these
automatic avionics shutdown during single engine taxi conditions.
below 78% RPM. Use extra care when turning from runway

7-5
CSTO SR1F-15SA-1-2

COLD WEATHER OPERATION

The following paragraphs contain the necessary information and -40°C (-40°F), use double bottle starts. Below -40°C
for safe and efficient operation during cold weather. As a (-40°F), preheating is required.
general rule, cold weather is defined as outside air
temperature below 0°C (32°F). However, each system With the hydraulic system serviced with MIL-H-83282
discussed here has its own temperature limitations. hydraulic fluid, normal JFS starts may be made if the
Therefore, this section must be referenced any time the temperature is above -29°C (-20°F). Between -29°C (-20°F)
outside air temperature drops below 0°C (32°F). and -40°C (-40°F), use double bottle starts. Below -40°C
(-40°F), preheating is required.
BEFORE ENTERING COCKPIT.
STARTING ENGINES.
The entire aircraft must be free of snow, ice, and frost.
These are a major flight hazard and result in a loss of lift At temperatures below -18°C (0°F), allow the JFS to run for
and increased stall speed, which must be removed before 1 minute prior to engaging an engine. If ambient
flight. Do not chip or scrape away ice as damage to aircraft temperature is below -30°C (-22°F), insure that gear pins are
may result. in until aircraft hydraulic and electrical power are available.

1. Shock struts, pitot tube, fuel vents, and actuating At temperatures below 0°C (32°F), start engines with the
cylinders are free of ice or dirt. inlet ramp switches in the emergency position to prohibit
2. Fuel drain cocks free of ice. sudden surges on the system. After warm-up, the inlet ramp
3. All exterior covers removed. switches are set to the AUTO position.
4. JFS accumulators - 2,900 PSI MINIMUM or 4,000
PSI with MIL-H-83282 hydraulic fluid below BEFORE TAXIING.
-29°C (-20°F).
At temperatures below -40°C (-40°F), avionics may require
INTERIOR CHECK. up to 30 minutes warm-up before operating normally. Turn
on ENG HEAT if visible moisture is present and ambient
In temperatures below 0°C (32°F), difficulty may be temperature is between +10°C (+50°F) and -20°C (-4°F).
experienced when connecting the oxygen mask hose to the Do not wait until the INLET ICE caution comes on. Turn on
T-connector. Apply a small amount of heat to the the windshield anti-ice, if required.
T-connector to alleviate this problem. If the oxygen mask is
not fastened, keep it well clear of the face to prevent NOTE
freezing of the valves.
Use of ENG HEAT is not time limited and does not
CANOPY CLOSURE. degrade engine thrust significantly.

The canopy may not fully close with hydraulic pressure if At hydraulic fluid temperatures between -40ºC (-40°F) and
ambient temperature is below 0°C (32°F). This condition -7ºC (+20°F), flight control system operation can be
may warrant pilot assistance. With canopy down on sills and degraded and may not pass IBIT.
the internal control handle set to the DN position, grasp the
two handles on the forward arch and push the canopy NOTE
forward. Once the canopy moves fully forward, the control
Warm up of fluids can be speeded up by cycling
handle may be moved to the LOCKED position.
the controls.

STARTING JFS. Run the FCS exerciser mode, and cycle the speed brake, and
flaps several times to aid in warming up the hydraulic fluid.
With the hydraulic system serviced with MIL-H-5606 Cycle the ENG CONTR at least twice to prevent sluggish
hydraulic fluid, normal JFS starts may be made if the nozzle movement which may cause compressor stall at
temperature is above -35°C (-31°F). Between -35°C (-31°F) afterburner initiation.

7-6
 CSTO SR1F-15SA-1-2

Expect idle RPM to be around 66%. Idle oil pressure may AFTER LANDING.
be below 15 psi. This is acceptable for taxi. Below -12ºC
(+10°F) the BOS pressure is not expected to exceed 200 psi. Single engine taxi is recommended for easier control of taxi
speed. Expect automatic avionics shutdown at single engine
TAXIING. operation below 78% RPM. Idle thrust is high, and remains
essentially constant as temperature decreases. When
Avoid taxiing in deep or rutted snow since frozen brakes wearing bulky arctic survival clothing and winter flying
likely results. Increase space between aircraft while taxiing gloves, rapid egress from the cockpit by disconnecting the
at subfreezing temperatures to insure safe stopping distance torso harness is impeded due to the inability to see the
and to prevent icing of aircraft surfaces by melted snow and connectors and degraded sense of touch.
ice blown by the jet blast of preceding aircraft. The high idle
thrust can produce high taxi speeds. Control taxi speeds to BEFORE LEAVING AIRCRAFT.
avoid high-speed stops or turns on slippery taxiways.
Leave canopy open, weather permitting, to permit
TAKEOFF. circulation. This decreases windshield and canopy frosting.
Check that protective covers are installed. Engine intake
Below -20°C (-4°F), MIL RPM may be as low as 94% and duct covers must not be installed until 2 hours after engine
EGT may be as low as 650°C. shutdown to prevent condensation from puddling and
freezing, preventing subsequent engine rotation.

7-7
CSTO SR1F-15SA-1-2

HOT WEATHER/DESERT OPERATION

PREFLIGHT. to avoid injury or damage due to jet blast.

During preflight, ensure that the aircraft is relatively free of Do not operate the engines in a sand or dust storm (if
sand. Sand adheres to oiled areas (wheels, flight controls avoidable). If engine operation is required, consider locking
and hinges) and fuel leaks. the ramps up to minimize sand ingestion.

When boarding the aircraft, use caution when touching hot INFLIGHT.
metal surfaces in the cockpit.
Avoid prolonged flight in blowing sand or dust. Flight in
ENGINE START. these conditions causes damage to the canopy, nav and
targeting pod windows, and any EO/IR weapon seekers.
During start be alert to the possibility of AMAD fires.
High ambient temperatures reduce aircraft engine
Keep JFS run time (non-engaged and engaged) to a performance significantly. Speed is severely reduced under
minimum. Consider shutting down the JFS to work these conditions, particularly with high drag indexes. When
maintenance problems between engine starts. operating with alternate fuels, the possibility of HOT FUEL
cautions at low power settings exists.
GROUND OPERATIONS.
NOTE
At sea level, temperatures above 39ºC (103ºF) may result in
Intermittent DSPL FLO LO cautions may be
the ECS caution during dual engine operation. As field
experienced inflight during hot weather with dual
elevation increases, the outside air temperature at which an
engine operation. If the occurrence is infrequent
ECS caution is expected decreases. With both engines
and can be cleared by slightly elevating engine
operating, advancing one engine approximately 4% RPM or
RPM no further action is required.
both engines approximately 2% RPM may be required to
keep the ECS caution out. With only a single engine or
bleed source operating, the engine RPM must be maintained POSTFLIGHT.
between 78% to 87% with the optimum cooling capacity
occurring between 84% to 87% RPM. Monitor the ACMU If possible, park the aircraft crosswind. Engine covers and
temperature for decreasing temperatures. If the ACMU other inlet covers must be installed to prevent blowing sand
temperature stops decreasing and the caution remains, call from being deposited inside the inlets.
maintenance and comply with the ECS Caution On (Dual
Engine Operation) procedure in Section III. Cockpit instrumentation must be covered to prevent damage
due to exposure to high temperatures. Canopies must be
closed or covered to prevent blowing sand or dust from
entering the cockpit.

When operating above idle, caution must be used

7-8
 CSTO SR1F-15SA-1-2

VOLCANIC ASH OPERATION

GROUND OPERATIONS. Use RCR of 18 for dry volcanic ash and 10 for wet volcanic
ash if actual RCR value is unknown.
Modified ground operations on an airfield which has
experienced volcanic ash fallout are required even after INFLIGHT OPERATIONS.
cleanup is complete.
Flight in a volcanic ash environment is extremely
For preflight, carefully inspect the following areas for hazardous. Airborne radar does not detect ash clouds which
volcanic dust: visually are easily mistaken for normal clouds.

a. ECS ram inlet ducts Some indications of volcanic ash cloud penetration are:
b. Engine intakes
c. LG strut chrome surface a. Acid odor
d. Pitot static probes b. Canopy opacity
e. AOA probes c. Engine exhaust torching
f. Total temperature probes. d. Engine surges/malfunctions
e. Erroneous airspeed indications/fluctuations
After engine start, keep ground operation time/thrust to a f. EGT rise
minimum and run air-conditioning at full cold setting, if g. St. Elmo’s fire
practical. Do not use anti-ice unless required. h. Volcanic ash entering cockpit.

Taxi at a safe speed considering surface conditions, slope, When volcanic ash cloud penetration is detected, reduce
thrust and gross weight. Perform a rolling takeoff, if thrust and maintain minimum thrust required to sustain
possible, since volcanic ash, especially when wet, reduces flight, exit the volcanic ash environment, and land as soon
Runway Condition Reading (RCR). as practical. Do not use anti-ice unless required.

Consider increasing the interval between takeoffs to allow Engine operation above 80% RPM while ingesting volcanic
clouds of suspended ash to clear. ash may cause build up of melted ash on turbine hardware
and possible engine stalls. If possible, keep RPM at 80% or
After landing, consider shutting down both engines and less until clear of ash.
have aircraft towed to the parking area, or consider taxiing
on one engine.

7-9/(7-10 blank)
 CSTO SR1F-15SA-1-2

SECTION VIII
AIR REFUELING PROCEDURES WITH
KC-135 AND KC-10
TABLE OF CONTENTS. Rendezvous Procedures
Air Refueling Rendezvous...........................................8-22
Air Refueling Tanker Rendezvous Equipment ...................................8-23
Mission Planning ........................................................... 8-1 Receiver Formation During Rendezvous.....................8-23
Communications............................................................ 8-2
Hot Armament Procedures ............................................ 8-6 Air Refueling Procedures
Lighting ......................................................................... 8-8 Refueling Sequence .....................................................8-30
Boom Envelope Limits................................................ 8-11 Precontact.....................................................................8-30
Navigation and Position Reporting ............................. 8-15 Boom and Receptacle Procedures................................8-30
Quick Flow Air Refueling Procedures.........................8-32
Enroute Procedures Toboggan......................................................................8-32
Cell Leader Responsibility .......................................... 8-16 Normal Flight Crew Procedures ..................................8-32
Buddy Departure ......................................................... 8-16
Element Cruise Formation........................................... 8-16 Emergency Air Refueling Procedures
Force Extension Procedures ........................................ 8-17 Breakaway Procedures.................................................8-35
Lost Wingman Procedures........................................... 8-19 Air Refueling System Malfunctions ............................8-35
Abort Procedures......................................................... 8-19 Brute Force Disconnect................................................8-36
Separation/Termination Procedures ............................ 8-19

AIR REFUELING
MISSION PLANNING. CONTROL OF TANKER/RECEIVER FORCES.

An airborne tanker force commander and alternate

This manual reflects Emission Option 2 procedures unless
commanders, as required by the mission, are designated for
noted within the text.
each air refueling area. During operational missions, the
tanker commander is in command of the air refueling
Inflight situations and sound judgement may dictate
operation from the period subsequent to positive radio
discontinuing communications procedures outlined for
contact between the tanker cell leader and the receiver
Emission Option 2.
during rendezvous until the end of refueling or termination
of route cell formation, as applicable. The airborne tanker
Both tanker and receiver crew must be thoroughly familiar
force commander coordinates with the receiver force
with all aspects of the refueling in order to adequately plan
commander to ensure successful mission completion.
the mission. Planners coordinate and crews are thoroughly
familiar with mission requirements as prescribed in the
WINGMAN/RECEIVER RESPONSIBILITIES.
appropriate command directives.
To assist the cell leader in ensuring the safety and integrity
The air refueling operations require precise and detailed
of the flight, wingman/receiver:
planning to ensure success. Crewmembers must be
thoroughly familiar with all the planning factors used in
a. Keeps the leader in visual or electronic contact at
determining how the mission is to be flown. Each receiver
all times
unit maintains a file of TO 1-1C-1.
b. Maintains briefed position at all times

Change 1 8-1
CSTO SR1F-15SA-1-2

c. Anticipates corrections/changes and plans do not preclude verbal communications for safety of flight
accordingly situations or to ensure mission success. Boom interphone
d. Monitors all aspects of formation operations and should be used when compatible. Communication emission
advises the cell leader if an unsafe condition is options are shown (figure 8-1). Emitter emission options are
noted. shown in (figure 8-2).

AIRSPEEDS AND ALTITUDES. Communications procedures and plans for rendezvous and
air refueling as outlined in pertinent command directives
The cruise and air refueling (KC-135) KCAS is 310 knots at apply. Deviations must be specifically authorized by the
30,000 feet, (KC-10) KCAS is 310 knots or Mach 0.82 at appropriate command headquarters.
30,000 feet. Lower altitudes may be required for abnormally
high free air temperatures. The controlling agency directing Unless directed otherwise, communication capability
the mission is responsible for obtaining enroute and air between tankers and receivers is maintained during all
refueling altitude clearance for training and operational normal rendezvous and air refueling operations. Voice
missions. transmission, however, is held to an absolute minimum
during rendezvous and air refueling to be in accordance
FUEL RESERVE REQUIREMENTS. with the Emission Option being used.

For deployment operations, the last receiver in the cell

departs the penetration fix at the abort or destination base
with a minimum of 30 minutes of fuel remaining, computed
in accordance with AFI 11-202, Volume 3, as supplemented
by the MAJCOM. Except during an emergency fuel situation, air
refueling operations should not be conducted when
WEATHER. radio communication capability is lost between
tanker and receivers. If radio communications are
Weather minimums are prescribed by AFI 11-202, Volume lost, or unreadable between the boom operator and
3, (as supplemented by major commands). Buddy departure receiver pilot, do not attempt contacts.
minimums are 1,500 feet and 3 nm for day and 2,500 feet
and 3 nm for night takeoffs. Identical UHF frequencies are not assigned to any two
refueling operations being conducted in a proximity that
Rendezvous and air refueling should not be attempted when may cause a communications overlap. Each cell is assigned
inflight visibility is deemed insufficient for safe air refueling a primary and secondary UHF frequency for the entire air
operations. However, the aircraft may close to the lock-on refueling operation.
limits of the radar, provided that the required altitude
separation is maintained until visual contact has been MANDATORY RADIO CALLS.
established. Without lock-on capability, minimum visibility
for rendezvous is 1 nm. Tankers begin monitoring designated radio frequencies and
have electronic rendezvous equipment on a minimum of 30
minutes prior to the Air Refueling Control Time (ARCT).
COMMUNICATIONS. Voice transmissions should be held to the minimum required
to effect rendezvous.
Emission Option 2 is used as the normal rendezvous and air
refueling procedures. Emission Option 2, 3, or 4 procedures

8-2 Change 1
 CSTO SR1F-15SA-1-2

EMISSION OPTION - COMMUNICATIONS

EMISSION OPTION
ITEM ACTION
1 2 3 4

1 Radios set 30 minutes prior to ARCT (if dual radio X X Ñ

1 Ñ
2
capable)

2 15 minute call X X

3 A/A TACAN set 15 minutes prior to ARCT X X XÑ

3

4 Beacon positive identification (if applicable) X

5 ADF check (if applicable) X

6 ½ way thru turn call (tanker) X

7 Mandatory boom operator calls

a. Precontact call X X
b. Clear receiver to contact X
c. Acknowledge contact/disconnect X
d. Verbal corrections X
e. Advise receiver(s) to return to precontact for X
checklist or equipment considerations

8 Mandatory receiver calls after 15 minute call

a. Visual contact established/lost to include overrun X
b. Precontact call X X
c. When contact or disconnect is made X
d. Verbally notify boom operator prior to
manually/emergency boom latching procedures X X

9 Post air refueling report X X

10 1 mile closure call (receiver) X

NOTE
Variations may be indicated by ″EMCON 2. Item 7a./8b. COMM N/A.″ This
would mean normal Emission Option 2 procedures except the Precontact call
would be deleted.

Ñ
1 Radio silent. Use of other emitters is authorized unless prohibited by Supported Operations
Plans.
Ñ
2 No emissions (radios, doppler, navigation transmitters, radar, IFF, exterior lighting, etc.) unless
authorized by Air Tasking Order, Rules of Engagement, Operations Plans, Safe Passage
Procedures, or other mission directives.
Ñ
3 Point Parallel only.

Figure 8-1

8-3
CSTO SR1F-15SA-1-2

EMISSION OPTION - EMITTERS (EMCON)

EMISSION OPTION
ITEM EQUIPMENT
1 2 3 4

1 Radar On On As Required Off

2 Doppler On On As Required Off

3 Radio Altimeter On On As Required Off

4 TACAN/DME On On As Required Off

5 IFF On On As Required Off

6 UHF/VHF On On Monitor Monitor

7 HF On On Monitor Monitor

8 Lighting On On As Required Off

NOTE
Variations may be indicated by ″EMCON 3. ITEM 1 Emitters OFF.″ This
would mean normal Emission Option 3 procedures except the radar would be
off.

Figure 8-2

All crew members must be thoroughly familiar with all NOTE

required oral, visual, and electronic means of
communications. Strict radio discipline must be adhered to NOTE
at all times. All calls are prefaced with individual call signs.
Tankers begin monitoring designated frequencies and have During enroute rendezvous all A/R equipment
the radar/rendezvous beacon operating at least 30 minutes operations, interplane communications, and timing
prior to the rendezvous control time. The A/A TACAN is should be based on the rendezvous (RZ) time. For
tuned to the appropriate channel 15 minutes prior to the example, the A/A TACAN should be tuned to the
rendezvous control time unless it is required for appropriate channel 15 minutes prior to the
navigational purposes. Receivers call 15 minutes prior to the Rendezvous Initial Point (RZIP) unless it is
air fueling control time, advising the tanker(s) of call signs, required for navigational purposes.
any changes in ETA (minutes early or late), altitude, and hot
armament check, if applicable. The tanker advise the receiver(s) of their call sign, air
refueling altitude and if applicable any change in tanker
NOTE timing that would affect the rendezvous (in minutes early or
late).
If tankers and receivers are in contact with a
common facility providing rendezvous assistance, Tanker(s) and/or receiver(s) make an additional radio call
radio contact between the tankers/receivers may be confirming level at the proper rendezvous altitude if they
delayed to accomplish the rendezvous. are not at the proper rendezvous altitude

8-4
 CSTO SR1F-15SA-1-2

when the 15 minute prior to the rendezvous control time call position. Direction, if required, precedes distance for
is made. receiver to move and is given until the receiver reaches the
contact position. Example: “Forward 50”, “Up 4”, “Back 2”.
NOTE When contact is established, the tanker states ²(Tanker call
sign) contact”.
Tankers and receivers are to include altimeter
setting with appropriate altitude calls if other than For Emission Option 1 and 2, the boom operator makes a
29.92 is used. For example, “RENO 01, one two precontact radio check with the receiver(s) and the
thousand feet, altimeter setting three zero zero four, receiver(s) acknowledge. Example: Tanker says “25/57”, the
on time”. If EMCON 3 or 4, altimeter setting must receiver replies “25”.
be prebriefed.
During receiver pilot demonstration of air refueling
For all rendezvous and air refueling operations, tankers and envelope limits, the boom operator states boom limit and
receivers normally use their individual flight call signs gives the boom position for the limit being demonstrated in
unless directed otherwise in operational plans. When increments of 2.
assured no other co-unit formation are in range of or using
the frequency, and/or a discrete tactical frequency has been When the tanker is required to use manual operation,
assigned to the formation, flight call signs may be without disconnect capability, the boom operator states:
abbreviated for clarity and brevity purposes, for example, “(Receiver call sign), the following contacts will be made in
“RENO FLIGHT....GO ECHELON” (acknowledge) tanker manual operation. Receiver air refueling system will
“TWO” “THREE”. remain in normal and receiver pilot must initiate all
disconnects. (Tanker call sign), ready”. Receiver pilot
Mandatory call for the receivers are as follows: acknowledges by stating, “(Receiver call sign), ready”.

a. Initial radio call 15 minutes prior to the rendezvous If the signal amplifier has failed, advise the tanker that
control time override procedures are required. The aircrew would assume
b. Notify the tanker when established on the proper that the amplifier has failed if the receiver director lights fail
rendezvous altitude, if not at the proper rendezvous to illuminate following initial contact and the boom operator
altitude at the 15 minute prior to the ARCT call has verified that the director lights switch is on. If this
c. Precontact (required by flight leader only). occurs, disconnect and return to the precontact position and
select ORIDE with the SLIPWAY switch. If mission
ORAL COMMUNICATIONS. requirements dictate, the boom operator switches to manual
operation and states “(Receiver call sign), the following
NOTE contacts will be made in manual boom latching and receiver
pilot must initiate all disconnects. (Tanker call sign), ready”.
• With the exception of the breakaway calls, crew mem- Acknowledge by stating “(Receiver call sign), ready”. After
bers may shorten individual flight call signs using the tanker is in manual operation, the receiver director lights
only the number. Example: Tank 11 would be 11. should operate normally.

• Normally the receiver leader proceeds to the precon- VISUAL SIGNALS.

tact position. When the leader has completed refuel-
ing, subsequent receivers move from the observation Radio silent air refueling can be conducted by use of the
position as precoordinated. visual signals provided the following precautions and
procedures are observed.
The communications requirements should be established
prior to the flight. Normally boom visual signals are used The method, time and place of rendezvous, and amount of
exclusively; however, if required or requested by the fuel to be transferred must be covered in the briefing of each
receiver, the boom operator begins communications when crew. The tanker uses the receiver director lights (red only)
the receiver reaches approximately 50 feet from the contact to aid in positioning the

8-5
CSTO SR1F-15SA-1-2

receiver. A steady red light indicates a large correction and a Refueling Procedures in this section. When radio silence is
flashing red light indicates a small correction in the mandatory the receiver leader conducts a visual challenge
direction indicated. If the need for an emergency breakaway with each member of his flight by pointing his index finger
occurs during radio silent air refueling, oral breakaway straight forward and thumb upward (simulating a pistol).
procedures are used and use the visual signal (figure 8-3). Each member of the flight completes the safety check and
responds to the leader by raising his hand and showing the
HOT ARMAMENT PROCEDURES. circle formed by his index finger and thumb. To reduce the
possibility of inadvertent firing, receivers should not
reposition any electrical switches while behind a tanker
Prior to rendezvous with the tanker for air refueling,
unless those switch changes are required for air refueling
receiver aircraft carrying forward firing ordnance conducts a
operations or aircraft control.
hot armament safety check in accordance with Air

8-6
 CSTO SR1F-15SA-1-2

VISUAL SIGNALS
SIGNAL INDICATION

1. Boom in trail
(a) Extended 10 feet Ñ
1 Ready for contact

(b) Fully extended 1. Tanker manual operation without tanker

disconnect capability
2. Acknowledge receiver Manual Boom Latch (MBL)
signal

(c) Fully retracted Offload complete

2. Boom stowed
(a) Fully retracted Tanker air refueling system inoperative

(b) Extended 5 feet System malfunction, tanker and receiver check air
refueling systems

3. Flashing receiver director lights/tanker lower BREAKAWAY

rotating beacon ON

4. Ñ 2 Receiver director lights going OUT Tanker request for disconnect, receiver return to
during contact precontact position

5. Receiver closing and opening receptacle door 1. MBL

when in precontact position 2. Acknowledge tanker manual operation without
tanker disconnect capability signal

6. Ñ
3 Steady light from receiver or rock wings Emergency fuel shortage exists

7. Flashing light from receiver cockpit area Initiate toboggan maneuver

8. Same receiver returns to precontact with recep- Additional fuel required - EMCON 2-4
tacle door open (DAY): Pilot signals closed fist,
thumb to mouth plus hand signaling number.
Ñ 4 (NIGHT): Same receiver returns to
precontact with receptacle door open, ready for
contact

Ñ
1 Receiver(s) in the observation position move to the precontact position in their briefed sequence
only after ensuring that the boom is in the ready for contact position and the preceding receiver
has cleared the tanker. The receiver stabilizes in the precontact position, then move to the
contact position. The boom operator does not give the ready for contact signal until the
preceding receiver has cleared the tanker.
Ñ
2 The receivers advise the tanker of any pilot director light malfunctions/deficiencies.
Ñ
3 If fuel shortage occurs at times other than scheduled air refueling, the receiver should be
positioned so the signal may be seen from the tanker cockpit.
Ñ
4 Additional fuel offloaded is 2,000 pounds for small receiver aircraft, on each subsequent contact.

Figure 8-3

8-7
CSTO SR1F-15SA-1-2

LIGHTING. KC-135 identification lighting is as follows:

KC-135 EXTERIOR LIGHTING. Tanker Upper Light Lower Light

Number Color Color
KC-135 exterior lighting is shown (figure 8-4.) While
approaching the precontact/contact position, the receiver 1 Red Red
pilot can adjust lighting as required by the boom operator.
2 White White

NOTE 3 Red-White Red-White

Visual contact for night air refueling can be aided WITH TCTO 1339
by requesting the tanker to flash his landing lights
prior to and/or during the tanker turn. Red White

4 White Red
Without TCTO 1339, single KC-135 tankers performing a
rendezvous display red and white in the rendezvous beacon
KC-10 EXTERIOR LIGHTING.
light. With TCTO 1339, both upper and lower strobes
display red.
KC-10 exterior lighting is shown (figure 8-5).

NOTE
NOTE
If spare is used during the air refueling, the
The KC-10 boom operator’s display can be blinded
appropriate color code is displayed until the
at night by the F-15 exterior aircraft lighting. Use
receiver is in the precontact position. To further aid
minimum exterior lighting when night air refueling
in the identification, tanker position lights should
with the KC-10.
be placed on BRIGHT and FLASHING for
numbers 1, 3 and 5. Position lights for numbers 2
RECEIVER DIRECTOR LIGHTS.
and 4 are BRIGHT and STEADY. Position lights
are set prior to takeoff. After the receiver has
The director lights do not give true vertical and horizontal
established visual contact and has closed to 0.5 nm
information. The up and down lights change because of
in trail, tankers turn position lights to STEADY
angular movement of the boom and the fore and aft lights
and DIM and turn lower rotating beacon (without
change because of in and out movements of the boom. The
TCTO 1339) strobe (with TCTO 1339) light OFF.
axis of the director lights system is inclined 30° angle to the
When any aircraft is flying visual wing formation
fuselage. This angle causes an interaction in both lights
on the tanker, the tanker also turns off the upper
when a true vertical or horizontal movement is made by
rotating beacon (without TCTO 1339) strobe (with
receiver. For example, flying straight forward while in
TCTO 1339). In this case, the last (outside)
contact causes the boom to compress and also increases its
receiver aircraft with each tanker has anticollision
angle with the tanker fuselage. The lights show that the
lights ON. When fighter receivers reach the
aircraft is flying forward and down. If a true up movement
observation position, tankers turn underwing,
is made, the boom both compresses and lessens its angle
underbody, and nacelle illuminating lights to DIM.
with the tanker fuselage and the director lights indicate that
Exterior lights can be adjusted if requested by the
an up and forward movement has been made. Small fore
receiver pilot.
and aft corrections can be made with little or no power
change by moving vertically.

8-8 Change 1
 CSTO SR1F-15SA-1-2

KC-135 EXTERIOR LIGHTING

Figure 8-4

8-9
CSTO SR1F-15SA-1-2

KC-10 EXTERIOR LIGHTING

Figure 8-5

8-10 Change 1
 CSTO SR1F-15SA-1-2

KC-135 Receiver Director Lights. required even though the receiver is in the center of the
envelope. The red panel and letter at the ends of each row
Receiver director lights (figure 8-7) are on the bottom of the can be illuminated by the boom operator to aid the receiver
fuselage directly aft of the nose landing gear. They consist in attaining the contact position.
of two rows of lights; the left row for elevation and the right
row for telescoping. The elevation lights consist of five BOOM ENVELOPE LIMITS.
colored panels with a green stripe, green and red colors, and
two illuminated letters, D, and U, for down and up
respectively. The colored panels are illuminated by lights
that are controlled by boom elevation during contact made.
There is an illuminated white panel between each panel to
serve as a reference. The letters A for aft and F for forward • Approaching boom limits at a relatively high velocity
augment the colored panels on the telescope side. can cause the boom nozzle to bind. Structural damage
can result due to inability to disconnect.
The receiver pilot director lights remain illuminated and
follow boom movements in both the contact made and • Due to the restricted refueling envelope, boom limit
disconnect condition. There are no lights for azimuth switch protection is not provided in up elevation
position. A fluorescent yellow stripe on the bottom center of (KC-135).
the tanker fuselage may be used as a centerline reference by
the pilot. The triangular-shaped panels are for forward and • Boom to canopy clearance at 25° elevation and 10°
back movement. left azimuth is minimal.

KC-10 Receiver Director Lights. • On KC-135, the boom operator disconnects at 25° ele-
vation (upper envelope limit). In this position, a green
The receiver director lights (figure 8-8) consist of two rows DOWN arrow is illuminated.
of lights located forward of the wing root. Relative elevation
position is provided by the left row and the right row The refueling envelope (figures 8-9 and 8-10) is limited by
provides telescoping position. The elevation row contains the refueling receptacle location. As long as the receiver is
one striped green, two amber and two red triangular panels positioned within these limits, contact can be maintained
and two white letters; U at the forward end for UP, and D at despite rolling, yawing, or pitching (figure 8-6).
the aft end for DOWN. The colored panels and letters are
dimly illuminated by background lights. The telescoping
row contains one striped green, two amber, two red and four REFUELING ENVELOPE
white rectangular panels and two white letters: A at the LIMITS KC-135 KC-10
forward end for AFT, and F at the aft end for FORWARD.
The colored panels are not background lighted; however, the UP 25° 25°
letter at each end of the row is dimly illuminated. Separation
is provided by the white panels. The receiver pilot director DOWN 40° 40°
lights are adjusted by the boom operator to the size air
refueling envelope for each receiver and provide guidance AFT 18 feet 21 feet
during contact.
FWD 6 feet 6 feet
To provide more response time, the appropriate panel and
LEFT 10° 15°
letter are illuminated in anticipation of receiver movement.
The director lights provide commands based on both RIGHT 10° 21°
receiver position and rate of movement. The lights with no
receiver motion are shown (figure 8-7 and 8-8). With rapid Figure 8-6
motions of the receiver, the lights can show a correction

Change 1 8-11
CSTO SR1F-15SA-1-2

RECEIVER DIRECTOR LIGHTS

ILLUMINATION PROFILE (KC-135)

,
20.0
21.5
23.5
24.5

26.0

30.0

)
,
34.0
35.0
8.1 FT

37.0
9. FT

7
6.1

10 1 FT

38.5
11 1 FT
FT

40.0
.

.
.1

FT
.2

FT
12

15 FT
.3

.3 T
13

16 .3 F
.3

FT
14

FT
.3
18

24 INCHES

27 INCHES

24 INCHES

SAN003-427-1-001

Figure 8-7

8-12 Change 1
 CSTO SR1F-15SA-1-2

RECEIVER DIRECTOR LIGHTS

ILLUMINATION PROFILE (KC-10)

, 25

26.1

27.2

28.4

29.5

32.5

35.5

36.6
37.8

) 38.9

, 7 40
6 FT

.
2 FT
4 FT

T
T
11 F
8 1/

/4 F
9 3/

T
T
/4 F
12 1

16 F

T
T
/4 F
/2 F
14 3

T
17 1

21 F
18 1

2 1/2 FT

2 1/2 FT

2 1/2 FT

SAN003-425-1-001

Figure 8-8

Change 1 8-13
CSTO SR1F-15SA-1-2

BOOM ENVELOPE LIMITS (KC-135)

Figure 8-9

8-14 Change 1
 CSTO SR1F-15SA-1-2

BOOM ENVELOPE LIMITS (KC-10)

Figure 8-10

NAVIGATION AND POSITION of the air refueling block. The receivers should maneuver to
the prescribed formation position while awaiting post air
REPORTING. refueling report and further ARCT clearance. The tanker
gives post air refueling information to the receiver as
When rendezvous is complete, tankers are responsible for required. The receiver advises the tanker of any pilot
all navigation, weather avoidance and position reporting. director light malfunctions/deficiencies, e.g., lights
Once each hour, the tanker pilot advises the receiver pilots intermittent, inoperative, dim, dirty, etc. Upon termination
of the cell geographic position, heading, distance, and ETE of air refueling, all exterior lights should be as directed.
to the next checkpoint or destination, as applicable. If the
receiver pilot has not completed his onload upon reaching
his geographic air refueling abort point, the tanker pilot
should so advise.

Receivers should make sure a safe clearance from

NOTE
the tanker(s) as they proceed on their assigned
During refueling operations conducted within a missions. Receiver(s) required to accelerate past
preplanned orbit pattern, the tanker is not required the tanker(s) and climb on the refueling heading
to provide the above information unless requested maneuver either left or right (a minimum of 1 nm)
by the receiver leader. of track to preclude climbing directly in front of the
tanker(s) remaining receiver(s).
POST AIR REFUELING. Tanker(s)/remaining receiver(s) flying through
departing receivers jet wash may experience
Upon completion of air refueling, the tanker normally damage to the aircraft and injury to personnel.
climbs to the top and the receiver(s) descend to the bottom

Change 1 8-15
CSTO SR1F-15SA-1-2

ENROUTE PROCEDURES
CELL LEADER RESPONSIBILITY. individually cleared for takeoff by the tower after the last
aircraft in the preceding element has passed the end of the
runway. Takeoff interval may be varied when weather,
The tanker cell leader or specified commander is
terrain, airfield conditions, or other local considerations
responsible for the command and control of the formation
dictate.
and the air refueling operation. The cell leader or specified
commander coordinates with the receiver force commander
ABORTS DURING TAKEOFF.
to ensure successful mission completion. Formation
integrity and discipline begin with the formation briefing.
An aborting aircraft makes an abort call on the pre-briefed
The cell leader must make sure that all aspects of the
common frequency as soon as possible. Frequency changes
mission are clarified and understood.
should not be made by tanker/receivers until all aircraft in
the same element are airborne.
Normally, lead responsibilities pass from number one to
number two to number three; however, all pilots must be
ELEMENT JOIN-UP AND CLIMB.
prepared to assume full responsibility for the formation at
any time. When it is necessary to transfer lead
The following tanker climb airspeed schedule should be
responsibilities, all airplanes in the affected formation are
maintained:
notified when the new leader assumes responsibility for the
formation.
a. Lead element - 300 KCAS
b. Second element - 310 KCAS
The tanker cell leader/specified commander must take every
c. Third element - 320 KCAS
feasible action to enhance the possibility of completing air
d. Fourth element - 330 KCAS.
refueling.
In a three-element cell, the second and third elements climb
BUDDY DEPARTURE. at 320 KCAS and 330 KCAS, respectively. In a two-element
cell, the second element climbs at 330 KCAS.
A buddy departure is effected when the tanker(s) and
receiver(s) take off from the same base and visual contact is The tankers accelerate to and maintain their assigned climb
maintained. airspeed until element join-up is accomplished. If a ceiling
is to be encountered prior to the completion of the join-up,
TAXI. the tanker levels off below the cloud layer and maintains
assigned climb airspeed.
After engine start, receivers check in with the tanker on the
predetermined frequency. When ready to taxi, each tanker The air refueling element (tanker and receivers) join-up
calls: “(Tanker Call Sign)- Taxiing.” A distance of 300 feet should be accomplished on the outside of the turn or on the
should be maintained between tankers and receivers. tanker’s left wing during a straight ahead join-up. After the
receiver flight has stabilized in a formation position, the
TAKEOFF. receiver leader positions his flight as desired on the tanker.
All turns by the tanker are normally 20° of bank. Refer to
Lost Wingman Procedures for exceptions. After the
receivers have stabilized in their proper formation position,
the element leader informs the tanker pilot that he is cleared
Wake turbulence generated by a preceding aircraft to establish climb power.
may create a hazard during buddy takeoffs and
join-ups. ELEMENT CRUISE FORMATION.
Tankers and receivers takeoff in elements of one tanker plus TANKER FORMATION.
one or more receivers. The tanker rolls first followed in 45
seconds by the first receiver in his element. Each element is The tanker air refueling formation is shown (figure 8-11).

8-16 Change 1
 CSTO SR1F-15SA-1-2

TANKER AIR REFUELING FORMATION

Figure 8-11

RECEIVERS. a. The tanker should be in straight and level flight.

b. The flight/element departing the tanker reforms and
Receivers fly route formation position on the tanker. (For moves straight back, descending as necessary to
extended VMC cell cruise formation, receivers may fly a avoid jetwash (but no lower than 500 feet below
spread formation.) Route and spread formations are as tanker altitude) and establishes contact (radar,
specified in the operational procedures manuals. With a TACAN, etc.) with the tanker.
two-ship receiver cell, the receiver lead and wingman go to c. The next flight/element may then begin to move
opposite wings on the tanker. Spacing may be closed up forward maintaining altitude.
during IMC or night operations. When air refueling is d. Once the flight/elements have horizontal separation
required, the other receiver(s) assume the observation (1 nm minimum, as confirmed by radar, TACAN,
position. etc.) the next flight/element may begin to climb
(with a visual on the tanker). The flight/element
At night or in IMC, a maximum of 12 aircraft are assigned moving back can then descend to 1,000 feet below
to one tanker; a maximum of three aircraft fly on each wing tanker altitude.
of the tanker, and additional aircraft/elements fly in a 1-3 e. If a flight/element is to rejoin from the trail
nm trail position, a minimum of 1,000 feet below their position and the preceding flight/element elects to
tankers altitude. During tanker cell operations, only the last stay in formation with the tanker, the
tanker should have receivers in trail. With nine or less flight/elements in trail close on the tanker until they
receivers, only one element need be in trail (one element are established in a visual position and then switch
refueling while the other two elements are switching positions with the preceding flight.
positions). With 10 to 12 receivers, two elements are in trail
(one element maintaining trail and the other two elements FORCE EXTENSION PROCEDURES.
switching positions - and with four elements, one element
refueling). In this case, offset trail and additional altitude Force extension procedures are used when force extension
separation are used for deconfliction. The following tankers air refuel tankers (KC-10/KC-135 ART) escorting
procedures should be used to change positions of flights in fighters during deployment operations. Force extension
trail: missions are often complex and

Change 1 8-17
CSTO SR1F-15SA-1-2

demanding to all aircrew, especially in IMC. All facets of tanker. Non-air-to-air radar equipped fighters should comply
the mission to include the rendezvous, formation, air with the VMC procedures.
refueling, VMC/IMC rejoin procedures, and cell break-up
should be briefed and clearly understood by all participants FORCE EXTENSION POST REFUELING
during mission planning. Basic point parallel or enroute PROCEDURES.
rendezvous procedures apply, except as indicated.
Multi-ship tanker cells fly 60° echelon, 2 nm spacing unless Once all air refuelings are complete, the escorting tanker(s)
otherwise directed. Missions that encounter IMC conditions descend 1,000 feet, offset slightly to the right and then move
during air refueling may increase air refueling echelon to a position 1 nm in front of the force extension tanker(s).
formation spacing from 2 miles to 3 miles. If a mid-mission Once the escorting tanker(s) are stabilized 1,000 feet below
rendezvous is planned, the escorting tanker attempts to and forward of the force extension tanker, the escorting
contact the force extension tanker and passes the ETA to the tanker assumes lead for the formation after a positive verbal
ARCT and updated weather information which may effect lead change. The escorting tanker then clears the fighters
air refueling. Inflight visibility is the determining factor in forward to rejoin.
utilizing VMC versus IMC procedures to conduct air
refueling. For the purpose of these procedures, VMC is Non-air-to-air radar equipped fighters rejoin visually with
defined as visibility equal to or greater than 2 nm. IMC is their respective escorting tanker. Air-to-air radar equipped
defined as visibility less than 2 nm. fighters rejoin using radar guidance if required. If IMC
prevails and poor visibility precludes visual rejoins, force
The following procedures are the standard for force extension tanker(s) may momentarily reduce separation to
extension tankers refueling escort tankers. Any deviations to 0.5 nm and 500 feet vertical separation to facilitate the
these procedures are not authorized unless coordinated rejoin.
between all tankers (escorting and force extension),
receivers, and mission commander. If predeparture briefing Once all fighters have rejoined on their respective escorting
is not conducted due to geographically separated departure tanker, the force extension tanker(s) depart the stream from
locations, the escorting tanker coordinates changes inflight the rear of the formation.
to the force extension tanker upon initial contact, prior to
the air refueling rendezvous. If the formation reaches the end A/R point and visual rejoins
are not possible, force extension tankers continue along the
When simultaneous refueling of fighters and escorting receivers route of flight until visual rejoins are possible, fuel
tanker is required, 310 KCAS (KC-10) or 295 KIAS permitting. If the force extension tanker(s) reach BINGO
(KC-135) normally is used as refueling airspeed for the FUEL, or after the end A/R point and the fighters have not
formation. The lead force extending tanker determines air rejoined with the escorting tanker(s), the entire formation
refueling airspeed based on aircraft type, altitude, weight, aborts to a suitable alternate airfield.
weapons load, etc.
The tanker radar should be used for position monitoring
FORCE EXTENSION PROCEDURES - VMC. throughout the maneuver. It is the force extension tanker
leader responsibility to inform the entire formation of
Fighters join on the force extension tanker when cleared by current heading and airspeed until relieved of that
the escorting tanker pilot. After all fighters have joined on responsibility by a lead change. The force extension
the force extension tanker, the escorting tanker is cleared for tanker/cell reforms at the top of the air refueling block.
refueling. Fighters should fly a loose wing formation and Once the fighters have rejoined on their respective escorting
remain with their force extension tankers in the event a tankers, the escorting tanker/cell reforms at the bottom of
breakaway occurs. the block. Cell separation is accomplished by the force
extension or escorting tanker cell increasing/decreasing
FORCE EXTENSION PROCEDURES - IMC OR airspeed as determined by mission requirements and/or the
NIGHT. pre-mission brief. Force extension or escorting tankers
should not make any climbing or descending turns to depart
Air-to-air radar equipped fighters, when cleared by the the stream until the tanker cells are identified visually or by
escorting tanker pilot, fly 1.5 to 2 nm trail (6 o’clock) radar, are well clear, and verbal
position, 2,000 feet below their assigned force extension

8-18 Change 1
 CSTO SR1F-15SA-1-2

coordination is made between tanker cell leaders. All SEPARATION/TERMINATION

aircrews must clear aggressively and be cognizant of
potential converging headings or conflicts. PROCEDURES.

LOST WINGMAN PROCEDURES. Following completion of air refueling, the receiver(s)

maneuver to prescribed formation position, obtain tanker
post air refueling report and return to the primary refueling
If a receiver aircraft becomes lost during refueling
frequency (if applicable). After the receivers have reformed,
operations or during buddy cruise, the following procedures
the tanker leader provides the receiver leader with present
apply.
position in relation to the planned completion point.
Additional information is provided if requested, i.e.,
a. If a tanker or receiver detects weather (by radar,
weather information, nearest abort bases, etc. The receiver
reduced visibility, etc.) which may require a
leader requests the no wind heading and distance to the next
receiver to go lost wingman, the tanker should
checkpoint unless he has a positive fix from which to
make any required navigational corrections, then
navigate.
fly straight and level. Any subsequent turns
required should be made with 10° of bank
SEPARATION FROM A SINGLE TANKER.
maximum and called over the radio (i.e., “Tanker
21 is rolling into a 10° right turn”).
The tanker and receiver leader coordinate on the method of
b. The receiver flying on the tanker’s wing
separation. Normally, after the receiver flight has reformed,
simultaneously informs the leader and turns away
they clear the tanker by descending or as directed by the
using 15° of bank for 15 seconds, then resumes
controlling agency. Receivers maintain a safe clearance
heading.
from the tanker as they proceed on their assigned mission.
c. The receiver flying on the wing of the above
receiver (third in the echelon) simultaneously
CRUISE CELL TERMINATION (VMC).
informs the leader and turns away using 30° of
bank for 30 seconds, then resumes heading.
When cleared by the receiver leader, elements join on their
d. The receiver flying on the wing of the above
respective flight leaders. The receiver force then reforms to
receiver (fourth in the echelon) simultaneously
the left and slightly below the lead tanker. After receiving
informs the leader and turns away using 45° of
clearance from the tanker leader and the appropriate
bank for 30 seconds, then resumes heading.
controlling agency, the receivers proceed on their assigned
e. The receiver who is flying in the precontact or
missions maintaining safe clearance from the tanker
contact position simultaneously reduces airspeed
formation.
10 knots and descends 500 feet below refueling
altitude. Hold refueling heading and after 30
CRUISE CELL TERMINATION (IMC).
seconds resume normal airspeed.
f. If the above procedures are started while tanker(s)
Ten minutes prior to reaching the cell termination point (if
are in a turn, request tanker(s) roll wingslevel and
the point is other than destination approach fix), the
call rollout heading.
receivers reform in left echelon on the left wing of the
g. Notify flight leader or tanker commander of the
tankers. Upon reaching the cell termination point, the
situation.
tanker(s) climb straight ahead 3,000 feet and then turn to the
h. Attempt rejoin only after receiving clearance from
desired track, maintaining cell formation. Receivers
the tanker and when within radar or VMC
maintain heading, altitude, and airspeed for 3 minutes. At
capability.
this time, if flight formation rejoin is impractical, number 1
receiver element descends 1,000 feet below base altitude,
ABORT PROCEDURES. number 2 receiver element descends 500 feet to the base
altitude, number 3 receiver element maintains altitude which
If a receiver aborts during an air refueling mission the is 1,000 feet above the base altitude, and number 4 receiver
receiver leader determines the course of action to be taken. element climbs 500 feet to an altitude which is 2,000 feet
above base altitude. Receiver elements then proceed with
their mission independently as shown (figure 8-12).

Change 1 8-19
CSTO SR1F-15SA-1-2

CELL TERMINATION AT TERMINAL APPROACH aircraft of the cell note individual altimeter errors
FIX. at the cruise altitude with 29.92 inches Hg set on
the altimeter and fly their assigned altitudes after
Due to the many possible combinations of tanker/receiver cell separation with these errors applied.
formation, terminal designation weather, and terminal
airfield penetration facilities, it is impractical to designate ELEMENT PENETRATION.
one optimum method for penetration at the destination. The
following methods should be considered. If conditions exist which necessitate a more expeditious
recovery (fuel shortage, emergency, etc.), a basic cell
a. From the final air refueling point, tankers and penetration may be made. Penetration airspeed and descent
receivers can be scheduled at their individual rate are coordinated between the tanker and receiver leader.
optimum airspeeds to provide spacing for the When VFR, the receivers break off and enter initial for a
penetration. VFR landing.
b. After the receivers have a positive TACAN lockon,
they normally depart the tankers and proceed to RECEIVER RADAR REJOIN PROCEDURES - IMC.
destination as directed by the appropriate
controlling agency. If receiver radar rejoin is desired at the completion of the
c. When available, Radar Approach Control cell termination, the following procedure should be
(RAPCON) should be used with enroute descents initiated.
to obtain aircraft separation.
d. The element (one tanker/two receivers) may a. Each receiver maintains his respective altitude.
penetrate as a unit. Weather minimums for this type b. The receiver formation leader maintains heading
approach are 2,500 feet and 3 nm. and each of the following receiver elements
simultaneously turn left 15° on the formation
NOTE leader’s command.
c. Numbers 2, 3, and 4 elements maintain this
A low fuel altitude is designated 2,000 feet below heading for 1, 2, and 3 minutes respectively and
base altitude for immediate descent of receivers then resume the original heading.
with low fuel or an emergency condition. Receiver d. The flight then rejoins on radar using the
altitude changes should be coordinated by the procedures for radar join-up with tankers.
receiver cell leader with the ATC agency. All

8-20 Change 1
 CSTO SR1F-15SA-1-2

CELL TERMINATION PROCEDURE

Figure 8-12

Change 1 8-21
CSTO SR1F-15SA-1-2

RENDEZVOUS PROCEDURES
AIR REFUELING RENDEZVOUS. Four consecutive altitudes are requested by the tanker for
rendezvous and refueling. When four altitudes are available,
the rendezvous is effected with the tanker at the second
NOTE altitude and the fighter at the third. For example, when the
To enhance visual tanker acquisition, the receiver refueling altitudes available are FL290, 300, 310, 320, the
or ground agency controlling the rendezvous may tanker is at FL310 and the fighters at FL300 for rendezvous
request the tanker to jettison fuel. It should only be thus providing 1,000 feet above the tankers and 1,000 feet
used if a receiver low fuel state or other similar below the fighters. When tankers are in cell they stack up
circumstances require the rendezvous be expedited. from FL310, in this specific case.

The type of rendezvous (RZ) is dictated by mission When only three altitudes are available, the tanker is at the
requirements, weather conditions, etc. If weather conditions top altitude with the fighters at the mid altitude providing
for join-up at cruise altitude are VFR, an enroute 1,000 feet below the fighters.
rendezvous may be used. When tanker and receivers operate
as separate flights, the point parallel rendezvous is primary. When only three altitudes are available and the refueling
involves tanker cell formation, the highest tanker within the
After radio contact has been established, both tankers and cell should be at the top of the block. To accomplish this,
receivers should be tuned to the same NAVAID, if possible, the tanker leader is placed at an altitude that permits the
to improve rendezvous capability. highest tanker in the cell to be at the top of the block. For
example, when there are two tankers and available block is
FL270-290, tanker leader would be at FL285 and number
NOTE two tanker is at FL290. The fighters would rendezvous at
• For receiver directed rendezvous the receiver’s air- FL275 (1,000 feet below the lowest tanker).
borne radar equipment (if available) is the primary
means to accomplish a rendezvous. A/A TACAN is The above procedures do not apply when aircraft are
used as a backup. operating on an Altitude Reservation (ALTRV), or when
clearance has been granted for aircraft to operate as an
• Ground radar assistance should be utilized to the max- enroute cell. In these cases, the altitude block provides
imum for all rendezvous. The tanker commander mon- airspace necessary to accommodate the type of formations
itors GCI/FAA frequency and confirms receiver being used (standard or nonstandard) with at least 1,000 feet
range/bearing information to ensure positive identifi- between the highest receiver and lowest tanker during
cation during the rendezvous. FAA radar assistance is rendezvous and at least 1,000 feet below the air refueling
terminated when the receiver reports visual contact formation once the rendezvous is complete.
with tanker.
RENDEZVOUS TRACK.
ALTIMETER SETTINGS.
Receivers pass over the ARIP, if applicable, and make good
Unless otherwise directed, an altimeter setting of 29.92 the planned inbound track to the ARCP. If deviation is
inches Hg is used for air refueling operations at or above required because of weather, etc., receivers should not
transition altitude or when over water and operating in attempt rendezvous or proceed to the ARCP until the
accordance with ICAO procedures. For all other air deviation has been approved by ARTCC and coordinated
refueling operations, the briefed altimeter setting is used. with the tanker. If radio contact between the tankers and
receivers is not established prior to the ARCT, the tankers
RENDEZVOUS ALTITUDE BLOCK. are over the ARCP at the ARCT.

8-22
 CSTO SR1F-15SA-1-2

TANKER RENDEZVOUS a like formation, positioned 1,500 feet to the rear of the first
flight or 2-3 nm radar trail, depending on weather
EQUIPMENT. conditions. When the tankers are established on the on
course track, the receiver leader positions his flight 3 nm to
KC-135 tanker rendezvous equipment consists of the the rear of the last tanker. When all tankers in the cell are in
following: positive radar contact, receivers climb to 1,000 feet below
base altitude.
a. A/A TACAN - DME only
b. Radar beacon AN/APN-69 (all aircraft) and If visual contact has been established, the flight/section
AN/APN-134 (some aircraft) leader initiates join-up on the last tanker. When the
c. Automatic direction finder - AN/ARA-25. appropriate wingmen have visual contact and are within 1
nm of their tanker, the leader drops them off and proceeds to
KC-10 tanker rendezvous equipment consists of the the next tanker. The receiver leader continues as above until
following: all wingmen are on their appropriate tankers, then joins the
lead tanker.
a. Radar beacon (APX-78, two pulse, variable width
b. UHF/DF If not in visual contact at 3 nm, the receiver flight/element
c. A/A TACAN (range and bearing) leader clears the last receiver flight to join on the last tanker.
d. INS. The last receiver flight then turns to the right and joins on
the last tanker while climbing to 500 feet below base
RECEIVER FORMATION DURING altitude; then maintains this altitude until visual contact with
the tanker is established. The first receiver flight joins on
RENDEZVOUS. the number 2 tanker, maintaining 1,000 feet below base
altitude until visual contact is established. Each receiver
Formation procedures after level off or from the ARIP until leader offsets his tanker target 15° to the left and closes at
join-up with the tankers as follows: approximately 50 knots above the tanker KCAS. Aircraft
with operable airborne radar equipment close no closer than
NOTE lockon limits of the radar. Receivers losing radar lock
between 1 nm and minimum range should ensure 1,000 feet
Formation lead changes and join-ups are normally altitude separation is maintained and discontinue
completed prior to departure from the Air rendezvous attempts until adequate range separation (1 nm)
Refueling Initial Point (ARIP). Should such is achieved or radar lockon is regained. Range closure
maneuvers be required subsequent to departure and limitation for non-radar equipped receiver(s) or receiver(s)
prior to join-up on the tanker(s), the rendezvous without radar lockon is 1 nm. When visual contact with the
should not be continued unless the flight leader is tanker has been established, the receiver element forms in
positive of his position in relation to the tanker(s) the precontact position, and the receiver flight leader turns
and the published A/R track. left, then right back to heading and joins on the next tanker
in the cell using the same procedure.
RECEIVER FORMATION DURING RENDEZVOUS,
DAY VMC. The flight leader’s wingmen after flight separation echelon
to the right. If visual contact with the tankers is not
These procedures require visibility 5 miles or better. Flights established, receivers maintain 15° offset, applicable
are in trail, offset to the right of the preceding flight. When altitude, and minimum slant range until cell termination
all aircraft are in visual contact with the tankers, each procedures are accomplished.
aircraft/flight joins with the respective tanker as briefed.
EARLY ARRIVAL AT TANKER(S).
RECEIVER FORMATION DURING RENDEZVOUS,
IMC OR NIGHT. Once a join-up is initiated, and it is necessary for the joining
receivers to hold while waiting for a preceding flight to
The receiver formation is formed into flight(s) of four complete their operations, the joining flight
aircraft in close or route formation, succeeding flights are in

Change 2 8-23
CSTO SR1F-15SA-1-2

joins in a position 600-800 feet out (laterally) from the identify the tanker, the receiver should attempt to
receivers in the observation position if in VMC; or flies identify the tanker rendezvous beacon as soon as
offset laterally 1-3 nm in trail if in IMC, and maintains possible so that an alternate method of
1,000 feet below tanker base altitude. The decision on identification may be used if unable to receive the
which side to join is based on the direction of orbit of the beacon. Only the tanker cell leader or his
tanker, departure intentions of the receiver flight refueling, designated alternate, if applicable, operates the
and the presence of additional holding receiver flights. rendezvous beacon.

POINT PARALLEL RENDEZVOUS.

The point parallel rendezvous is used to effect a rapid

join-up between the tanker and receiver with minimum
Joining flights of receivers should not close astern
receiver maneuvering. The tanker and receiver approach on
of a tanker that is conducting refueling operations
reciprocal headings offset, left or right, a distance equal to
with other receivers. The wake turbulence
the tanker turn diameter. At a predetermined turn range, the
generated by these aircraft during
tanker executes a turn to the receiver heading to roll out
departure/changing of positions, if encountered,
approximately 1-3 nm ahead of the receiver. Normally, the
can result in loss of aircraft control.
tanker aircrew has responsibility for the overall refueling
operation and rendezvous and establishes the offset and turn
EARLY ARRIVAL OF RECEIVER(S).
point. When tanker systems are degraded, the situation
dictates, for training, the tactical air controller or receiver
The following procedure is utilized in the event the
may be responsible for the execution of the rendezvous.
receiver(s) arrives ahead of the tanker at the ARIP or ARCP
Specific rendezvous responsibilities should be in accordance
point. The receiver orbits at an altitude that ensures at least
with AFI 11-214.
1,000 feet separation between tanker and receiver or any
elements of tanker and receiver cells. If receivers hold at the
A successful point parallel rendezvous requires the tanker to
ARCP they normally enter a left hand holding pattern using
maintain the proper offset and the receiver to fly the
2 minute legs at 1,000 feet below air refueling altitude.
specified rendezvous track from the ARIP to the ARCP.
Emission Option 2 is the normal rendezvous and air
RENDEZVOUS PROCEDURES.
refueling procedure. The receiver calls 15 minutes prior to
the ARCT and relays call sign, ETA (minutes early or late),
Tanker Identification.
altitude, and hot armament check (if applicable). The tanker
then confirms his call sign, air refueling altitude and timing
Tanker identification is critical in congested refueling
(minutes early or late) if it affects the rendezvous. If either
airspace. Available aids used in any combination should be
the tanker or the receiver is not on the appropriate
used to confirm tanker location/identifications prior to and
rendezvous altitude, another radio call should be made when
during the rendezvous.
the proper rendezvous altitudes are established. If both
tankers and receivers are on a common GCI/FAA frequency
These aids include GCI/FAA ground radar, tanker/receiver
to obtain ground radar rendezvous assistance, the change to
radar, INS/EGI, A/A TACAN, UHF/DF steers, common
air refueling frequency may be delayed until positive
ground TACAN stations, and radar beacons/IFF/SIF
radar/visual contact is established. If under radar control,
interrogation systems for receivers so equipped.
obtain bearing and distance to the tanker prior to changing
to air refueling frequency. Receivers call departing the
NOTE
If the radar beacon is to be used to positively

8-24 Change 1
 CSTO SR1F-15SA-1-2

ARIP and maintains cruise speed at 1,000 feet below tanker

APPROXIMATE SLANT BEARING
base altitude until visual contact is made with the tanker(s).
RANGE DISTANCE (DEGREES)
(nm)
The receivers proceed from the ARIP to the ARCP using all
navigational aids available to maintain the centerline. When 25 21
it is determined the receiver is at or inside the ARIP, the
tanker turns to, or continues on, the reciprocal of the 21 26
receiver’s inbound track and establishes and maintains the
20 27
proper offset until reaching the planned turn range.
However, receivers should not deviate from the 13 45
ARIP/ARCP centerline unless directed to do so by the
tanker. When rolled out toward the ARCP, the tanker adjusts
to the appropriate air refueling speed. At the turn range, the NOTE
receiver assumes the responsibility for closing on the tanker. • The above slant range/bearing chart applies only to the
KC-135 at approximately 28,000 feet. It is based on
NOTE 9.5 nm lateral offset with the tanker using 30° of bank
during the turn to refueling heading. The KC-10 nor-
Radio silence is broken if the tanker or receiver mally uses 25° of bank or less during the turn to refu-
determines that either the tanker or receiver eling heading and approximately an 11.5 nm offset.
exceeds ATC protected airspace while Normally, the turn range with KC-10 is 2-6 nm greater
maneuvering to attain the offset. than the turn range with KC-135.
The tanker INS/DNS is the primary means of maintaining • When more than one tanker is involved, it may be nec-
the offset and the A/A TACAN is primary for range essary to add 1 nm to the turn range for each addi-
information. To provide A/A TACAN ranging, the tanker tional tanker in the formation to make sure receiver
and the receiver (one airplane per cell) turn to the assigned leader is 3 nm in trail of the appropriate tanker at roll
A/A TACAN channels 15 minutes prior to the ARCT. The out.
receiver sets the numerically lower A/A TACAN Y-channel
and the tanker sets the higher Y-channel. A/A TACAN At the turn range, the tankers turn to the refueling track and
should be left in A/A until the receiver reaches precontact. adjust to refueling formation. The receiver assumes
Tactical air controllers or receivers who have established responsibility for closing on the tanker at the turn range.
radar contact and positively identified the tanker offset the The tanker notes the receiver’s distance when halfway
tanker to establish a 26° relative bearing at 21 nm range. through the turn back to the ARCP. This is the best time to
The receiver/weapons controller offsets the tanker as determine if an overrun condition exists and the best time
follows: for visual sighting. If an overrun condition exists,
appropriate overrun action should be taken. The last tanker
APPROXIMATE SLANT BEARING in a cell turns the radar beacon to operate, single code, on
RANGE DISTANCE (DEGREES) rollout to refueling heading. At the completion of the turn,
(nm) the receivers are normally 3 nm in trail of the tanker(s).
Tankers adjust to refueling air speed when rolled out toward
100 5
the ARCP.
80 6
RECEIVER TURN-ON RENDEZVOUS.
60 8
Receiver turn-on rendezvous is conducted in accordance
50 10
with the procedures established in AFI 11-214. Receivers
40 13 maintain 1,000 feet below tanker base altitude until visual
contact is made with the tanker(s).
30 18

Change 1 8-25
CSTO SR1F-15SA-1-2

ENROUTE RENDEZVOUS. If A/A TACAN is not available, switching to a common

ground TACAN/VORTAC station for range information
Departure and Climb. may be necessary. The final turn to refueling track is made
when the DME difference equals proper turn range.
The receiver departure time is adjusted to place the receiver
at altitude in trail of the tanker. UHF/DF.

The tanker levels off, on course, at the programmed cruise For DF steers, receivers are requested to use the mike
altitude and established at 260 KCAS to permit receiver switch without talking. The receiver transmits on the air
overtake. The receiver levels off, on course, 1,000 feet refueling frequency approximately 10 seconds out of every
below the tanker’s base altitude and establishes a closing 20 second period, ending each transition with the receiver’s
airspeed. All available rendezvous aids are used to effect call sign. When the receiver position shows proper turn
tanker/receiver closure until visual contact is made. Tankers range bearing (no wind) from the tanker heading, the tanker
accelerate to enroute or refueling airspeed at the direction of turns to the refueling track. Notify the receiver when the
the receiver. turn is started. At the receiver’s request, the tanker transmits
a homing signal.
ALTERNATE RENDEZVOUS PROCEDURES.
ETA.
Tanker and receiver crews must be prepared at all times to
accomplish the rendezvous using whatever resources are When adequate navigational check points are available, the
available. When rendezvous equipment is degraded, tankers tanker may adjust final orbit pattern to arrive over Air
and receivers fly the same profiles as described in previous Refueling Control Point (ARCP) on the air refueling
paragraphs. The following are some suggested alternate heading at the receiver(s) ETA to the ARCP.
rendezvous procedures which should be used in any
combination to ensure a successful rendezvous. FAA Assistance.

NOTE FAA facilities may be used for vector and separation

advisories. FAA ground radar assistance is used to the
Initial visual contact between the receiver and maximum when conducting rendezvous with significantly
tanker may be enhanced, inflight weather degraded equipment to ensure a successful rendezvous.
conditions permitting, if the tanker jettisons fuel to
increase its visual target. This procedure may be POINT PARALLEL RENDEZVOUS WITH TANKER
initiated/requested by the tanker, receiver, or the ESCORT.
ground agency controlling the rendezvous. It
should only be used if a receiver low fuel state or The receivers join on the escorting tanker in the briefed
other similar circumstances require the rendezvous sequence. The orbiting and escorting tankers are responsible
be expedited. If required, the tanker dumps fuel in for effecting the rendezvous.
500-1,000 pound increments until positive visual
contact can be maintained. ANCHOR REFUELING PROCEDURES.

Radar/Rendezvous Beacons. An air refueling anchor is a left-hand racetrack pattern with

legs separated by 20 nm and normally a minimum leg length
The receiver/tanker beacons may be used for range and of 50 nm (figure 8-13). Tankers adjust from enroute cell
offset information with suitably equipped airplanes. formation to the air refueling formation of 20° right echelon,
Depending on equipment capability, one airplane should 1 nm nose-to-nose separation, stacked up at 500 foot
maintain the planned outbound or inbound track while the intervals during the final turn to the air refueling track.
other airplane maneuvers to establish the planned offset.
The tanker should clearly establish which airplane will be When the receivers are inbound, the rendezvous is directed
maneuvering. by weapons director or the receiver leader. The tactical air
controller or the receiver leader (as
Common Ground Station.

8-26 Change 2
 CSTO SR1F-15SA-1-2

ANCHOR PATTERN

Figure 8-13

appropriate) determines the type rendezvous to be made. After the receiver flight is joined up, the anchor pattern is
The tanker adjusts to refueling airspeed when directed by used for refueling. If cleared by the tanker commander,
receiver leader. Receivers rendezvous 1,000 feet below subsequent receiver fights may depart the ARIP prior to the
refueling base altitude until visual contact is established. previous receiver flights departing the anchor area when the
receivers have the capability to assure safe aircraft
In the event tactical air control radar is not available to separation and to join on the tanker using receiver turn-on
control anchor refueling operations the following alternate rendezvous procedures.
procedure should be used. The tanker establishes a normal
point parallel rendezvous at the anchor point. Receiver Make sure at least 1,000 feet separation is provided between
flights proceed to an anchor ARIP a minimum of 70 nm each joining flight, and between the highest flight and the
upstream from the anchor point. Receivers rendezvous lowest refueling element until visual contact is established.
1,000 feet below the refueling base altitude until visual Use of secondary frequency is recommended. To preclude
contact is established. Normal point parallel rendezvous conflict with receivers clearing the tanker or during a
orbit (fighter) procedures are used for the rendezvous. breakaway, make sure fighters maintain adequate in-trail
spacing from the refueling formation.
NOTE
NOTE
Unless directed otherwise by the tanker, the
receiver flight accomplishes 360° left turn at the If subsequent flights are cleared to depart the ARIP
upstream end of the anchor pattern to enable the and air refueling is not complete prior to join-up, a
tanker to turn toward the receiver flight for fighter turn on rendezvous should be made. If this
rendezvous. is not possible these fighters should hold at the
ARIP until air refueling is complete.

Change 1 8-27
CSTO SR1F-15SA-1-2

RENDEZVOUS OVERRUN. The following paragraphs outline procedures for

accomplishing the enroute rendezvous.
In the event of an overrun by fighters, the receiver(s) pass
1,000 feet below the tanker to ensure positive vertical Tanker(s) and receiver(s) join-up at the RZ by controlling
separation. The receiver decelerates to 290 KCAS or onset timing so they arrive at the RZ at the same time. Timing to
of buffet, whichever occurs first, and maintains air refueling the RZ may be adjusted using differential airspeeds, orbit
heading. The tanker accelerates to (KC-135) 355 KIAS (350 delays or timing triangles. If a planned orbit delay is used,
KCAS) or Mach 0.90, (KC-10) 350 KIAS or Mach 0.88, receiver(s) and tanker(s) may accomplish join-up in the
whichever is lower, and maintains air refueling heading. orbit.
When the tanker is in positive visual contact ahead of the
receiver, the tanker decelerates to air refueling airspeed, and Assigned altitudes at the RZ point provide at least 1,000 feet
normal closure procedures are employed to establish separation between affected airplanes (highest tanker and
contact. lowest receiver), with the receivers normally at the highest
altitude. If the receiver(s) planned level off altitude is within
ENROUTE RENDEZVOUS PROCEDURES. 30 minutes flying time from the ARIP, the receiver(s) may
level off below the tanker and maintain an altitude which
An enroute rendezvous may be used when the tanker(s) and provides a minimum of 1,000 feet vertical separation
receiver(s) fly individual plans to a common rendezvous between the highest receiver(s) and the lowest tanker(s).
point, where join-up is accomplished, and continue enroute
cell formation to the ARCP. Communications should be in accordance with specified
emission option. If radio contact between the airplanes has
These procedures may provide an orbit delay or timing not been established prior to the rendezvous control time or
triangle enroute to the ARCP. It is not appropriate to the adjusted rendezvous control time, airplanes maintain
accomplish a point parallel rendezvous at the RZ because altitude and depart the RZ to cross the ARCP at the ARCT.
the length of the orbit legs cannot be extended. Tankers Delays at the ARCP use normal orbit procedures unless
depart the RZ point to make good the ARCT or the otherwise directed. If there is minimal separation between
receiver’s ETA to the ARCP. following aircraft or cells using the same track, orbits at the
ARCP require close coordination and thorough crew
briefings to ensure altitude separation.

When the aircraft or cells pass the ARIP/SD, the tanker(s)

and receiver(s) echelon and the receiver(s) begin descent to
When closed interval stream operations are being
the base air refueling altitude. Receiver(s) descend to be at
conducted, do not use orbit delays to control
the base altitude 80 nm prior to the ARCP. Tanker(s)
timing.
maintain published buddy cruise KCAS and adjust to air
refueling airspeed crossing the ARCP.
Either tanker(s) or receiver(s) may be scheduled to arrive at
the RZ point first, orbit if necessary, and then depart at a
preplanned time. NOTE
For peacetime training missions, the ARIP or the
The rendezvous point is located a minimum of 50 nm prior ARCP may be designated as the RZ point. In these
to the ARIP/SD. Tracks from the ARIP/SD may be cases, cells echelon and start descent to the base
established from any direction and need not necessarily be refueling altitude as soon as practical after
an extension of the air refueling track. rendezvous completion.
If orbit delays are required they are accomplished by If prebriefed, tanker(s) and receivers may adjust to air
orbiting at the RZ point along an extension of the track from refueling airspeed and begin air refueling after passing the
the RZ to the ARIP/SD. Orbit in a racetrack pattern using RZ point. Once departing the RZ/ARIP the tanker(s) should
30° banked turns and a maximum of 15 nm straight legs fly centerline. The receiver is the maneuvering aircraft. If
(unless operational directives specify longer straight legs). the tanker is behind the receiver, the tanker should
accelerate and pass slightly off the left wing of the receiver.

8-28 Change 1
 CSTO SR1F-15SA-1-2

EMISSION OPTION 3. crews/planners coordinate certain items during mission

planning/development. Minimum items include:
Mission Planning.
a. Rendezvous altitudes
The elimination of the 15 minute prior calls increase the b. RZ time and ARCT
element of risk, and the following guidelines should c. Inbound courses to the RZ/ARIP
enhance safety considerations. d. Radio silent termination time in the event of a
missed rendezvous.
a. Normally accomplish when clear of clouds.
b. If unable to remain clear of clouds, tanker(s) and MISSED RENDEZVOUS PROCEDURES.
receiver(s) should immediately confirm altitudes.
c. The receiver and tanker inbound courses to the If contact is not established at the RZ/ARIP the tanker
RZ/ARIP must be separated by a minimum of 30°. arrives at the ARCP at the ARCT. This procedure begins
d. The receiver and tanker inbound legs to the when either aircraft arrives at the ARCP and does not have
RZ/ARIP must be a minimum of 40 nm in length. visual contact with the other. In this case a left hand orbit
should be entered and orbit controlled so as to be over the
Type rendezvous should be an enroute rendezvous at the ARCP at intervals of every 8 minutes (ARCT plus 8, plus
ARIP with both aircraft using the same RZ time. The 16, etc.). While in the orbit, every attempt should be made
receiver should rendezvous 1,000 feet below the tanker. An to establish visual contact with the other aircraft. The length
ETE from the ARIP to the ARCP should be planned which of the delay and decision as to how long to continue radio
permits an airspeed which falls in the middle of the aircraft silence should be determined during mission
speed performance envelope. It is essential that planning/development prior to flight.

Change 1 8-29
CSTO SR1F-15SA-1-2

AIR REFUELING PROCEDURES

The tanker boom is controlled by the boom operator while
the fuel transfer (pressure, flow, quantity, etc.) is normally
controlled by the tanker crew from the pilot’s compartment.
In IMC when visibility is such that lost wingman procedures
• The receiver stabilizes in the precontact position and
may be necessary, receiver formations and the refueling
attains a zero rate of closure. If the receiver fails to
sequence is structured so that no more than three aircraft are
attain stabilized position, or it becomes apparent that a
on each wing of the tanker.
closure overrun will occur, a breakaway should be ini-
tiated. Failure to initiate a breakaway under closure
REFUELING SEQUENCE. overrun conditions can result in a midair collision.

FINGERTIP FORMATION. • Upwash and downwash effects may occur drawing the
aircraft together. Low pressure areas created by an
Normally the leader proceeds to the precontact position. overrunning receiver flying under the tanker will
Number 2 proceeds to the lead elements observation affect static ports causing possible erroneous airspeed
position. The second element proceeds to an observation and altitude indications to both aircraft. The tanker
position on the tanker’s opposite wing. Each subsequent autopilot altitude hold function may sense the low
receiver visually clears and moves from the observation pressure as a climbing indication and initiate a descent
position to the precontact position. The refueling sequence into the lower aircraft.
is designated by the receiver leader. Each receiver, after
refueling is completed, rejoins to an outside wing position
of his original element. When all receivers have completed
refueling, the receiver force rejoins to the left or right, as
briefed, and slightly below the tanker.
If notified that the forward air refueling receptacle
ECHELON FORMATION (VMC ONLY). door is vibrating, do not accomplish air refueling
unless an emergency exists. Contact with the boom
Normally, the leader proceeds to the precontact position. may cause loss of the air refueling door.
Number 2 proceeds to the observation position with the
remainder of the flight. Refueling sequence will be as BOOM AND RECEPTACLE
directed by the receiver leader. Each receiver visually clears PROCEDURES.
and moves from the observation position to the precontact
position. The receivers, after refueling is completed, rejoin
the echelon formation on the tanker’s opposite wing. NOTE
For night operations prior to closing for contact
PRECONTACT. with the tanker, coordinate with the boom operator
if needed on lighting brilliance to avoid impairing
All precontact air refueling checks are completed in the night vision.
observation position, or if proceeding directly to the
precontact position, prior to leaving that position for When cleared, move forward to the contact position and the
hookup. When cleared by the boom operator, move to the boom operator makes contact. The receiver may request
precontact position. After the receiver has stabilized in the assistance from the boom operator in obtaining and
precontact position, the receiver moves to the contact maintaining position.
position.

8-30 Change 1
 CSTO SR1F-15SA-1-2

a. From the precontact position, the receiver moves operator to return to the contact position. Upon disconnect,
very slowly with a 2-3 knot closure until reaching slowly reduce power and drop down and aft.
the contact position. When aligned, the canopy
centerline is under the right edge of the tanker
fuselage. When closing on the boom, constant
cross reference between the boom and the tanker
fuselage alleviates any tendency to chase variations
of boom trail position due to turbulence. • Remain stabilized in the contact position until the
b. When the boom tip hovers over the slipway door, boom operator visually confirms a disconnect has
maintain this position. The boom operator then been made. This prevents damage to the boom and/or
makes the contact. receptacle through a brute force disconnect.
c. To maintain proper contact elevation and boom
extension refer to the director lights located on the • Brute force disconnects can occur unintentionally as
bottom of the fuselage of the tanker as shown the result of rapidly exceeding boom limits or failure
(figures 8-7 and 8-8.) With the seat adjusted so the of the receptacle toggles to release when a disconnect
pilot’s helmet is approximately 5 inches below the is initiated.
canopy, the director lights can be seen below the
canopy bow. While in position, the canopy bow The KC-10 aerial refueling boom is controlled by a digital
should be positioned at the intersection of the fly-by-wire system. Certain failure conditions of this system
tanker’s right wing and fuselage. Moving the left may cause one or more axes of the boom control system to
mirror aids in observing the boom markings. While become inoperative. If this occurs, the boom operator may
in contact position, there is freedom in all three not be able to maneuver the boom to avoid striking the
axes as depicted in (figures 8-9 and 8-10). receiver airplane. In this situation, the boom operator issues
instruction to direct the receiver to a position where a safe
disconnect can be affected.

• If the signal amplifier has failed, advise the tanker that

override procedures will be required. The aircrew
• When notified that a KC-10 boom flight control sys-
should assume that the amplifier has failed if the
tem failure has occurred, do not initiate a disconnect
receiver director lights fail to illuminate following ini-
unless directed by the boom operator.
tial contact and the boom operator has verified that the
director lights switch is on. Failure of the director
• Follow the boom operator’s instruction explicitly. To
lights to illuminate on initial contact is an indication
reduce the probability of boom strike after disconnect,
that the amplifier has failed.
it may be necessary to remain in a stabilized position
to allow for aerodynamic fairing of the boom control
• Attempts to affect a contact during loss of any air refu-
surfaces.
eling lighting that results in less than desired illumina-
tion is at the discretion of the boom operator.
KC-10 INDEPENDENT DISCONNECT SYSTEM.
DISCONNECT.
Another feature of the KC-10 is the independent disconnect
system. This system allows the KC-10 boom operator to
In the event of failure to obtain a contact and after each
obtain a disconnect even when the receiver’s toggles remain
disconnect, the receiver moves aft and stabilizes in a
in the latched position. This system should be used in lieu of
position in trail of the boom or in precontact position, resets
a brute force disconnect.
air refueling system and awaits clearance from the boom

Change 1 8-31
CSTO SR1F-15SA-1-2

QUICK FLOW AIR REFUELING initiated while a receiver is transitioning from the
observation position to the on-deck position, that receiver
PROCEDURES. follows the receiver that was on the boom.

Fighter type receivers may use quick flow procedures to TOBOGGAN.

expedite air refueling operations. Quick flow allows
receivers to minimize refueling time with maximum fuel
When altitude and atmospheric conditions result in thrust
transfer. Quick flow may be used during day or night
requirements that exceed the receiver’s available thrust, a
operations, in VMC conditions only. If it appears that the
toboggan is necessary. The toboggan technique is a
flight may encounter adverse weather conditions, standard
coordinated effort between the tanker pilot and the receiver
IMC procedures should be used. Coordination between
pilot.
tanker(s) and receivers prior to initiation of quick flow
procedures is required. Air tasking guidance, direct
a. The receiver pilot must signal for a toboggan
communications with the tanker unit, or adding the term
before reaching full military power.
Quick Flow to the initial radio call satisfies coordination
b. The tanker pilot very gently reduces power and
requirements. Tanker lead is the final authority for quick
initiates a rate of descent of approximately 300
flow operations. Right echelon formation is normally used
FPM while maintaining the air refueling airspeed
for quick flow; however, variations are authorized with
throughout the toboggan maneuver.
flight lead coordination and tanker lead approval.
WEATHER ABORT PROCEDURES.
Normally, the receiver flight joins on tanker with the flight
lead moving to the precontact position. Remaining aircraft
Receivers must take every feasible action to enhance the
proceed to the right observation position. Once the flight
possibility of completing air refueling. Such actions include
lead commences refueling, the second aircraft in the air
altitude and course deviations necessary to avoid severe
refueling sequence moves to the on-deck position (figure
weather. Deviations, when required, must be made
8-14). When the flight lead completes refueling, that aircraft
judiciously. When the receiver leader determines that
moves to an observation position on the tanker’s left wing.
weather conditions are such as to make formations refueling
The second receiver moves from the on-deck position to the
hazardous, he may abort the cell. When the cell is to be
precontact and contact position. With three or more
aborted, the receiver leader instructs the tanker leader to
receivers, the third receiver moves to the On-Deck position.
clear the refueling track. Normal end refueling procedures
The right to left flow continues until all fighters have
apply.
refueled. When the air refueling operation is complete, the
flight may depart the tanker or, if additional refueling is
required, remain in echelon formation on the tanker’s left NORMAL FLIGHT CREW
wing and reverse the quick flow procedures, with a left to PROCEDURES.
right flow. The second receiver assumes a left on-deck
position and quick flow continues in order. Additional HOT ARMAMENT SAFETY CHECK (INFLIGHT).
receivers arriving prior to the first flight completing
refueling operations remain in trail position until they are Prior to closing within lethal range of the tankers, complete
cleared by the tanker to the observation and/or precontact the following checks:
position.
1. GUN (arm) switch - SAFE
In the event of a breakaway, the on-deck receiver follows 2. MASTER (arm) switch - SAFE
the receiver that was on the boom. Any receivers on the 3. SEL JETT knob - AS REQUIRED.
wing remain with the tanker. In the event a breakaway is

8-32 Change 1
 CSTO SR1F-15SA-1-2

Figure 8-14

Change 1 8-33
CSTO SR1F-15SA-1-2

PRECONTACT. When the required amount of fuel has been

transferred, initiate electrical disconnect.
Prior to establishing precontact position, complete the
following checks:

1. RADAR power knob - STBY

2. External tank switches - AS DESIRED
If all fuel tanks are to be refueled, place the If making an outer limit disconnect, high
external tank switches to NORM. separation rates should be avoided to prevent
3. IFF - AS REQUIRED damage to the boom or receptacle.
4. TACAN - REC
5. DEWS equipment - SET 2. READY light - ON
a. XMT switch - INHBT
b. DISP switch - OFF
6. External lights - AS REQUIRED
7. SLIPWAY switch - OPEN
8. READY light - ON Illumination of the READY light does not
necessarily indicate the boom and receptacle have
NOTE separated. Friction and/or binding may retain the
boom in the receptacle. Do not move refueling
If the receiver receptacle light becomes inoperative position until positive visual confirmation of boom
during night refueling, receiver pilots should turn separation is received.
on the anticollision lights as requested by the boom
operator. POST AIR REFUELING.

CONTACT. 1. SLIPWAY switch - CLOSE

1. READY light - OFF

NOTE
When the ready light goes out the boom is
locked into the receptacle. The SLIPWAY switch must be returned to the close
position to reinstate the continuity of the fuel
control panel and restore fuel management. If the
air refueling door stays OPEN, the receptacle light
remains ON with the SLIPWAY switch CLOSED.
Approaching boom limits at relatively high The READY light goes out.
velocity can cause the boom nozzle to bind.
Structural damage can result due to inability to 2. READY light - OFF
disconnect. The READY light OFF indicates normal fuel
pressurization and transfer, regardless of the
position of the refueling door.
NOTE 3. Fuel quantity - CHECK
If the READY light comes on before refueling is 4. External tank switches - AS REQUIRED
completed, a disconnect has occurred, the system 5. TACAN - AS DESIRED
has automatically cycled, and is ready for another 6. IFF - AS DESIRED
contact. 7. DEWS equipment - SET
a. XMT switch - AS REQUIRED
2. Fuel quantity - MONITOR b. DISP switch - AS REQUIRED
8. External lights - AS REQUIRED
DISCONNECT. 9. RADAR power knob - AS REQUIRED
10. MASTER (arm) switch - AS REQUIRED
1. Air refueling release button - PRESS AND HOLD 11. GUN (arm) switch - AS REQUIRED

8-34 Change 2
 CSTO SR1F-15SA-1-2

EMERGENCY AIR REFUELING PROCEDURES

BREAKAWAY PROCEDURES. NOTE

With certain gross weights and airplane configu-
Relative position of both airplanes must be closely moni-
rations, the tanker rate of acceleration on a break-
tored by all crew members during all phases of air refueling.
away may exceed the rate of acceleration for the
When either a tanker or receiver crew member determines
receiver aircraft in the observation position.
that an abnormal condition exists which requires an immedi-
ate separation of the airplanes, that crew member transmits
the breakaway call on air refueling frequency. Abnormal AIR REFUELING SYSTEM
conditions include excessive rate of closure, closure overrun, MALFUNCTIONS.
and engine failure. The airplanes do not have to be in con-
tact-made to call a breakaway. When any system malfunction or condition exists which
could jeopardize safety, air refueling should not be accom-
For all breakaways, transmit the tanker’s call sign and the plished except during fuel emergencies or when continu-
word BREAKAWAY three times (Example: “Chevy 2, ance of refueling is dictated by operational necessity. Any
breakaway, breakaway, breakaway”) and simultaneously time fuel siphoning is noticed, fuel transfer should be
take the following actions indicated. stopped and the receiver notified. The requirement to con-
tinue fuel transfer is at the discretion of the receiver pilot.
a. Tanker pilot - The pilot increases power to obtain for-
ward separation. Unless lateral separation cannot be
assured, the tanker accelerates in level flight and does NOTE
not climb. When the receiver is well clear, the break- • A small amount of fuel spray from the nozzle
away may be terminated. The receiver pilot is notified and receptacle during fuel transfer does not re-
of and acknowledges any reduction in power by the quire fuel transfer to be terminated. The receiv-
tanker to resume air refueling speed. If a climb is er pilot should be notified if this condition
required, the tanker pilot will disengage the autopilot exists and the air refueling operations are con-
and climb straight ahead. If in a turn, the tanker main- tinued or discontinued at the discretion of the
tains the established bank angle until the receiver is receiver.
well clear. The lower rotating beacon is turned on, the
pilot director lights are flashed, and the radar/rendez- • During refueling operations certain tanker mal-
vous beacon is turned to operate, if appropriate. functions may allow large amounts of fuel to
b. Receiver pilot - Press the AAR disconnect, ensure the flow into the receiver aircraft air refueling cav-
boom is clear, and reduce power to drop back and ity. This fuel drains from underneath the for-
downward from the tanker until the entire tanker is ward left wing, appearing to be an inflight fuel
visible. Do not descend below the refueling block leak. Determine if an actual leak exists by
unless required by the emergency. monitoring the fuel gauge.

NOTE FAILURE TO ESTABLISH RECEPTACLE/BOOM

ENGAGEMENT.
If a breakaway is called prior to any receiver reach-
ing the observation position the entire receiver In the event receptacle/boom engagement cannot be estab-
flight executes the breakaway procedure. If a lished, certain malfunctions causing the failure can be
breakaway is called after receiver(s) have reached cleared by pressing the air refueling release button located
the observation position, only the receiver in the on the stick grip. This action should open a failed-closed
contact or precontact position executes the break- receptacle latch and allow receptacle/boom engagement.
away procedure. The receiver(s) in the observation When attempting this
position maintain formation on the tanker.

8-35
CSTO SR1F-15SA-1-2

procedure refer to INOPERATIVE BOOM/RECEPTACLE NOTE

LATCHING, since the receptacle latch does not lock when
boom/receptacle contact is made. Since hydraulic pressure is not available, the boom
does not lock in the receptacle and it is necessary
INOPERATIVE BOOM/RECEPTACLE LATCHING. for the boom operator to hold pressure against the
receptacle during refueling.
When all other recognized means of fuel transfer have
failed, and a bona fide fuel shortage emergency aboard the 4. SLIPWAY switch - CLOSE, AFTER REFUELING
receiver aircraft exists, fuel can be transferred by maintain-
ing boom/receptacle contact using a slight extend pressure SIGNAL AMPLIFIER FAILURE.
on the boom telescope lever. Unusual and varying trim
changes may be required of both tanker and receiver air- Signal amplifier failure is also indicated if the receiver
craft. director lights fail to illuminate following initial contact and
the boom operator verifying that the director light switch is
on.

1. SLIPWAY switch - ORIDE

The receiver pilot must inform the tanker he is
ready to receive fuel and coordinate the disconnect
cycle at the conclusion of refueling.

With the SLIPWAY switch in ORIDE, the tanker

disengage features (both automatic and manual)
are lost. The receiver must initiate all disconnects.
Failure to coordinate and initiate disconnects can
Prior to attempting this method of transferring fuel, cause boom or aircraft damage.
the boom operator briefs the receiver pilot and
thoroughly coordinates the procedures to be used.
Both tanker and receiver crews should monitor the NOTE
refueling with extreme caution. To prevent an undesirable CG condition when us-
ing ORIDE position, STOP REFUEL should be
SLIPWAY DOOR DOES NOT OPEN. selected for the external tanks until tank 1 fuel
quantity is above 1,560 pounds.
1. SLIPWAY switch - OPEN

2. EMERG A/R switch - OPEN

BRUTE FORCE DISCONNECT.
There are two type of brute force disconnect: inadvertent
NOTE
and controlled tension (coordinated).
After the door is open, the slipway lights, recepta-
cle floodlight and the READY light comes on. The NOTE
READY light does not go out during refueling.
Enter any brute force disconnect as a discrepancy
3. Contact position - MAINTAIN in the aircraft maintenance forms. The entry speci-
Be prepared to accept unusual and varying trim fies which type of brute force disconnect occurred.
changes.

8-36
 CSTO SR1F-15SA-1-2

INADVERTENT DISCONNECT. and gradually reduces power to establish a positive separa-

tion rate. Disconnect occurs when boom reaches maximum
An inadvertent brute force disconnect is defined as any extension.
unplanned disconnect which is the result of one of the fol-
lowing:

a. The receiver aircraft moving rapidly to the aft limit

causing mechanical tanker/receiver separation. • A controlled tension brute force disconnect
b. Boom pullout occurs at 38° elevation or below. should be accomplished only as a last resort,
after all other normal and emergency methods
of disconnect have failed.

• The receiver pilot must not jerk the boom out

with rapid thrust change toward IDLE or by
Air refueling is terminated except during fuel emer- using speed brake; to do so may cause serious
gencies or when continuation of air refueling is dic- structural damage. Gradual power reduction
tated by operations necessity. suffices to effect a disconnect.

CONTROLLED TENSION DISCONNECT. • Fly stabilized at contact altitude until certain

the nozzle is clear of the receptacle and slip-
A controlled tension brute force disconnect is defined as an way.
intentional, coordinated disconnect occurring above 38° ele-
vation, accomplished by gradual movement of the receiver • Air refueling for the receiver which required
aircraft to the aft limit, and ending with a smooth tension controlled tension disconnect is terminated ex-
boom pull out. Coordination between the receiver pilot and cept during fuel emergencies or when continua-
the boom operator is required to ensure as smooth a discon- tion of air refueling is dictated by operational
nect as possible. The receiver pilot maintains contact altitude necessity.

8-37/(8-38 blank)
 CSTO SR1F-15SA-1-2

FOLDOUT ILLUSTRATIONS

TABLE OF CONTENTS Electrical System ..........................................................FO-21

Hydraulic Systems........................................................FO-27
General Arrangement ..................................................... FO-3 Flight Controls..............................................................FO-29
Front Cockpit F-15SA.................................................... FO-5 Ejection Seat .................................................................FO-31
Rear Cockpit F-15SA................................................... FO-11 Ejection Seat Performance Charts ................................FO-35
Circuit Breaker Location.............................................. FO-17 Environmental Control System ....................................FO-39
Airplane & Engine Fuel System .................................. FO-19

FO-1/(FO-2 blank)
 CSTO SR1F-15SA-1-2

Figure FO-1

FO-3/(FO-4 blank)
 CSTO SR1F-15SA-1-2

Figure FO-2 (Sheet 1 of 3)

FO-5/(FO-6 blank)
 CSTO SR1F-15SA-1-2

Figure FO-2 (Sheet 2)

Change 2 FO-7/(FO-8 blank)

 CSTO SR1F-15SA-1-2

Figure FO-2 (Sheet 3)

FO-9/(FO-10 blank)
 CSTO SR1F-15SA-1-2

Figure FO-3 (Sheet 1 of 3)

FO-11/(FO-12 blank)
 CSTO SR1F-15SA-1-2

Figure FO-3 (Sheet 2)

FO-13/(FO-14 blank)
 CSTO SR1F-15SA-1-2

Figure FO-3 (Sheet 3)

FO-15/(FO-16 blank)
 CSTO SR1F-15SA-1-2

Figure FO-4

FO-17/(FO-18 blank)
 CSTO SR1F-15SA-1-2

Figure FO-5

FO-19/(FO-20 blank)
 CSTO SR1F-15SA-1-2

Figure FO-6 (Sheet 1 of 3)

FO-21/(FO-22 blank)
 CSTO SR1F-15SA-1-2

Electrical System (Continued)

AC GENERATOR POWERED BUSES

26 VAC AUTO-XFMR A/G STA 5 LCFT STA 5 RCFT STA 4 RDR XMTR & LVPS UTIL PWR RECPT
RIGHT 115/200 A/A STA 3/LCFT STA 3 ENGINE ANTI-ICE LCFT STA 6 RCFT STA 5 R TOT TEMP PRB HTR STA 1/1A
A/A STA 4/LCFT STA 1 GUN POWER R AOA PROBE HTR RCFT STA 6 R WING XFER PUMP STA 1B
VOLT AC BUS A/A STA 6/RCFT STA 1 L FUEL FLOW IND R BOOST PUMP RADAR COOLANT PUMP R XFMR RECT STA 9/9A
A/A STA 7/RCFT STA 3 LCFT STA 4 RCFT AFT PUMP R DUCT PITOT HTR SEAT ADJUST STA 9B

26 VOLT AC INSTR BUS EMD/R FUEL FLOW IND L ENG NOZ POSN IND L FUEL FLOW IND PC-2 HYD PRESS IND R ENG OIL PRESS UTL HYD PRESS IND
L ENG OIL PRESS PC-1 HYD PRESS IND R ENG NOZ POSN IND
NOTE
AC PRESENT RELAY BATT CHRGR DEWS IFF INTRG LCFT AFT XFER PUMP PACS
ADCP BATT HTR EGI INSTR LTS L DUCT PITOT HEATER PITOT MAST HTRS CALLOUTS ON THE INDIVIDUAL BUSES ARE
LEFT 115/200 AFT LCFT XFR PUMP CMPD L AFT FDL INTERIOR LTS L TOT TEMP SNSR POS/ANTI COLLISION LT CIRCUIT BREAKER NOMENCLATURES. THESE DO
A/G STA LC2 CMPD L FWD FORM LTS IRST L WING XFER PUMP RECCE POD NOT NECESSARILY IDENTIFY EACH SYSTEM
VOLT AC BUS A/G STA RC2 CMPD R AFT FWD L CFT XFER PUMP JHMCS L XFMR RECT TANK 1 XFR PUMP POWERED BY THE CIRCUIT BREAKERS.
AIU NO 2 CMPD R FWD HUD L AOA PROBE HTR NAV POD TGT POD
CMWS L BOOST PUMP UFC

ADCP BLEED AIR LEAK DET STORM FL LTS AFT FUEL QTY L ENG LOW ENGY ING R ENG LOW ENGY ING
ESSENTIAL 115/200 AFT UFC CAUT/WRN ADVSY LTS ESS XFMR/RECT FWD UFC L/R CONF TK FWD XFR STORM FLOOD LTS
VOLT AC BUS AIU NO 1 FWD FCC ESS XFMR/RECT L & R PITOT HEAD PUMP FWD
ARR FL LTS CAUT/WRN ADVSY LTS FUEL LVL SENSING HEAT MSOGS PWR

EMER/ESS 115 EMER BST PUMP PWR

VOLT AC BUS FCC ESS XFMR/RECT

BATT 24/28 BATTERY CONTROL FCC CH 2 BATTERY FCC CH 4 BATTERY FCC CH 2 KEEP ALIVE FCC CH 4 KEEP ALIVE RSD FWD BATTERY
VOLT DC BUS FCC CH 1 BATTERY FCC CH 3 BATTERY FCC CH 1 KEEP ALIVE FCC CH 3 KEEP ALIVE

Figure FO-6 (Sheet 2)

FO-23/(FO-24 blank)
 CSTO SR1F-15SA-1-2

Electrical System (Continued)

TRANSFORMER RECTIFIER POWERED
A/A STA 3/LCFT STA 3 A/G STA 5 PWR HOLDING BRAKE MODE SEL PWR RCFT STA 6 PWR STA 9/9A DC PWR 2
PWR A/G STA 8 PWR HYD PRESS MPCD L AFT RT RAMP CONTR STA 9B DC PWR 1
A/A STA 4/LCFT STA 1 AERP ICE DET MPCD R AFT R WING XFER PUMP STA 9B DC PWR 2
RIGHT 28 VOLT PWR ARM BUS CONT LANDING LIGHT RDR XMTR & LVPS SEAT ADJUST TAXI LT
A/A STA 6/RCFT STA 1 EGI 2 LDG/TAXI LT CONT RADAR COOLANT PUMP STA 1/1A DC PWR 1 UTIL RECP PWR
DC BUS PWR FCC MAIN DC LAST ROUND PWR RADAR LVPS PWR STA 1/1A DC PWR 2 W/S ANTI-ICE
A/A STA 7/RCFT STA 3 GND FUEL CNT CHK LCFT STA 4 PWR R BOOST PUMP STA 1B DC PWR 1
PWR HF COMM LCFT STA 5 PWR RCFT STA 4 PWR STA 1B DC PWR 2
A/G STA 2 PWR HF COMM ANT LCFT STA 6 PWR RCFT STA 5 PWR STA 9/9A DC PWR 1

ARMAMENT MASTER ARM BUS PWR MASTER ARM CONT

28 VOLT DC BUS

A/A MSL MOTOR FIRE A/G STA 2 MSTR ARM A/G STA 5 ARMING A/A STA 8B MSTR ARM MASTER ARM LOGIC STA 9/9A MSTR ARM
MASTER ARM NO.1 A/A STA 2A MSTR ARM PWR GUN CONT DC PWR PWR STA 9B MSTR ARM
28 VOLT DC BUS A/A MSL MOTOR FIRE A/A STA 2B MSTR ARM A/G STA 8 MSTR ARM GUN TRIG PWR STA 1/1A MSTR ARM UMB RET PWR NOTE
NO.2 A/A STA 8A MSTR ARM STA 1B MSTR ARM
CALLOUTS ON THE INDIVIDUAL BUSES ARE
CIRCUIT BREAKER NOMENCLATURES. THESE DO
A/G STA LC2 CFT LVL CONT EISS PWR B ILS L WING XFER PUMP TACAN R/T NOT NECESSARILY IDENTIFY EACH SYSTEM
A/G STA RC2 CMWS EMER GEN HYD SOL IRST CONTR TGT POD
AFT JHMCS BRU DEWS ENG BURN THRU L BOOST PUMP MAINT DIAG PNL UFC POWERED BY THE CIRCUIT BREAKERS.
LEFT 28 VOLT DC BUS
AIU RELAY CONT ECS VALVES GND PWR L/R CFT XFER PUMP NAV POD UHF/VHF R/T NO 2
AV GND CLG CONT EGI 1 IFF INTRG CONTR PACS UTIL FLOOD LT PWR
CARA EISS PWR A HOT FUEL RECIRC L RUD TRAV LMTR RECCE POD VRAMS

AERIAL REFUELING CONF TK LVL CONT NO. EMER JETT NO 1 FUEL PRESS REG L MLG WOW PWR R AIR DATA HEAT
BLEED AIR LEAK 2 EMER JETT NO 2 HOT FUEL/GND REFUEL LDG GEAR CONT CONT
DET/BK PULSER ECS HT EXCHGR ENVIR CONT SYS IFF XPNDR LDG GR POS IND R MLG WOW PWR
ESSENTIAL
CFT A/G STORES RE- EGI 1 FCC A CH 1 INT LTS TEST LDG POS WRN TONE RSD
28 VOLT DC BUS
LEASE EJECT PWR NO 1 FCC A CH 2 INTERCOM PNL PITCH/ROLL/YAW/AFT SKID CONT/ARI SHUT-
CONF TK AFT XFR EJECT PWR NO 2 FUEL LVL SEN UNIT L AIR DATA HEAT CONT PITCH/ROLL/YAW/FWD OFF
PUMPS VRAMS

ENG CONT/ESS EMD ENG FIRE/OVHT DET L ENG FUEL SOV R ENG DIAG UNIT R ENG FUEL SOV
28 VOLT DC BUS ENG FIRE EXT SYS L ENG DIAG UNIT NLG WOW PWR

EMER/ESS ARG CONT ARG SOL ARR EMER OPEN EMER BST PMP CONT EMD IFF ZEROIZE
28 VOLT DC BUS

ESS FCC FCC B CH 3 FCC B CH 4

28 VOLT DC BUS

JFS/ESSENTIAL AMAD F DET SYS AMAD F EXT SYS INTERCOM FWD L AMAD SEL R AMAD SEL UTIL FLOOD LTS FWD
28 VOLT DC BUS

Figure FO-6 (Sheet 3)

FO-25/(FO-26 blank)
 CSTO SR1F-15SA-1-2

Figure FO-7

FO-27/(FO-28 blank)
 CSTO SR1F-15SA-1-2

Figure FO-8

FO-29/(FO-30 blank)
 CSTO SR1F-15SA-1-2

Figure FO-9 (Sheet 1 of 2)

FO-31/(FO-32 blank)
 CSTO SR1F-15SA-1-2

Figure FO-9 (Sheet 2)

FO-33/(FO-34 blank)
 CSTO SR1F-15SA-1-2

Figure FO-10 (Sheet 1 of 2)

FO-35/(FO-36 blank)
 CSTO SR1F-15SA-1-2

Figure FO-10 (Sheet 2)

FO-37/(FO-38 blank)
 CSTO SR1F-15SA-1-2

Figure FO-11

FO-39/(FO-40 blank)
 CSTO SR1F-15SA-1-2

GLOSSARY
A ALG - Autonomous Landing Guidance

A/A - Air-to-Air ALT HOLD - Altitude Hold

AAI - Air-to-Air Interrogator ALTRV - Altitude Reservation

AB - Afterburner AM - Amplitude Modulation

A/B BURN THRU - Afterburner Burn Through AMAD - Airframe Mounted Accessory Drive

AC - Alternating Current AMDS - Aircraft Maintenance Debrief System

ACC - Acceleration AOA - Angle-Of-Attack

ACE - Aircraft Configuration Estimate A/P - Auto Pilot

ACMI - Air Combat Maneuvering Instrumentation ARCP - Air Refueling Control Point

ACMU - Avionics Cooling Monitor Unit ARCT - Air Refueling Control Time

A/D - Air Data ARIP - Air Refueling Initiation Point

ADCP - Advanced Display Core Processor ARMT - Armament

ADI - Attitude Director Indicator ARTCC - Air Route Traffic Control Center

ADS - Autopilot Disengage Switch ASD - Avionics Status Display

AFC - Afterburner Fuel Control ASE - Allowable Steering Error

A/G - Air-to-Ground ATDPS - Asymmetric Thrust Departure Prevention System

AGL - Above Ground Level ATF - Automatic Terrain Following

AGM - Air-to-Ground Missile ATT - Attitude

AHRS - Attitude Heading Reference Set AUST NAT - Australian National

AIM - Air Intercept Missile AUTO ACQ - Automatic Acquisition

AIS - Airborne Instrumentation System (Pod) AUTO PLT - Autopilot (MPD/MPCD Legend)

AIU - Avionics Interface Unit AV BIT - Avionics BIT

A J - Anti-Jam (Feature of the UHF/VHF radio) AZ - Azimuth

ALE - Automatic Link Establishment

Change 2 Glossary 1
CSTO SR1F-15SA-1-2

B CFT - Conformal Fuel Tank

BA - Bank Angle CG - Center of Gravity

Command Groundspeed
BAK - Barrier Arresting Component
CGB - Central Gearbox
BAL - Basic Aircraft Limits
CIVV - Compressor Inlet Variable Vanes
BB - Base Band
CLR - Clear
BE - Bullseye
C/M - Channel/Manual
BFD - Basic Flight Display
CM-BIT - Continuous Monitor BIT
BINGO - Return fuel state
Return to this channel (radio) CMD - Counter Measures Dispenser

BIT - Built-In Test CMWS - Common Missile Warning System

BOS - Backup Oxygen System COMM - Communication(s)

BOT - Bottom COMSEC - Communication Security

BRST - Boresight COMP - Compass

BS/BST - Boresight CONF - Conformal

BST PMP - Boost pump CONT - Contrast

BST SYS MAL - Boost System Malfunction CONTR - Control/Controller

BUS - Electrical Power Distribution System CPU - Central Processor Unit

C CRMM - Cockpit Removable Memory Module

C - Cipher function (UHF/VHF Radio) CSET - Course Set

CA - Coarse Alignment CSO - Control Stick Override

CARA - Combined Altitude Radar Altimeter CSS - Control Stick Steering

CAS - Calibrated Airspeed CSTCTO - Country Standard Time Compliance Technical

Order
CCDL - Cross-Channel Data Link
CTR - Center
CCW - Counterclockwise Centerline Tank

CDI - Course Deviation Indicator CV - Command Velocity

CFIT - Controlled Flight Into Terrain CW - Continuous Wave

Clockwise

Glossary 2 Change 2
 CSTO SR1F-15SA-1-2

D EL - Elevation

DC - Direct Current ELEC BST IN PROGRESS - Electronic Boresight In

Progress
DCL - Declutter
EMD - Engine Monitor Display
DEC - Digital Electronic Control
EMER BST ON - Emergency Boost Pump On
DECEL - Deceleration
EMERG - Emergency
DEGD - Degraded
EMIS LMT - Emission Limiting
DEL - Delete Direct Electric Link
ENG CONTR - Engine Control
DEWS - Digital Electronic Warfare System
EMS - Engine Monitoring System
DF - Data Frame
EMSC - Engine Monitoring System Computer
DF DIR - Data Frame Directory
ESS - Essential
DGRD - Degraded
ETE - Estimated Time Enroute
DLVRY - Delivery
EU - Electronics Unit
DN - Down
EW - Electronic Warfare System
DRF - Disorientation Recovery Function
EXT - External
DSPL - Display
F
DSPL FLO LO - Display Flow Low
FA - Fine Alignment
DTD - Data Transfer Device
FAF - Final Approach Fix
DTED - Digital Terrain Elevation Data
FCC - Flight Control Computer
E
FCP - Front Cockpit
EB - Electronic Boresight Essential Bus
FCS - Flight Control System
ECS - Environmental Control System
FDL - Fighter Data Link
ECSMU - Enhanced Crash Survivable Memory Unit
FF - Free Fall Fuel Flow
EFTs - External Fuel Tanks
F/F - Fighter to Fighter
EGI - Embedded GPS/Inertial Navigation System
FLIR - Forward Looking Infrared
EGT - Exhaust Gas Temperature
FLT CONTR - Flight Control
EISS - Electrical Interseat Sequencing System
FMT - Frequency Management Training

Change 2 Glossary 3
CSTO SR1F-15SA-1-2

FOV - Field Of View HVI - Helmet-Vehicle Interface

FPM - Feet Per Minute HVSV - Hybrid Variable Stator Vane

FUS - Fuselage HYBD - Hybrid (Engine Control Mode)

G HYD - Hydraulic

g - Unit of gravity HZ - Hertz

GC - Gyro Compass I

GCA - Gyro Compass Alignment Ground Control Approach IAS - IRST Adapter Shape

GCWS - Ground Collision Warning System IBIT - Initiated BIT

GDOP - Geometric Dilution Of Precision ICS - Intercommunication System

GPM - Gallons Per Minute ICSCP - Intercommunication Set Control Panel

GPP - General Purpose Processor IDG - Integrated Drive Generator

GPS - Global Positioning System IFF - Identification Friend or Foe

GREC - Guard Receiver IGV - Inlet Guide Vane

GS - Ground Speed ILS - Instrument Landing System

GT - Ground Track ILSN - ILS Navigation Combination

H ILST - ILS TACAN Combination

HA - Half Action IMA - In Motion Alignment

HAT - Height Above Touchdown IMC - Instrument Meteorological Conditions

HF - High Frequency IMU - Inertial Measuring Unit

HF CPS - HF Communications Planning System INC - Increase/Increment

HMD - Helmet Mounted Display IN CMD - In Command

HOTAS - Hands On Throttle And Stick INS - Inertial Navigation System

HQ - Have Quick INST - Instrument (master mode)

HRC - Helmet Release Connector INT - Internal

HRM - High Resolution Map INTL - International

HSI - Horizontal Situation Indicator INU - Inertial Navigational Unit

HUD - Head-Up Display INV - Invalid Inverse

Glossary 4 Change 2
 CSTO SR1F-15SA-1-2

INVARM - Invalid Armament LOC - Local

I/O - Input/Output LOD - Light Off Detector

IOM - Input Output Module LOS - Line Of Sight

IP - Identification of Position Initial Point LPI - Low Probability of Intercept (TF Mode)

IPM - Image Processing Module LRU - Line Replacement Unit

IRST - Infrared Search and Track LT - Light(s)

J LV - Lower Sideband Voice

JETT - Jettison M

JFS - Jet Fuel Starter MAC - Mean Aerodynamic Chord

JHMCS - Joint Helmet Mounted Cueing System MAG VAR - Magnetic Variation

JMPS - Joint Mission Planning System MAN - Manual

JP - Jet Propellant MAX - Maximum

JTIDS - Joint Tactical Information Distribution System MB - Megabytes Main Bus

K MBL - Manual Boom Latch

KCAS - Knots Calibrated Airspeed MEA - Minimum Enroute Altitude

KT - Knot MEC - Main Engine Control

KTAS - Knots True Airspeed MEM - Memory

L MFC - Main Fuel Control

LAR - Launch Acceptable Region MGRS - Military Grid Reference System

LASER - Light Amplification for MHz - Megahertz, thousands of cycles per second
Stimulated Emission of Radiation
MIL - Military (Engine/Throttle Setting)
LAU - Launcher
MIN - Minimum
LAW - Low Altitude Warning
MIT - Mass Items
LCD - Liquid Crystal Display
MM - Millimeter
LCFT - Left Conformal Fuel Tank
MMP - Main Mux Processor
LG - Landing Gear
MPCD - Multi-Purpose Color Display
LHVI - Lower Helmet Vehicle Interface
MPD - Multi-Purpose Display

Change 2 Glossary 5
CSTO SR1F-15SA-1-2

MRM - Medium Range Missile NVRAM - Non-Volatile Random Access Memory

ms - Milliseconds N1 - Engine Rotation Rate (fan speed)

MSL - Mean Sea Level N2 - Engine Rotation Rate (high speed compressor)

MSN - Mission O

MSOGS - Molecular Sieve Oxygen OAT - Outside Air Temperature

Generating System
OBST - Obstacle
MTF - Manual Terrain Following
OFLY - Overfly
MTU - Magnetic Transmitter Unit
OFP - Operational Flight Program
MUX BUS - Multiplex Bus (computer software)

MWOD - Multiple Word Of the Day OPR - Operate

N ORIDE - Override

NA - Not Applicable O/S - Offset

NAV - Navigation OVL - Overload

NE - Not Established OWOFF - OWS Inoperative

NET - Network OWS - Overload Warning System

N-F - Navigation FLIR P

NGS - Nose Gear Steering PACS - Programmable Armament Control Set

nm - Nautical Mile PB - Pushbutton

NORM - Normal PBG - Pressure Breathing for G

NOZ POS - Nozzle Position Indicator PBIT - Periodic BIT

NP - Navigation Pod PC - Power Control

N/R - Not Ready PC1, PC2 - Power Control hydraulic system

NTR - Net Time Reference PDT - Primary Designated Target

N-UP - North Up PGM - Precision Guided Munition

NVG - Night Vision Goggle PH - Phasing

NVP - Nav Pod PIO - Pilot Induced Oscillation

Glossary 6 Change 2
 CSTO SR1F-15SA-1-2

PLV - Program Loader-Verifier RADAR - Radio Detection And Ranging

PNL - Panel RAD ORIDE - Radio Override

POST FLT PP- Post flight Present Position RCD - Record

PP - Present Position Programmed Points RCFT - Right Conformal Fuel Tank

PPB - Positive Pressure Breathing RCP - Rear Cockpit

PPH - Pounds Per Hour RDR - Radar

PPI - Planned Position Indicator REC - Receive

PPM - Pounds Per Minute RELNAV, RLN - Relative Navigation

PPO2 - Partial Pressure of Oxygen REM - Remaining

PRESS - Pressure REQ - Required

PRI - Priority RER - Radial Error Rate

PRIM - Primary (Engine Control Mode) RET - Retard

PRMM - Processor Removable Memory Module REW - Rewind

PROG M/M - Program Master Mode RICP - Remote Intercommunication Control Panel

psi - Pounds Per Square Inch RIKS - Radio Initialization Key Split

PSL - Pattern Steering Line RLG - Ring Laser Gyro

PT - Pressure Transducer RLS - Reservoir Level Sensing

PTT - Push To Talk RMM - Removable Memory Module

PYL - Pylon RNG - Ranging/Range

Q RPM - Revolutions Per Minute

QDC - Quick Disconnect Connection RSD - Reference Standby Display

QMB - Quick Mounting Bracket RT - Receiver/Transmitter

QTY - Quantity R/T - Receiver/Transmitter

R RUDR LMTR - Rudder Limiter

R 1 - Radio 1 RX - Receive/Receiver

R 2 - Radio 2 RX BIT - Receiver BIT

R - Radar altitude (HUD cue)

Change 2 Glossary 7
CSTO SR1F-15SA-1-2

RZ - Rendezvous T - TACAN Range Display (HUD cue)

RZIP - Rendezvous Initial Point TCN - TACAN

S TD - Target Designator

SCP - Sensor Control Panel TDC - Target Designator Control

SDA - Static Dissipation Additive TED - Trailing Edge Down

SEC - Secondary (Engine Control Mode) TEL - Trailing Edge Left

SEL - Select/Selection TEU - Trailing Edge Up

SEQ - Sequence TF - Terrain Following

SH - Stored Heading Tgo - Time To Go

SHA - Stored Heading Alignment TGT - Target

SHF - Shift THRT - Threat

SIF - Selective Identification Feature TITL - Titling/Title

SIT - Situation Display T/O - Takeoff

SP - Steering Point/Sequence Point TOA - Time Of Arrival

SPD BK - Speed brake TOD - Time Of Day

SPS - Seat Position Sensor TOF - Time Of Flight/Fall

SRAM - Static Random Access Memory TOT - Time On Target

SRM - Short Range Missile TOT TEMP HI - Total Temperature High (Caution Light)

SRU - Shop Replaceable Unit TGP - Targeting Pod

SSD - Solid State Device TPC - Tactical Pilotage Chart

STBY - Standby TPOD - Targeting Pod

STR - Steer TR - Transformer Rectifier(s)

SURF - Surface TRANS - Transfer

SYM - Symbol TRK - Track

SYNC - Synchronize TRNG - Training

Glossary 8 Change 2
 CSTO SR1F-15SA-1-2

TSD - Tactical Situation Display VIM - Video Image Module

TUC - Time of Useful Consciousness VLC - Very Low Clearance

T-UP - Track up VMAX - Maximum Velocity

TX - Transmit VMC - Visual Meteorological Conditions

U VP - VRAMS Processor

UFC - Upfront Control VRAMS - Video Recording and Mapping System

UHF - Ultra High Frequency VRR - VRAMS Remote Receptacle

UHVI - Upper Helmet Vehicle Interface VSV - Variable Stator Vanes

UNC - Uncage VVI - Vertical Velocity Indication

UPDT - Update VV OFF - Vertical Velocity invalid (HUD cue)

URT - Utility Radio Transmitter W

UTC - Universal Time Coordinated WNG - Wing

UTL - Utility Hydraulic System WOD - Word Of the Day

UTM - Universal Transverse Mercator WOW - Weight On Wheels

UV - Upper Sideband Voice WSO - Weapon System Officer

UWARS - Under Water Activated Release System WX - Weather (TF mode)

V X

VAC - Volts Alternating Current XFER - Transfer

VDC - Volts Direct Current XMIT - Transmit

VCAS - Versatile Control Augmentation System Z

VC - Closing velocity ZM - Zoom

VID - Video ZOC - Zone Of Confusion

Change 2 Glossary 9/(Glossary 10 blank)

 CSTO SR1F-15SA-1-2

ALPHABETICAL INDEX
1 AIR INLET SYSTEM MALFUNCTIONS. . . . . . . . . . .3-59
AIR REFUEL PRESSURE SWITCH . . . . . . . . . . . . . . .1-34
1 G STALLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8 AIR REFUELING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-1
AIR REFUELING PROCEDURES . . . . . . . . . . . . . . . .8-30
A AIR REFUELING RELEASE BUTTONS . . . . . . . . . . .1-34
AIR REFUELING RENDEZVOUS . . . . . . . . . . . . . . . .8-22
AB BURN THRU INFLIGHT. . . . . . . . . . . . . . . . . . . . 3-52 AIR REFUELING SYSTEM . . . . . . . . . . . . . . . . . . . . .1-33
AB BURN THRU ON TAKEOFF. . . . . . . . . . . . . . . . . 3-24 AIR REFUELING SYSTEM
ABNORMAL ENGINE START/ MALFUNCTIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . .8-35
SHUTDOWN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13 AIR SOURCE KNOB . . . . . . . . . . . . . . . . . . . . . . . . . .1-310
ABORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-23 AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-5
ABORT PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . 8-19 AIRCRAFT CONFIGURATION
ABORTS DURING TAKEOFF . . . . . . . . . . . . . . . . . . . 8-16 ESTIMATE (ACE) . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-60
AC ELECTRICAL POWER . . . . . . . . . . . . . . . . . . . . . 1-35 AIRCRAFT DATA RECORDING . . . . . . . . . . . . . . . .1-340
ACCEL FAULT OR CAUTION . . . . . . . . . . . . . . . . . . 3-68 AIRCRAFT FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . .1-25
ACCELERATED STALLS . . . . . . . . . . . . . . . . . . . . . . 6-8A AIRCRAFT SERVICING DIAGRAM . . . . . . . . . . . . .1-417
ACCELERATION LIMITATIONS . . . . . . . . . . . . . . . 5-12A AIRFRAME MOUNTED ACCESSORY
ACE DEFAULT CAUTION . . . . . . . . . . . . . . . . . . . . . 3-83 DRIVE (AMAD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-23
ACE GROSS WEIGHT (GW). . . . . . . . . . . . . . . . . . . . 1-64 AIRPLANE ENTRY/AIRCREW
ACE LATERAL ASYMMETRY . . . . . . . . . . . . . . . . . . 1-64 EXTRACTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-21
ACTUATOR FAILURES. . . . . . . . . . . . . . . . . . . . 3-77, 6-17 AIRSPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-197
A/D FAULT OR AIR DATA CAUTION . . . . . . . . . . . . 3-73 AIRSPEED LIMITATIONS . . . . . . . . . . . . . . . . . . 2-19, 5-4
ADCP BIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-110 AIRSPEEDS AND ALTITUDES . . . . . . . . . . . . . . . . . . .8-2
ADCP CAPABILITIES . . . . . . . . . . . . . . . . . . . . . . . . 1-114 AIU SYSTEM OVERVIEW . . . . . . . . . . . . . . . . . . . . .1-120
ADCP FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . 1-116, 3-94 ALE CALLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-264
ADCP FAILURE/BFD PROCEDURES . . . . . . . . . . . . 3-94 ALE LINK TERMINATION . . . . . . . . . . . . . . . . . . . .1-265
ADCP II BASIC FLIGHT DISPLAY ALTERNATE FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-1
(BFD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-118B ALTERNATE RENDEZVOUS
ADCP II BFD. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-96A PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-26
ADCP II DEGRADE . . . . . . . . . . . . . . . . . . . . . . . . . 1-116A ALTIMETER SETTINGS . . . . . . . . . . . . . . . . . . . . . . . .8-22
ADCP II FAILURE . . . . . . . . . . . . . . . . . . . . . 1-116A, 3-96 ALTITUDE DATA. . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-196
ADCP II POWER SUPPLY FAILURE . . . . . . . . . . . 1-116B ALTITUDE HOLD . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-80
ADCP II RESET . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-116A AMAD FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-52
ADCP INTERFACES . . . . . . . . . . . . . . . . . . . . . . . . . 1-114 AMAD FIRE (GROUND) . . . . . . . . . . . . . . . . . . . . . . .3-15
ADCP POWER SUPPLY FAILURE . . . . . . . . . . . . . . 1-116 AMAD FIRE INFLIGHT . . . . . . . . . . . . . . . . . . . . . . . .3-52
ADCP RESET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-116 ANCHOR REFUELING PROCEDURES . . . . . . . . . . .8-26
ADI INVALID FORMATS . . . . . . . . . . . . . . . . . . . . . 1-210 ANGLE OF ATTACK PROBES . . . . . . . . . . . . . . . . . .1-284
ADVANCED DISPLAY CORE ANGLE-OF-ATTACK (AOA)
PROCESSOR (ADCP) . . . . . . . . . . . . . . . . . . . . . . . 1-114 TRANSMITTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-57
ADVISORY LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . 1-96 ANGLE-OF-ATTACK DATA . . . . . . . . . . . . . . . . . . . .1-197
AFTER LANDING . . . . . . . . . . . . . . . . . . . . . 2-25, 7-5, 7-7 ANTI SKID MALFUNCTION . . . . . . . . . . . . . . . . . . . .3-19
AFTERBURNER FAILURE . . . . . . . . . . . . . . . . . . . . . 3-25 ANTI SKID MALFUNCTION - BFD . . . . . . . . . . . . 3-96C
AFTERBURNER FUEL CONTROL (AFC). . . . . . . . . . 1-8 ANTI SKID SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . .1-49
AFTERBURNER FUEL PUMP . . . . . . . . . . . . . . . . . . 1-10 ANTI-COLLISION LIGHTS . . . . . . . . . . . . . . . . . . . .1-304
AFTERBURNER OPERATION . . . . . . . . . . . . . . . . . . 2-19 ANTI-FOG SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . .1-314
AFTERBURNER SYSTEM . . . . . . . . . . . . . . . . . . . . . 1-11 ANTI-G SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-313
A/G RETICLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-166 ANTI-ICE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-19
A/G RETICLE RANGE BAR . . . . . . . . . . . . . . . . . . . 1-166 AN/URT-44 PERSONAL LOCATOR
AGM-154C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12A BEACON SELECTOR SWITCH . . . . . . . . . . . . . . .1-323
AILERONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-55 AOA E-BRACKET . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-164
AIR FLOW SELECTOR SWITCH . . . . . . . . . . . . . . . 1-311

Change 4 Index 1
CSTO SR1F-15SA-1-2

AOA FAULT OR CAUTION . . . . . . . . . . . . . . . . . . . . . 3-69 AVIONICS PRESSURIZATION AND

AOA INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . 1-62 TEMPERATURE . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-312
AOA TONE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-75 AVIONICS STATUS DISPLAY . . . . . . . . . . . . . . . . . 1-112
APPROACH END ARRESTMENT . . . . . . . . . . . . . . 3-108 AVIONICS STATUS DISPLAYS . . . . . . . . . . . . . . . . 1-340
ARMAMENT SAFETY SWITCH. . . . . . . . . . . . . . . . 1-327
ARRANGEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . iii B
ARRESTING HOOK CAUTION . . . . . . . . . . . . . . . . . 1-51
ARRESTING HOOK SWITCH. . . . . . . . . . . . . . . . . . . 1-51 BACKUP OXYGEN SYSTEM (BOS) . . . . . . . . . . . . 1-307
ARRESTING HOOK SYSTEM . . . . . . . . . . . . . . . . . . 1-51 BANK ANGLE SCALE . . . . . . . . . . . . . . . . . . . . . . . 1-165
ASYMMETRIC LOADS BASIC AIRCRAFT LIMIT . . . . . . . . . . . . . . . . . . . . . . . 5-4
CONSIDERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . 1-84 BATT DISCH CAUTION . . . . . . . . . . . . . . . . . . . . . . . 3-90
ASYMMETRIC THRUST . . . . . . . . . . . . . . . . . . . . . . . 2-19 BATT SW CAUTION . . . . . . . . . . . . . . . . . . . . . . . . . . 3-90
ASYMMETRIC THRUST . . . . . . . . . . . . . . . . . . . . . . . 6-12 BATTERY/BATTERY CHARGER . . . . . . . . . . . . . . . . 1-37
ASYMMETRIC THRUST DEPARTURE BEFORE ENTERING COCKPIT . . . . . . . . . . . . . . . . . . 7-6
PREVENTION SYSTEM (ATDPS) . . . . . . . . . . . . . 1-14 BEFORE ENTERING FRONT COCKPIT . . . . . . . . . . . 2-2
ATDP SYSTEM CAUTION . . . . . . . . . . . . . . . . . . . . . 3-62 BEFORE ENTERING REAR COCKPIT . . . . . . . . . . . . 2-7
ATDPS FAILURE DURING TAKEOFF . . . . . . . . . . . . 3-24 BEFORE LANDING . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-23
ATDPS MALFUNCTION . . . . . . . . . . . . . . . . . . . . . . . 3-15 BEFORE LEAVING AIRCRAFT . . . . . . . . . . . . . . . . . . 7-7
ATT FAULTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-68 BEFORE TAKEOFF . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-17
ATTITUDE DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-195 BEFORE TAKEOFF . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-30
ATTITUDE DIRECTOR INDICATOR BEFORE TAXIING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-29
(ADI) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-209 BEFORE TAXIING . . . . . . . . . . . . . . . . . . . . . . . . .2-12, 7-6
ATTITUDE FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . 3-98 BFD DISPLAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-118B
ATTITUDE, HEADING, AND PPKS . . . . . . . . . . . . 1-118C BFD OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . 1-118B
ATTITUDE HEADING REFERENCE BFD STATUS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-118B
SET (AHRS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-57 BINGO FUEL CAUTION . . . . . . . . . . . . . . . . . . . . . . . 1-30
ATTITUDE HOLD. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-80 BINGO FUEL VOICE ALERT.. . . . . . . . . . . . . . . . . . . 1-32
ATTITUDE MALFUNCTION - BFD . . . . . . . . . . . . . 3-96C BIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-302
AUDIO TONES/WARNINGS . . . . . . . . . . . . . . . . . . . 1-241 BIT FORMAT . . . . . . . . . . . . . . . . . . . . . . . . . .1-103, 1-274
AUDIO WARNING SYSTEM. . . . . . . . . . . . . . . . . . . 1-101 BIT INDICATOR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-162
AUTO BIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-335 BIT2 FORMAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-288
AUTO BIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-107 BITBURG ROLLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8A
AUTO-ACCELERATION ABOVE IDLE. . . . . . . . . . . 3-14 BLEED AIR CAUTION . . . . . . . . . . . . . . . . . . . . . . . . 3-47
AUTOMATIC AVIONICS SHUTDOWN BLEED AIR CAUTIONS . . . . . . . . . . . . . . . . . . . . . . 1-311
(SINGLE ENGINE OPERATION) BLEED AIR OVERTEMP PROTECTION
(GROUND) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-17 SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-314
AUTOMATIC FLIGHT CONTROL BLENDED GPS/INS . . . . . . . . . . . . . . . . . . . . . . . . . . 1-288
LIMITING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-61 BLENDED MODE CHECK . . . . . . . . . . . . . . . . . . . . . 2-21
AUTOMATIC TIMED RECORDING. . . . . . . . . . . . . 1-356 BLOWN MAIN TIRE DURING LANDING
AUTONOMOUS LANDING GUIDANCE ROLLOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-102
(ALG) STEERING MODE . . . . . . . . . . . . . . . . . . . 1-211 BLOWN TIRE DURING TAKEOFF . . . . . . . . . . . . . . 3-25
AUTONOMOUS LANDING GUIDANCE BLOWN TIRES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-101
(ALG) SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-301 BOARDING STEPS . . . . . . . . . . . . . . . . . . . . . . . . . . 1-317
AUTOPILOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-79 BOARDING STEPS EXTENDED . . . . . . . . . . . . . . . . 3-92
AUTOPILOT CAUTIONS. . . . . . . . . . . . . . . . . . . . . . . 1-72 BOOM AND RECEPTACLE
AUTOPILOT ENGAGEMENT - BASIC PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-30
A/P MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-79 BOOM ENVELOPE LIMITS . . . . . . . . . . . . . . . . . . . . 8-11
AUTOPILOT MODES. . . . . . . . . . . . . . . . . . . . . . . . . . 1-79 BOOST PUMP FAILURE (SINGLE OR
AUTOPILOT PRESELECTION . . . . . . . . . . . . . . . . . . 1-79 DOUBLE, ANY TWO) . . . . . . . . . . . . . . . . . . . . . . . 3-38
AVIONICS COOLING MONITOR UNIT BOS CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-308
(ACMU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-312 BRAKE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-49
AVIONICS INTERFACE UNIT (AIU) . . . . . . . . . . . . 1-120 BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
AVIONICS INTERFACE UNIT FAILURE. . . . . . . . . . 3-97 BREAK X . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-166
BREAKAWAY PROCEDURES . . . . . . . . . . . . . . . . . . 8-35

Index 2 Change 4
 CSTO SR1F-15SA-1-2

BRIGHTNESS (PB 14) . . . . . . . . . . . . . . . . . . .1-405, 1-409 HANDLING QUALITIES . . . . . . . . . . . . . . . . . . . . . . .6-4

BRUTE FORCE DISCONNECT . . . . . . . . . . . . . . . . . 8-36 CONFORMAL FUEL TANKS . . . . . . . . . . . . . . . . . . 5-12A
BST SYS MAL CAUTION . . . . . . . . . . . . . . . . . . . . . . 1-28 CONSOLE LIGHTING. . . . . . . . . . . . . . . . . . . . . . . . .1-305
BUDDY DEPARTURE . . . . . . . . . . . . . . . . . . . . . . . . . 8-16 CONTACT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-34
BUILT-IN TEST (BIT) SYSTEM . . . . . . . . . . . . . . . . 1-103 CONTINUOUS BIT . . . . . . . . . . . . . . . . . . . . . 1-265, 1-308
BYPASS CAUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-59 CONTROL MIXER . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-60
CONTROL OF TANKER/RECEIVER
C FORCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-1
CONTROL STICK STEERING . . . . . . . . . . . . . . . . . . .1-84
CABIN PRESSURIZATION CONTROLLABILITY CHECK . . . . . . . . . . . . . . . . . .3-101
MALFUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-21 CONTROLLED EJECTION. . . . . . . . . . . . . . . . . . . . . .3-92
CANOPY CLOSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6 CONTROLLED TENSION DISCONNECT . . . . . . . . .8-37
CANOPY JETTISON . . . . . . . . . . . . . . . . . . . . . . . . . . 3-91 COURSE STEER MODE . . . . . . . . . . . . . . . . . . . . . . .1-211
CANOPY LOST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-91 CREW MEMBER IN COMMAND OF
CANOPY SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . 1-318 AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-1
CANOPY UNLOCKED . . . . . . . . . . . . . . . . . . . . . . . . 3-91 CREW MEMBER IN CONTROL OF
CANOPY UNLOCKED INFLIGHT/LOSS AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-1
OF CANOPY/CANOPY JETTISON . . . . . . . . . . . . . 3-91 CREW MEMBER NOT IN CONTROL OF
CANOPY UNLOCKED WARNING AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-1
LIGHTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-319 CREW REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . .5-1
CAUSES OF DEPARTURE . . . . . . . . . . . . . . . . . . . . . 6-10 CRMM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-340
CAUTION INDICATIONS . . . . . . . . . . . . . . . . . . . . . . 1-91 CROSS (PB 13). . . . . . . . . . . . . . . . . . . . . . . . . 1-405, 1-409
CAUTION LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-91 CROSSWIND LANDING . . . . . . . . . . . . . . . . . . . . . . .2-25
CAUTIONS IN BFD . . . . . . . . . . . . . . . . . . . . . . . . . 1-118C CRUISE CELL TERMINATION (IMC). . . . . . . . . . . . .8-19
CCDL FAULTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-80 CRUISE CELL TERMINATION (VMC) . . . . . . . . . . . .8-19
CELL LEADER RESPONSIBILITY . . . . . . . . . . . . . . 8-16 CRUISE DATA DISPLAY . . . . . . . . . . . . . . . . . . . . . .1-224
CELL TERMINATION AT TERMINAL CRUISE MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-224
APPROACH FIX . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-20 CRYPTO LOADING . . . . . . . . . . . . . . . . . . . . . . . . . .1-244
CENTER OF GRAVITY LIMITATIONS . . . . . . . . . . . 5-11 D
CENTRAL GEARBOX (CGB) . . . . . . . . . . . . . . . . . . . 1-23 DATA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-302
CFT EMERGENCY TRANSFER SWITCH . . . . . . . . . 1-27 DATA 1 DISPLAY. . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-154
CFT FAILS TO TRANSFER . . . . . . . . . . . . . . . . . . . . . 3-37 DATA 2 DISPLAY. . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-156
CFT MANUAL PRECHECK VALVE. . . . . . . . . . . . . . 1-34 DATA DOWNLOAD . . . . . . . . . . . . . . . . . . . . 1-302, 1-340
CFT TRANSFER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-26 DATA ENTRY/DISPLAY . . . . . . . . . . . . . . . . . . . . . . . .2-32
CHAFF AND FLARE LOADS . . . . . . . . . . . . . . . . . . 5-12A DATA FORMATS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-31
CHANGE SYMBOL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . iv DATA FRAME ADVISORIES . . . . . . . . . . . . . . . . . . .1-379
CHART LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-306 DATA FRAME FORMAT . . . . . . . . . . . . . . . . . 1-378, 1-379
CHECKLISTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . iv DATA HANDLING. . . . . . . . . . . . . . . . . . . . . . . . . . . .1-340
CIRCUIT BREAKERS . . . . . . . . . . . . . . . . . . . . . . . . . 1-39 DATA WINDOWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-64
CLEAR ADVISORY (PB 20) . . . . . . . . . . . . . .1-406, 1-410 DATAFILL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-263
CLIMB TECHNIQUES . . . . . . . . . . . . . . . . . . . . . . . . . 2-19 DAY ROLL OVER . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-254
CMWS WARNING TONES . . . . . . . . . . . . . . . . . . . . 1-102 DAY/AUTO/NIGHT SWITCH. . . . . . . . . . . . . . . . . . .1-162
COCKPIT CONTROL PANELS . . . . . . . . . . . . . . . . . 1-385 DB-110 RECCE POD . . . . . . . . . . . . . . . . . . . . . . . . . 5-12A
COCKPIT PRESSURE ALTIMETER. . . . . . . . . . . . . 1-311 DC ELECTRICAL POWER . . . . . . . . . . . . . . . . . . . . . .1-36
COCKPIT PRESSURIZATION. . . . . . . . . . . . . . . . . . 1-311 DECLUTTER (DCL) (PB 18). . . . . . . . . . . . . . . . . . . .1-363
COCKPIT SETUP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-27 DECLUTTER MODE SELECTION
COCKPIT TEMPERATURE CONTROL . . . . . . . . . . 1-310 (PB 18) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-405, 1-409
COLD WEATHER OPERATION . . . . . . . . . . . . . . . . . . 7-6 DECLUTTER (PB 17) . . . . . . . . . . . . . . . . . . . 1-405, 1-409
COMM DETAIL BIT FORMAT . . . . . . . . . . . . . . . . . 1-261 DELTA TOT ENTRY . . . . . . . . . . . . . . . . . . . . . . . . . .1-155
COMMAND VELOCITY . . . . . . . . . . . . . . . . . . . . . . 1-163 DEPARTURE CONTROL . . . . . . . . . . . . . . . . . . . . . . .3-63
COMMUNICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2 DEPARTURE END ARRESTMENT . . . . . . . . . . . . . .3-108
COMPONENTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-329 DEPARTURE WARNING TONE. . . . . . . . . . . . . . . . . .1-75
CONFIGURATION IMPACTS ON

Change 4 Index 3
CSTO SR1F-15SA-1-2

DESCENT AND MANUAL SURVIVAL EGI NAVIGATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-287

EQUIPMENT DEPLOYMENT . . . . . . . . . . . . . . . . . 3-94 EGI NOT ACQUIRING SATELLITES. . . . . . . . . . . . . 3-18
DESCENT CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-23 EGI ORDERLY SHUTDOWN . . . . . . . . . . . . . . . . . . 1-287
DETAIL BIT (PB 18) . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-64 EGI PERFORMANCE MONITOR. . . . . . . . . . . . . . . 1-287
DEWS AUDIO ALARMS . . . . . . . . . . . . . . . . . . . . . . 1-102 EGI POWERUP BIT . . . . . . . . . . . . . . . . . . . . . . . . . . 1-288
DIGITAL ELECTRONIC CONTROL EGI PROBLEMS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-18
(DEC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-8 EGI PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-36
DIGITAL ELECTRONIC WARFARE EJECTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-92
SYSTEM (DEWS) . . . . . . . . . . . . . . . . . . . . . . . . . . 1-417 EJECTION CONTROL HANDLES . . . . . . . . . . . . . . 1-322
DILUTER LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-309 EJECTION CONTROLS SAFETY
DIMENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5 LEVER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-322
DIRECTIONAL CONTROL . . . . . . . . . . . . . . . . . . . . . 1-60 EJECTION MODE SELECTOR . . . . . . . . . . . . . . . . . 1-321
DIR/RNG SUBMENU . . . . . . . . . . . . . . . . . . . . . . . . . 1-230 EJECTION SEAT CONTROLS . . . . . . . . . . . . . . . . . 1-321
DISCONNECT. . . . . . . . . . . . . . . . . . . . . . . . . . . 8-31, 8-34 EJECTION SEAT SYSTEM . . . . . . . . . . . . . . . . . . . . 1-321
DISPLAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-194 ELEC LOAD SHED SWITCH . . . . . . . . . . . . . . . . . . . 1-35
DISPLAY ANOMALIES . . . . . . . . . . . . . . . . . . . . . . . . 3-94 ELECTRICAL (ELEC) PANEL . . . . . . . . . . . . . . . . . . 1-37
DISPLAY FLOW LOW CAUTION . . . . . . . . . . . . . . 1-313 ELECTRICAL INTERSEAT
DISPLAY FLOW LOW CAUTION (AIR) . . . . . . . . . . 3-43 SEQUENCING SYSTEM . . . . . . . . . . . . . . . . . . . . 1-321
DISPLAY FLOW LOW CAUTION ELECTRICAL POWER SUPPLY
(GROUND) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-18 SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-35
DISPLAY LIGHTING SWITCH . . . . . . . . . . . . . . . . . 1-306 ELECTRONICS UNIT (EU) . . . . . . . . . . . . . . . . . . . . 1-382
DISPLAY SEQUENCE PROGRAMING . . . . . . . . . . 1-184 ELEMENT CRUISE FORMATION . . . . . . . . . . . . . . . 8-16
DISPLAYS IN BFD (GROUND). . . . . . . . . . . . . . . . . . 3-19 ELEMENT JOIN-UP AND CLIMB . . . . . . . . . . . . . . . 8-16
DOUBLE ENGINE ELEMENT PENETRATION . . . . . . . . . . . . . . . . . . . . . 8-20
STALL/STAGNATION/OVERTEMP/ EMBEDDED GLOBAL POSITIONING
FLAMEOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-53 SYSTEM/INERTIAL NAVIGATION
DOUBLE GENERATOR FAILURE . . . . . . . . . . . . . . . 3-30 SYSTEM (EGI) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-286
DVR MENU. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-345 EMD LIGHTING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-305
DVR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-345 EMER BST ON AND/OR BST SYS MAL
DVR PLAYBACK SUBMENU. . . . . . . . . . . . . . . . . . 1-348 CAUTION/LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . 3-35
DVR RECORDING . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-351 EMER BST ON CAUTION . . . . . . . . . . . . . . . . . . . . . 1-28
DYNAMIC HYDROPLANING . . . . . . . . . . . . . . . . . . . 7-4 EMER BST ON/BST SYS MAL
CAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-37
E EMERGENCY AIR REFUELING
PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-35
EARLY ARRIVAL AT TANKER(S) . . . . . . . . . . . . . . . 8-23 EMERGENCY AIR REFUELING
EARLY ARRIVAL OF RECEIVER(S) . . . . . . . . . . . . . 8-24 SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-34
ECHELON FORMATION (VMC ONLY). . . . . . . . . . . 8-30 EMERGENCY BRAKE SYSTEM . . . . . . . . . . . . . . . . 1-49
ECS CAUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-312 EMERGENCY BRAKE/STEERING
ECS CAUTION (AIR) . . . . . . . . . . . . . . . . . . . . . . . . . . 3-48 HANDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-48
ECS CAUTION ON (DUAL ENGINE EMERGENCY CANOPY SYSTEM. . . . . . . . . . . . . . 1-319
OPERATION). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16 EMERGENCY CFT TRANSFER . . . . . . . . . . . . . . . . . 3-37
ECS MALFUNCTION - BFD . . . . . . . . . . . . . . . . . . . 3-96C EMERGENCY FUEL TRANSFER/DUMP
ECS MALFUNCTIONS (GROUND) . . . . . . . . . . . . . . 3-16 (EXTERNAL TANKS), GEAR DOWN . . . . . . . . . . 3-37
EGI ALIGNMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-286 EMERGENCY GENERATOR . . . . . . . . . . . . . . . . . . . 1-36
EGI BIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-288 EMERGENCY GENERATOR CONTROL
EGI DEGRADED INDICATIONS . . . . . . . . . . . . . . . 1-288 SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-36
EGI DETAIL BIT FORMAT . . . . . . . . . . . . . . . . . . . . 1-289 EMERGENCY GENERATOR NOT ON
EGI ELECTRONIC BORESIGHT (EB) . . . . . . . . . . . 1-290 LINE ON START. . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16
EGI FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-98 EMERGENCY JETTISON BUTTON. . . . . . . . . . . . . 1-327
EGI FAILURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-288 EMERGENCY LANDING GEAR
EGI INITIATED BIT . . . . . . . . . . . . . . . . . . . . . . . . . . 1-288 HANDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-46
EGI MAINTENANCE BIT FORMAT. . . . . . . . . . . . . 1-290 EMERGENCY LEVER . . . . . . . . . . . . . . . . . . . . . . . . 1-309
EGI MEMORY AUDIT FORMAT . . . . . . . . . . . . . . . 1-290

Index 4 Change 4
 CSTO SR1F-15SA-1-2

EMERGENCY MANUAL CHUTE EXHAUST NOZZLE . . . . . . . . . . . . . . . . . . . . . . . . . . .1-11

HANDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-323 EXITING HQ MODE . . . . . . . . . . . . . . . . . . . . . . . . . . .2-36
EMERGENCY OXYGEN SUPPLY . . . . . . . . . . . . . . 1-309 EXTERIOR INSPECTION . . . . . . . . . . . . . . . . . . . . . . . .2-2
EMERGENCY STEERING. . . . . . . . . . . . . . . . . . . . . . 1-48 EXTERIOR LIGHTING . . . . . . . . . . . . . . . . . . . . . . . .1-304
EMERGENCY VENT CONTROL . . . . . . . . . . . . . . . 1-313 EXTERNAL CANOPY CONTROL
EMIS LMT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-283 HANDLE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-319
EMISSION MODES . . . . . . . . . . . . . . . . . . . . . . . . . . 1-264 EXTERNAL CANOPY JETTISON
EMISSION OPTION 3 . . . . . . . . . . . . . . . . . . . . . . . . . 8-29 HANDLE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-319
ENABLING HAVE QUICK MODE . . . . . . . . . . . . . . 1-254 EXTERNAL ELECTRICAL POWER . . . . . . . . . . . . . .1-38
ENERGY CUE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-163 EXTERNAL FUEL TRANSFER . . . . . . . . . . . . . . . . . . .5-4
ENG HEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-20 EXTERNAL POWER CONTROL SWITCH . . . . . . . . .1-38
ENGINE AIR INDUCTION SYSTEM . . . . . . . . . . . . . . 1-6 EXTERNAL POWER START . . . . . . . . . . . . . . . . . . . .2-40
ENGINE BIT STATUS . . . . . . . . . . . . . . . . . . . . . . . . 1-103 EXTERNAL STORES JETTISON . . . . . . . . . . . . . . . . .3-23
ENGINE CAUTION LIGHT. . . . . . . . . . . . . . . . . . . . . 1-16 EXTERNAL STORES LIMITATIONS . . . . . . . . . . . 5-12A
ENGINE CONTROL MALFUNCTION EXTERNAL TANK FAILS TO
INFLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-59 TRANSFER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-36
ENGINE CONTROL MALFUNCTION/ EXTERNAL TANK JETTISON . . . . . . . . . . . . . . . . . . .1-32
NOZZLE FAILURE (GROUND) . . . . . . . . . . . . . . . 3-14 EXTERNAL TRANSFER SWITCH . . . . . . . . . . . . . . .1-26
ENGINE CONTROL SWITCH. . . . . . . . . . . . . . . . . . . 1-10 EXTERNAL WING AND CENTERLINE
ENGINE CONTROLS AND INDICATORS. . . . . . . . . 1-11 TANK TRANSFER . . . . . . . . . . . . . . . . . . . . . . . . . . .1-26
ENGINE FAILURE ON TAKEOFF . . . . . . . . . . . . . . . 3-24 EXTREME COCKPIT TEMPERATURE. . . . . . . . . . . .3-44
ENGINE FIRE INFLIGHT . . . . . . . . . . . . . . . . . . . . . . 3-51
ENGINE FIRE ON TAKEOFF . . . . . . . . . . . . . . . . . . . 3-23 F
ENGINE FUEL BOOST PUMP . . . . . . . . . . . . . . . . . . 1-10
ENGINE FUEL FLOW TRANSMITTERS. . . . . . . . . . 1-28 FAILURE TO ESTABLISH
ENGINE FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . 1-7 RECEPTACLE/BOOM ENGAGEMENT . . . . . . . . .8-35
ENGINE FUEL/CONTROL SYSTEM . . . . . . . . . . . . . . 1-8 FAULT FORMAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-72
ENGINE IGNITION SYSTEM . . . . . . . . . . . . . . . . . . . . 1-7 FAULTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-302
ENGINE LIGHT - BFD. . . . . . . . . . . . . . . . . . . . . . . . 3-96B FCC ELECTRICAL REDUNDANCY . . . . . . . . . 1-37, 1-59
ENGINE LIMITATIONS. . . . . . . . . . . . . . . . . . . . . . . . . 5-1 FCP ALIGNMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-386
ENGINE MASTER SWITCHES. . . . . . . . . . . . . . . . . . 1-11 FCS BIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-107
ENGINE MONITOR DISPLAY (EMD) . . . . . . . . . . . . 1-14 FCS BIT CAPABILITIES . . . . . . . . . . . . . . . . . . . . . . .1-107
ENGINE MONITORING SYSTEM (EMS) . . . . . . . . . 1-10 FCS BIT TYPES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-108
ENGINE OIL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . 1-7 FCS CAUTIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-68
ENGINE OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 1-9 FCS DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-55
ENGINE SHUTDOWN . . . . . . . . . . . . . . . . . . . . . . . . . 2-27 FCS DETAIL BIT FORMAT . . . . . . . . . . . . . . . . . . . . .1-72
ENGINE START . . . . . . . . . . . . . . . . . . . . . . 2-11, 2-28, 7-8 FCS FAULT OR FCS CAUTION . . . . . . . . . . . . . . . . . .3-66
ENGINE START . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-40 FCS FORMAT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-62
ENGINE STARTING SYSTEM . . . . . . . . . . . . . . . . . . . 1-6 FCS FORMAT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-52
ENGINES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6 FCS HOT CAUTION . . . . . . . . . . . . . . . . . . . . . . . . . . .3-90
ENHANCED CRASH SURVIVABLE FCS HYDRAULIC REDUNDANCY. . . . . . . . . . . . . . .1-59
MEMORY UNIT (ECSMU) . . . . . . . . . . . . . . . . . . 1-302 FCS MUX FAILURES . . . . . . . . . . . . . . . . . . . . . . . . . .3-90
ENROUTE PROCEDURES . . . . . . . . . . . . . . . . . . . . . 8-16 FCS PANEL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-57
ENROUTE RENDEZVOUS . . . . . . . . . . . . . . . . . . . . . 8-26 FDL IPF FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-39
ENROUTE RENDEZVOUS FDL MASTER RESET . . . . . . . . . . . . . . . . . . . . . . . . . .2-38
PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-28 FDL NET ENTRY PROCEDURES . . . . . . . . . . . . . . . .2-38
ENTERING HQ MODE . . . . . . . . . . . . . . . . . . . . . . . . 2-36 FDL POSITION ERRORS . . . . . . . . . . . . . . . . . . . . . . .2-39
ENVIRONMENTAL CONTROL SYSTEM FDL PROCEDURES. . . . . . . . . . . . . . . . . . . . . . . . . . . .2-37
(ECS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-310 FDL REKEY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-38
EQUIPMENT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-263 FDL/TACAN ANTENNA FAILURE . . . . . . . . . . . . . . .3-99
EQUIPMENT STATUS FORMATS . . . . . . . . . . . . . . 1-103 FIGHTER DATA LINK. . . . . . . . . . . . . . . . . . . . . . . . .1-418
ERASE . . . . . . . . . . . . . . .1-254, 1-263, 1-274, 1-417, 1-418 FINGERTIP FORMATION. . . . . . . . . . . . . . . . . . . . . . .8-30
EXERCISER MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-62 FIRE DISCHARGE/TEST SWITCH . . . . . . . . . . . . . . .1-22

Change 4 Index 5
CSTO SR1F-15SA-1-2

FIRE DURING START OR GROUND FUEL QUANTITY SELECTOR KNOB. . . . . . . . . . . . 1-29

OPERATION (WITH FIRE LIGHT ON FUEL RESERVE REQUIREMENTS . . . . . . . . . . . . . . . 8-2
AND/OR FIRE VOICE WARNING). . . . . . . . . . . . . . . 3-14 FUEL TANK PRESSURIZATION AND
FIRE LIGHTS/SYSTEM OPERATION . . . . . . . . . . . . 1-21 VENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-28
FIRE SENSOR CAUTION . . . . . . . . . . . . . . . . . . . . . . 1-22 FUEL TRANSFER SYSTEM . . . . . . . . . . . . . . . . . . . . 1-25
FIRE WARNING/EXTINGUISHING FUEL TRANSFER SYSTEM
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-21 MALFUNCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-35
FIRE/OVERTEMP/AB BURN THRU FUEL TRANSFER SYSTEM
VOICE WARNINGS . . . . . . . . . . . . . . . . . . . . . . . . . 1-21 MALFUNCTION - BFD . . . . . . . . . . . . . . . . . . . . . 3-96C
FLAP MALFUNCTIONS . . . . . . . . . . . . . . . . . . . . . . 3-101 FUNCTIONAL FAILURES . . . . . . . . . . . . . . . . . . . . 1-107
FLAP POSITION LIGHTS . . . . . . . . . . . . . . . . . . . . . . 1-52 FUNNEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-165
FLAP SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-52
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-55 G
FLAPS SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-52
FLIGHT AT HEAVY GROSS WEIGHTS . . . . . . . . . . . . 6-4 G LMTR OFF CAUTION . . . . . . . . . . . . . . . . . . . . . . . 3-79
FLIGHT CONTROL COMPUTERS . . . . . . . . . . . . . . . 1-57 GAIN ORIDE CAUTION . . . . . . . . . . . . . . . . . . . . . . . 3-82
FLIGHT CONTROL SCHEDULING . . . . . . . . . . . . . . 1-59 GCWS WARNINGS . . . . . . . . . . . . . . . . . . . . . . . . . . 1-124
FLIGHT CONTROL SURFACES . . . . . . . . . . . . . . . . . 1-54 GENERAL AIRCREW
FLIGHT CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . 1-54 RESPONSIBILITIES. . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
FLIGHT CONTROL SYSTEM GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . 1-329
MALFUNCTIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . 3-65 GENERAL HANDLING QUALITIES . . . . . . . . . . . . . . 6-1
FLIGHT MANUAL BINDERS . . . . . . . . . . . . . . . . . . . . . iv GENERAL PROHIBITED MANEUVERS . . . . . . . . . . 5-9
FLIGHT PATH PITCH LADDER . . . . . . . . . . . . . . . . 1-164 GENERAL REMARKS. . . . . . . . . . . . . . . . . . . . . . . . . 5-18
FLIGHT WITH ASYMMETRIC LOADS. . . . . . . . . . . . 6-5 GENERATOR CONTROL SWITCHES . . . . . . . . . . . . 1-35
FLIGHT WITH CENTER OF GRAVITY GENERATOR FAILURE . . . . . . . . . . . . . . . . . . . . . . . 3-29
AT LIMITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4 GHOST VELOCITY VECTOR. . . . . . . . . . . . . . . . . . 1-164
FLOW INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . . 1-309 GO AROUND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-25
FLT CONTR CAUTION - BFD. . . . . . . . . . . . . . . . . .3-96D GPS ONLY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-288
FORCE EXTENSION POST REFUELING GROSS WEIGHT LIMITATIONS . . . . . . . . . . . . . . . . 5-11
PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-18 GROUND COLLISION WARNING
FORCE EXTENSION PROCEDURES. . . . . . . . . . . . . 8-17 SYSTEM (GCWS). . . . . . . . . . . . . . . . . . . . . . . . . . 1-124
FORCE EXTENSION PROCEDURES - GROUND EGRESS. . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-21
IMC OR NIGHT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-18 GROUND MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-201
FORCE EXTENSION PROCEDURES - GROUND OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . 7-8
VMC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-18 GROUND OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . 3-13
FORMATION LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . 1-304 GROUND OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . 7-9
FREE INERTIAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-288 GROUND POWER SWITCHES. . . . . . . . . . . . . . . . . . 1-39
FREQUENCY SELECTION . . . . . . . . . . . . . . . . . . . . 1-245 GROUND REFUELING . . . . . . . . . . . . . . . . . . . . . . . . 1-34
FRONT COCKPIT CONTROLS . . . . . . . . . . . . . . . . . 1-128 GROUND TRACK HOLD . . . . . . . . . . . . . . . . . . . . . . 1-83
FRONT COCKPIT INTERIOR CHECK. . . . . . . . . . . . . 2-5 GROUND TRACK STEERING MODE . . . . . . . . . . . 1-212
FRONT COCKPIT STICK AND GROUND VERSUS FLIGHT MODES . . . . . . . . . . . . 1-60
THROTTLE CONTROLS . . . . . . . . . . . . . . . . . . . . 1-128 GUN CROSS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-165
FUEL BOOST PUMPS INOPERATIVE . . . . . . . . . . . . 3-38 GYRO FAULT OR CAUTION . . . . . . . . . . . . . . . . . . . 3-67
FUEL CONTROL SWITCHES . . . . . . . . . . . . . . 1-27, 1-34
FUEL DUMP SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . 1-32 H
FUEL FEED SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . 1-27
FUEL HOT CAUTION . . . . . . . . . . . . . . . . . . . . . . . . . 1-28 HAND CONTROLLERS . . . . . . . . . . . . . . . . . . . . . . 1-139
FUEL LEAK (INFLIGHT) . . . . . . . . . . . . . . . . . . . . . . 3-38 HANDLING QUALITIES WITH FLIGHT
FUEL LOW CAUTION . . . . . . . . . . . . . . . . . . . . . . . . . 1-29 CONTROL SYSTEM MALFUNCTIONS . . . . . . . . 6-16
FUEL LOW VOICE WARNING . . . . . . . . . . . . . . . . . . 1-30 HAVE QUICK (HQ) . . . . . . . . . . . . . . . . . . . . . . . . . . 1-253
FUEL MONITORING . . . . . . . . . . . . . . . . . . . . . . . . . . 2-19 HAVE QUICK RADIO OPERATION . . . . . . . . . . . . . 2-34
FUEL QUANTITY INDICATING HEADING SCALE . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-165
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-29 HEADING SELECT (HDG) STEERING
FUEL QUANTITY INDICATOR . . . . . . . . . . . . . . . . . 1-29 MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-211

Index 6 Change 4
 CSTO SR1F-15SA-1-2

HEADING SELECT STEERING . . . . . . . . . . . . . . . . . 1-83 HUD SYMBOLS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-162

HEAD-UP DISPLAY (HUD). . . . . . . . . . . . . . . . . . . . 1-162 HUD WINDOW 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-166
HELMET MOUNTED DISPLAY (HMD) . . . . . . . . . 1-381 HUD WINDOW 10 . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-167
HELMET VEHICLE INTERFACE (HVI) HUD WINDOW 12 . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-167
CONNECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-382 HUD WINDOW 12A . . . . . . . . . . . . . . . . . . . . . . . . . .1-167
HF BIT CONTROLS AND FORMATS . . . . . . . . . . . 1-271 HUD WINDOW 13 . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-167
HF MPD/MPCD CONTROLS AND HUD WINDOW 13A . . . . . . . . . . . . . . . . . . . . . . . . . .1-168
FORMATS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-269 HUD WINDOW 14 . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-168
HF RADIO LOADING . . . . . . . . . . . . . . . . . . . . . . . . 1-269 HUD WINDOW 14A . . . . . . . . . . . . . . . . . . . . . . . . . .1-168
HF RADIO OPERATION . . . . . . . . . . . . . . . . . . . . . . 1-263 HUD WINDOW 14B . . . . . . . . . . . . . . . . . . . . . . . . . .1-168
HF SELF ADDRESS SELECTION . . . . . . . . . . . . . . 1-269 HUD WINDOW 15 . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-168
HF SYSTEM BIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-265 HUD WINDOW 16 . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-168
HIGH ANGLE OF ATTACK WARNING HUD WINDOW 17 . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-168
TONE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-75 HUD WINDOW 19 . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-179
HIGH FREQUENCY (HF) HUD WINDOW 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-166
COMMUNICATIONS SYSTEM . . . . . . . . . . . . . . 1-263 HUD WINDOW 20 . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-179
HIGH RATE ERECT SPIN . . . . . . . . . . . . . . . . . . . . . . 6-15 HUD WINDOW 21 . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-179
HMD BRU ALIGNMENT SUBMENU . . . . . . . . . . . 1-386 HUD WINDOW 21A . . . . . . . . . . . . . . . . . . . . . . . . . .1-179
HMD DISPLAY TEST. . . . . . . . . . . . . . . . . . . . . . . . . 1-410 HUD WINDOW 22 . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-179
HMD DISPLAYS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-411 HUD WINDOW 2A . . . . . . . . . . . . . . . . . . . . . . . . . . .1-166
HMD ERROR LOG. . . . . . . . . . . . . . . . . . . . . . . . . . . 1-410 HUD WINDOW 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-166
HMD RCD (PB 12) . . . . . . . . . . . . . . . . . . . . . .1-405, 1-408 HUD WINDOW 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-166
HMD-P FORMAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-401 HUD WINDOW 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-166
HMD-W FORMAT . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-406 HUD WINDOW 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-167
HOLDING BRAKE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4 HUD WINDOW 7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-167
HOLDING BRAKE. . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-50 HUD WINDOW 7A . . . . . . . . . . . . . . . . . . . . . . . . . . .1-167
HORIZON (PB 2) . . . . . . . . . . . . . . . . . . . . . . .1-401, 1-406 HUD WINDOW 8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-167
HORIZONTAL SITUATION INDICATOR HUD WINDOW 9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-167
(HSI). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-210 HUD WINDOWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-166
HOT ARMAMENT PROCEDURES . . . . . . . . . . . . . . . 8-6 HUNG START . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-13
HOT ARMAMENT SAFETY CHECK HYBRID (HYBD) CONTROL MODE . . . . . . . . . . . . . .1-9
(INFLIGHT). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-32 HYBRID VARIABLE STATOR VANE
HOT BRAKES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-20A (HVSV) MODE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-9
HOT REFUELING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-26 HYDRAULIC FAILURE . . . . . . . . . . . . . . . . . . . . . . . .3-27
HOT START . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14 HYDRAULIC FAILURE - BFD. . . . . . . . . . . . . . . . . 3-96C
HOT WEATHER/DESERT OPERATION . . . . . . . . . . . 7-8 HYDRAULIC POWER SUPPLY SYSTEM . . . . . . . . .1-43
HOTAS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-118C HYDRAULIC PRESSURE INDICATORS . . . . . . . . . .1-43
HOW TO BE ASSURED OF HAVING HYDRAULIC SYSTEM LIMITATIONS. . . . . . . . . . . . .5-1
LATEST DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . iii HYDRAULIC SYSTEMS CAUTIONS . . . . . . . . . . . . .1-44
HOW TO GET PERSONAL COPIES . . . . . . . . . . . . . . . . iv HYDROPLANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-4
HQ FMT LOAD SUBMENU . . . . . . . . . . . . . . . . . . . 1-259
HQ PROGRAM SUBMENU. . . . . . . . . . . . . . . . . . . . 1-255 I
HRM LIMIT CUE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-357
HUD COMBINED MODE . . . . . . . . . . . . . . . . . . . . . 1-180 IBIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-335
HUD CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-162 ICS VOLUME CONTROL KNOB. . . . . . . . . . . . . . . .1-241
HUD DISPLAY PROGRAMMING IDENTIFICATION FRIEND OR FOE
(REJECT 1 AND 2) . . . . . . . . . . . . . . . . . . . . . . . . . 1-180 (IFF) FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . .1-273
HUD DISPLAY, RADAR ALTITUDE . . . . . . . . . . . . 1-208 IDENTIFICATION OF POSITION (IP) . . . . . . . . . . . .1-274
HUD GUN MODE. . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-180 IDLE LOCKUP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-9
HUD MRM MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-180 IFF ANTENNA SELECTOR SWITCH . . . . . . . . . . . .1-274
HUD NAVIGATION DISPLAYS . . . . . . . . . . . . . . . . 1-225 IFF EMERGENCY OPERATION . . . . . . . . . . . . . . . .1-283
HUD POWER UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-162 IFF INTERROGATOR FUNCTION . . . . . . . . . . . . . .1-283
HUD PROGRAMMED DECLUTTER . . . . . . . . . . . . 1-185 IFF MASTER SWITCH . . . . . . . . . . . . . . . . . . . . . . . .1-273
HUD SRM MODE. . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-180 IFF MODE 4 CAUTION. . . . . . . . . . . . . . . . . . . . . . . .1-283

Change 4 Index 7
CSTO SR1F-15SA-1-2

IFF TRANSPONDER FUNCTION . . . . . . . . . . . . . . . 1-273 JET FUEL STARTER (JFS) CONTROL

IFF UFC SUBMENU . . . . . . . . . . . . . . . . . . . . . . . . . . 1-276 HANDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-24
ILS CONTROLS AND DISPLAYS. . . . . . . . . . . . . . . 1-298 JETTISON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-18
ILS VOLUME CONTROL KNOB . . . . . . . . . . . . . . . 1-299 JETTISON AND RELEASE SAFETY
ILST/ILSN STEERING MODES . . . . . . . . . . . . . . . . 1-212 SWITCHES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-327
IMMEDIATE EJECTION . . . . . . . . . . . . . . . . . . . . . . . 3-92 JFS ASSISTED RESTART . . . . . . . . . . . . . . . . . . . . . . 3-55
IN THE STORM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2 JFS FAILS TO ENGAGE OR ABNORMAL
INADVERTENT DISCONNECT . . . . . . . . . . . . . . . . . 8-37 ENGAGEMENT/DISENGAGEMENT. . . . . . . . . . . 3-13
INFLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-19, 7-8 JFS GENERATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-37
INFLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-27 JFS LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
INFLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3 JFS LOW CAUTION. . . . . . . . . . . . . . . . . . . . . . . . . . . 1-24
IN-FLIGHT MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-204 JFS READY LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-24
INFLIGHT OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . 7-9 JFS READY LIGHT DOES NOT COME
INFRARED SEARCH AND TRACK ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13
(IRST) SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-418 JFS START. . . . . . . . . . . . . . . . . . . . . . . . . . 2-10, 2-28, 2-40
INITIATED BIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-103 JFS STARTER SWITCH . . . . . . . . . . . . . . . . . . . . . . . . 1-23
INLET CAUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-59 JHMCS ADVISORY DISPLAYS . . . . . . . . . . . . . . . . 1-411
INLET GUIDE VANES (IGVs) . . . . . . . . . . . . . . . . . . . 1-10 JHMCS ALIGNMENT . . . . . . . . . . . . . . . . . . . . . . . . 1-386
INLET ICE CAUTION . . . . . . . . . . . . . . . . . . . . . . . . . 1-20 JHMCS BIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-410
INLET RAMP SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . 1-7 JHMCS BIT DETAIL . . . . . . . . . . . . . . . . . . . . . . . . . 1-410
INOPERATIVE BOOM/RECEPTACLE JHMCS CONFIGURATION . . . . . . . . . . . . . . . . . . . . 1-386
LATCHING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-36 JHMCS CONTROL. . . . . . . . . . . . . . . . . . . . . . . . . . . 1-385
INS WITH UPDATES . . . . . . . . . . . . . . . . . . . . . . . . . 1-288 JHMCS CONTROLS. . . . . . . . . . . . . . . . . . . . . . . . . . 1-401
INSTRUMENT APPROACHES . . . . . . . . . . . . . . . . . . 2-22 JHMCS DATA LOADING . . . . . . . . . . . . . . . . . . . . . 1-385
INSTRUMENT FLIGHT PROCEDURES . . . . . . . . . . 2-22 JHMCS DISPLAY FAILURE . . . . . . . . . . . . . .1-411, 3-100
INSTRUMENT LANDING SYSTEM JHMCS DISPLAY PERSONALIZATION . . . . . . . . . 1-393
(ILS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-298 JHMCS SYSTEM INITIALIZATION. . . . . . . . . . . . . 1-386
INSTRUMENT LIGHTING . . . . . . . . . . . . . . . . . . . . 1-305 JOINT HELMET MOUNTED CUEING
INSTRUMENT MASTER MODE . . . . . . . . . . . . . . . 1-191 SYSTEM (JHMCS) . . . . . . . . . . . . . . . . . . . . . . . . . 1-381
INSTRUMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-208
INTERCOM CONTROLS . . . . . . . . . . . . . . . . . . . . . . 1-241 K
INTERCOM FUNCTION SELECTOR
SWITCH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-241 KC-10 EXTERIOR LIGHTING . . . . . . . . . . . . . . . . . . . 8-8
INTERCOM SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . 1-241 KC-10 INDEPENDENT DISCONNECT
INTERCOMMUNICATIONS SET SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-31
CONTROL PANEL . . . . . . . . . . . . . . . . . . . . . . . . . 1-243 KC-135 EXTERIOR LIGHTING . . . . . . . . . . . . . . . . . . 8-8
INTERIOR CHECK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6 KEY-IN PROGRESS DISPLAYED AFTER
INTERIOR LIGHTING . . . . . . . . . . . . . . . . . . . . . . . . 1-305 20 MINUTES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-19
INTERNAL CANOPY CONTROL KNOWN THREAT TYPE ADD MODE . . . . . . . . . . . 1-374
HANDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-318
INTERNAL CANOPY JETTISON L
HANDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-319
INTERNAL FUEL TRANSFER . . . . . . . . . . . . . . . . . . 1-25 L OR R BOOST PUMP CAUTION . . . . . . . . . . . . . . . 1-28
INTERNAL TANK(S) FAIL TO L OR R BST PMP CAUTION . . . . . . . . . . . . . . . . . . . . 1-17
TRANSFER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-36 L OR R ECS TEMP CAUTION (AIR) . . . . . . . . . . . . . 3-49
INVERTED SPIN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-16 L OR R ECS TEMP CAUTION
IN-ZONE AZIMUTH STAPLE . . . . . . . . . . . . . . . . . . 1-165 (GROUND) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-17
IRST HOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-99 L OR R OIL QTY CAUTION . . . . . . . . . . . . . . . . . . . . 1-17
IRST KNOCKING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-99 L OR R OIL TEMP CAUTION . . . . . . . . . . . . . . . . . . . 1-17
IRST (PB 9) . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-404, 1-408 LANDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-101
LANDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4
J LANDING AND TAXI LIGHTS. . . . . . . . . . . . . . . . . 1-305
LANDING CONFIGURATION STALLS. . . . . . . . . . . 6-8A
JET FUEL STARTER (JFS) . . . . . . . . . . . . . . . . . . . . . . 1-23

Index 8 Change 4
 CSTO SR1F-15SA-1-2

LANDING GEAR CONTROL L/R STAB FAULT OR STAB OFF

HANDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-45, 1-327 CAUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-77
LANDING GEAR EMERGENCY
EXTENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-103 M
LANDING GEAR FAILS TO RETRACT . . . . . . . . . . 3-25
LANDING GEAR POSITION LIGHTS . . . . . . . . . . . . 1-46 M (PB 11) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-405, 1-408
LANDING GEAR SYSTEM. . . . . . . . . . . . . . . . . . . . . 1-45 MAGNETIC TRANSMITTER UNIT
LANDING GEAR UNSAFE . . . . . . . . . . . . . . . . . . . . 3-102 (MTU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-385
LANDING GEAR WARNING/UNSAFE MAIN BIT FORMAT . . . . . . . . . . . . . . . . . . . . . . . . . .1-288
LIGHTS AND WARNING TONE. . . . . . . . . . . . . . . 1-46 MAIN ENGINE CONTROL. . . . . . . . . . . . . . . . . . . . . .1-10
LANDING TECHNIQUE . . . . . . . . . . . . . . . . . . . . . . . 2-23 MAIN ENGINE CONTROL (MEC) . . . . . . . . . . . . . . . .1-8
LANDING WITH ABNORMAL GEAR MAIN FUEL PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-10
CONFIGURATION . . . . . . . . . . . . . . . . . . . . . . . . . 3-104 MANDATORY RADIO CALLS. . . . . . . . . . . . . . . . . . . .8-2
LANDING WITH KNOWN BLOWN MAIN MANUAL MAN-SEAT SEPARATION . . . . . . . . . . . . .3-94
TIRE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-102 MANUAL RECORDING . . . . . . . . . . . . . . . . . . . . . . .1-352
LANDING WITH KNOWN BLOWN NOSE MANUALLY LOADING TOD FROM GPS . . . . . . . . .2-35
TIRE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-102 MAP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-356
LATERAL - DIRECTIONAL MAP ID OVRD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-386
CHARACTERISTICS . . . . . . . . . . . . . . . . . . . . . . . . . 6-1 MAP SCALE (PB 13 AND PB 14) . . . . . . . . . . . . . . . .1-363
LATERAL CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . 1-60 MAP TYPES (PB 15) . . . . . . . . . . . . . . . . . . . . . . . . . .1-363
LAUNCH ACCEPTABLE REGION MARITIME SUBMENU . . . . . . . . . . . . . . . . . . . . . . .1-250
(LAR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-165 MASK (PB 19) . . . . . . . . . . . . . . . . . . . . . . . . . 1-406, 1-409
LCS SHUTOFF CAUTION (AIR) . . . . . . . . . . . . . . . . 3-50 MASTER CAUTION LIGHTS. . . . . . . . . . . . . . . . . . . .1-96
LCS SHUTOFF CAUTION (GROUND) . . . . . . . . . . . 3-18 MASTER MODE BUTTONS. . . . . . . . . . . . . . . . . . . .1-162
LIGHTING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8 MASTER MODE PROGRAMMING. . . . . . . . . . . . . .1-185
LIGHTING EQUIPMENT. . . . . . . . . . . . . . . . . . . . . . 1-304 MAX POWER CLIMB TECHNIQUE . . . . . . . . . . . . . .2-19
LIGHTS TEST SWITCH. . . . . . . . . . . . . . . . . . . . . . . 1-306 MAXIMUM PERFORMANCE TAKEOFFS . . . . . . . . .2-17
LIMITER FAILURES . . . . . . . . . . . . . . . . . . . . . . . . . . 3-79 MEMORY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-120
LIQUID COOLING SYSTEM (LCS) . . . . . . . . . . . . . 1-315 MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-201
LIST POINTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-226 MENU 1 DISPLAY. . . . . . . . . . . . . . . . . . . . . . . . . . . .1-152
LMTR ORIDE CAUTION . . . . . . . . . . . . . . . . . . . . . . 3-80 MENU 2 DISPLAY. . . . . . . . . . . . . . . . . . . . . . . . . . . .1-153
LOAD LIMITER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2A MENU FORMAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-181
LOADING MULTIPLE WODS . . . . . . . . . . . . . . . . . . 2-34 MESSAGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-265
LOADING MWOD AND FMT. . . . . . . . . . . . . . . . . . 1-254 MGRS PROGRAMMING SUBMENU . . . . . . . . . . . .1-229
LOADING RADIO 1/2 FMT. . . . . . . . . . . . . . . . . . . . . 2-35 MGRS SUBMENU . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-229
LONGITUDINAL CHARACTERISTICS . . . . . . . . . . . 6-1 MICROPHONE SWITCH . . . . . . . . . . . . . . . . . . . . . .1-243
LONGITUDINAL CONTROL . . . . . . . . . . . . . . . . . . . 1-59 MIL POWER CLIMB TECHNIQUE . . . . . . . . . . . . . . .2-19
LOOK AHEAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-358 MINIMUM RUN LANDING . . . . . . . . . . . . . . . . . . . . .2-25
LOS MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-370 MISCELLANEOUS DISPLAYS . . . . . . . . . . . . . . . . .1-401
LOSS OF BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-20 MISCELLANEOUS FAILURES . . . . . . . . . . . . . 3-80, 3-80
LOSS OF CABIN PRESSURE . . . . . . . . . . . . . . . . . . . 3-46 MISCELLANEOUS (MISC) FAULTS . . . . . . . . . . . . . .3-80
LOSS OF DIRECTIONAL CONTROL . . . . . . . . . . . . 3-20 MISCELLANEOUS SYSTEMS. . . . . . . . . . . . . . . . . .1-417
LOST WINGMAN PROCEDURES . . . . . . . . . . . . . . . 8-19 MISSED APPROACH/GO AROUND . . . . . . . . . . . . . .2-23
LOW ALTITUDE VOICE WARNING . . . . . . . . . . . . 1-209 MISSED RENDEZVOUS PROCEDURES . . . . . . . . . .8-29
LOW ALTITUDE WARNING. . . . . . . . . . . . . . . . . . . 1-209 MISSION PLANNING . . . . . . . . . . . . . . . . . . . . . . . . . . .8-1
LOW ALTITUDE WARNING LIGHT . . . . . . . . . . . . 1-209 MIXED LOADS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-17
LOW AOA CONTROL INPUTS. . . . . . . . . . . . . . . . . . 6-12 MODE 4 CRYPTO SWITCH . . . . . . . . . . . . . . . . . . . .1-273
LOW RATE ERECT SPIN . . . . . . . . . . . . . . . . . . . . . . 6-16 MODE 4 REPLY SWITCH. . . . . . . . . . . . . . . . . . . . . .1-273
LOW-ALTITUDE HIGH-SPEED FLIGHT . . . . . . . . . . 6-7 MODE 4 SELECTION . . . . . . . . . . . . . . . . . . . . . . . . .1-273
L/R AILERON FAULT OR AIL OFF MODE 4 SELECTOR SWITCH. . . . . . . . . . . . . . . . . .1-273
CAUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-77 MODE S ADDRESS EDIT . . . . . . . . . . . . . . . . . . . . . .1-281
L/R RUDDER FAULT OR RUD OFF MODE S FORMAT. . . . . . . . . . . . . . . . . . . . . . . . . . . .1-279
CAUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-79 MODE S ID EDITING . . . . . . . . . . . . . . . . . . . . . . . . .1-279
MODE S OPERATION. . . . . . . . . . . . . . . . . . . . . . . . .1-279

Change 4 Index 9
CSTO SR1F-15SA-1-2

MOLECULAR SIEVE OXYGEN OIL TEMPERATURE MALFUNCTION . . . . . . . . . . . 3-63

GENERATING SYSTEM (MSOGS). . . . . . . . . . . . 1-307 OPERATING MODES . . . . . . . . . . . . . . . . . . . . . . . . 1-264
MPD GAIN SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . 1-181 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . .1-244, 1-302
MPD/MPCD BRIGHTNESS SWITCH . . . . . . . . . . . . 1-181 OPERATIONAL SUPPLEMENTS . . . . . . . . . . . . . . . . . . iv
MPD/MPCD CAUTIONS . . . . . . . . . . . . . . . . . . . . . . . 1-92 ORAL COMMUNICATIONS . . . . . . . . . . . . . . . . . . . . . 8-5
MPD/MPCD CONTRAST SWITCH. . . . . . . . . . . . . . 1-181 OTHER RESTRICTIONS . . . . . . . . . . . . . . . . . . . . . . . 5-18
MPD/MPCD CONTROLS. . . . . . . . . . . . . . . . . . . . . . 1-181 OUT OF CONTROL FLIGHT
MPD/MPCD ENGINE MONITOR (ENG) CHARACTERISTICS . . . . . . . . . . . . . . . . . . . . . . . . . 6-9
FORMAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-15 OUT OF CONTROL RECOVERY . . . . . . . . . . . . . . . . 3-63
MPD/MPCD FORMAT . . . . . . . . . . . . . . . . . . . . . . . . . 1-88 OVERLOAD WARNING SYSTEM (OWS) . . . . . . . . 1-88
MPD/MPCD POWER SWITCH . . . . . . . . . . . . . . . . . 1-181 OVTEMP OVRD (PB 16) . . . . . . . . . . . . . . . . .1-405, 1-409
MPD/MPCD POWER UP OPERATION. . . . . . . . . . . 1-181 OWS COMPONENT MALFUNCTIONS. . . . . . . . . . . 1-88
MPD/MPCD PUSHBUTTONS . . . . . . . . . . . . . . . . . . 1-181 OWS MATRIX DISPLAY. . . . . . . . . . . . . . . . . . . . . . . 2-30
MPD/MPCD UPDATES . . . . . . . . . . . . . . . . . . . . . . . . 2-39 OXYGEN CAUTION LIGHT. . . . . . . . . . . . . . . . . . . . 3-44
MSOGS BIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-308 OXYGEN HOSE STOWAGE FITTING. . . . . . . . . . . 1-309
MSOGS CONCENTRATOR . . . . . . . . . . . . . . . . . . . . 1-307 OXYGEN MALFUNCTION/HYPOXIA
MSOGS REGULATOR . . . . . . . . . . . . . . . . . . . . . . . . 1-308 SYMPTOMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-46A
MULTIPLE WORD-OF-DAY (MWOD). . . . . . . . . . . 1-253
MULTIPLEX (MUX) BUS . . . . . . . . . . . . . . . . . . . .1-118A P
MULTIPURPOSE DISPLAY
(MPD)/MULTIPURPOSE COLOR PBG MALFUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . 3-44
DISPLAY (MPCD). . . . . . . . . . . . . . . . . . . . . . . . . . 1-181 PBIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-308, 1-335
MUX BUS RESET. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-98 PEDAL FAULT OR RUD PEDAL
CAUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-76
N PENETRATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
PENETRATION AIRSPEED. . . . . . . . . . . . . . . . . . . . . . 7-2
NAVIGATION AND POSITION PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-195
REPORTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-15 PERFORMANCE MONITOR DATA . . . . . . . . . . . . . . 2-37
NAVIGATION DISPLAYS . . . . . . . . . . . . . . . . . . . . . 1-224 PERMISSIBLE OPERATIONS. . . . . . . . . . . . . . . . . . . . . iii
NAVIGATION POD. . . . . . . . . . . . . . . . . . . . . . . . . . . 1-418 PITCH AND ROLL . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-290
NAVIGATION STEERING . . . . . . . . . . . . . . . . . . . . . . 1-83 PITOT HEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-19
NAVIGATION STEERING MODE. . . . . . . . . . . . . . . 1-212 PITOT-STATIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . 1-284
NAVIGATION/STEERING MODES . . . . . . . . . . . . . 1-211 POINT PARALLEL RENDEZVOUS . . . . . . . . . . . . . . 8-24
NEGATIVE AOA STALLS . . . . . . . . . . . . . . . . . . . . . .6-8A POINT PARALLEL RENDEZVOUS WITH
NEGATIVE G FLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4 TANKER ESCORT . . . . . . . . . . . . . . . . . . . . . . . . . . 8-26
NEGATIVE G FLIGHT POSITION LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . 1-304
CHARACTERISTICS . . . . . . . . . . . . . . . . . . . . . . . . . 6-7 POSITION SENSORS. . . . . . . . . . . . . . . . . . . . . . . . . . 1-57
NIGHT VISION COMPATIBLE POST AIR REFUELING . . . . . . . . . . . . . . . . . . . . . . . . 8-15
LIGHTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-306 POST AIR REFUELING . . . . . . . . . . . . . . . . . . . . . . . . 8-34
NO FLAP LANDING . . . . . . . . . . . . . . . . . . . . . . . . . . 2-25 POST SHUTDOWN FIRE . . . . . . . . . . . . . . . . . . . . . . 3-15
NO LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13 POSTFLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8
NO THROTTLE RESPONSE . . . . . . . . . . . . . . . . . . . . 3-61 POWER AND OPERATIONAL MODES. . . . . . . . . . 1-332
NORMAL CANOPY SYSTEM. . . . . . . . . . . . . . . . . . 1-318 POWER CONTROL (PC) SYSTEMS . . . . . . . . . . . . . 1-43
NORMAL FLIGHT CREW PROCEDURES . . . . . . . . 8-32 POWERUP AND SETUP . . . . . . . . . . . . . . . . . . . . . . 1-335
NORMAL LANDING . . . . . . . . . . . . . . . . . . . . . . . . . . 2-23 POWER-UP BIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-265
NORMAL TAKEOFFS . . . . . . . . . . . . . . . . . . . . . . . . . 2-17 PRECONTACT . . . . . . . . . . . . . . . . . . . . . . . . . . .8-30, 8-34
NOSE GEAR STEERING SYSTEM. . . . . . . . . . . . . . . 1-47 PREFLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8
NOZZLE FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-61 PREFLIGHT CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
PREPARATION FOR FLIGHT. . . . . . . . . . . . . . . . . . . . 2-1
O PRESENT POSITION KEEPING SOURCE
(PPKS) SUBMENU (PB 4) . . . . . . . . . . . . . . . . . . . 1-230
OIL PRESSURE MALFUNCTION. . . . . . . . . . . . . . . . 3-62 PRESENT POSITION (PP) (PB 17) . . . . . . . . . . . . . . 1-363
OIL QUANTITY MALFUNCTION . . . . . . . . . . . . . . . 3-63 PRESSURE GAUGE. . . . . . . . . . . . . . . . . . . . . . . . . . 1-309
OIL SYSTEM MALFUNCTIONS . . . . . . . . . . . . . . . . 3-62 PRESSURE TRANSDUCERS . . . . . . . . . . . . . . . . . . . 1-57

Index 10 Change 4
 CSTO SR1F-15SA-1-2

PRIMARY FUEL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1 RELEASE AND DOWNLOADING

PRIMARY (PRIM) CONTROL MODE . . . . . . . . . . . . . 1-9 SEQUENCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-17
PRIORITY VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-43 REMOTE INTERCOMMUNICATIONS
PRMM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-341 CONTROL PANEL. . . . . . . . . . . . . . . . . . . . . . . . . .1-243
PROGRAMMABLE ARMAMENT RENDEZVOUS ALTITUDE BLOCK . . . . . . . . . . . . . .8-22
CONTROL SET (PACS) . . . . . . . . . . . . . . . . . . . . . 1-417 RENDEZVOUS OVERRUN . . . . . . . . . . . . . . . . . . . . .8-28
PROGRAMMED RECORDING. . . . . . . . . . . . . . . . . 1-351 RENDEZVOUS PROCEDURES . . . . . . . . . . . . . . . . . .8-24
PROHIBITED MANEUVERS . . . . . . . . . . . . . . . . . . . . 5-9 RENDEZVOUS PROCEDURES . . . . . . . . . . . . . . . . . .8-22
PSTK FAULT OR PITCH STK CAUTION . . . . . . . . . 3-76 RENDEZVOUS TRACK . . . . . . . . . . . . . . . . . . . . . . . .8-22
PUSHOVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9 RESERVOIR LEVEL SENSING . . . . . . . . . . . . . . . . . .1-43
RESET. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-112
Q RESTART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-54
RESTRAINT RELEASE SYSTEM . . . . . . . . . . . . . . .1-323
QUICK FLOW AIR REFUELING REVERTED RUBBER HYDROPLANING. . . . . . . . . . .7-4
PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-32 RIG CAUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-83
QUICK TURN (BOTH). . . . . . . . . . . . . . . . . . . . . . . . . 2-30 RNG/BRG SUBMENU. . . . . . . . . . . . . . . . . . . . . . . . .1-230
ROLL LMTR OFF CAUTION . . . . . . . . . . . . . . . . . . . .3-79
R ROLL RATE LIMITATIONS . . . . . . . . . . . . . . . . . . . 5-12A
ROLLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-9
R1 AND R2 SUBMENUS . . . . . . . . . . . . . . . . . . . . . . 1-246 RSD STATUS AND HISTORY. . . . . . . . . . . . . . . . . . .1-198
R1 OR R2 HQ WOD LOAD SUBMENU . . . . . . . . . . 1-256 RSTK FAULT OR ROLL STK CAUTION . . . . . . . . . .3-76
RADAR ADVISORIES . . . . . . . . . . . . . . . . . . . . . . . . 1-358 RUDDER PEDAL ADJUST KNOB . . . . . . . . . . . . . . . .1-47
RADAR ALTIMETER. . . . . . . . . . . . . . . . . . . . . . . . . 1-208 RUDDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-55
RADAR ALTIMETER SWITCH . . . . . . . . . . . . . . . . 1-208
RADAR IDLE ADVISORY . . . . . . . . . . . . . . . . . . . . 3-100 S
RADAR OVERHEAT ADVISORY. . . . . . . . . . . . . . . 3-100
RADAR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-417 SAFETY SUPPLEMENTS . . . . . . . . . . . . . . . . . . . . . . . . .iii
RADIO TURN ON/OFF . . . . . . . . . . . . . . . . . . . . . . . 1-245 SANITIZATION/ERASE OF CRMM . . . . . . . . . . . . .1-331
RANGE AND BEARING TRACK MODE . . . . . . . . 1-357 SBIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-335
RCP ALIGNMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-392 SCOPE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .iii
REAR COCKPIT CONTROLS. . . . . . . . . . . . . . . . . . 1-139 SCRAMBLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-27
REAR COCKPIT INTERIOR CHECK. . . . . . . . . . . . . . 2-8 SCROLLING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-358
REAR COCKPIT STICK AND THROTTLE SEAT ADJUST SWITCH . . . . . . . . . . . . . . . . . . . . . . .1-322
CONTROLS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-139 SEAT POSITION SENSOR (SPS) . . . . . . . . . . . . . . . .1-385
RECEIVER BIT (RX BIT) . . . . . . . . . . . . . . . . . . . . . 1-265 SECONDARY POWER SYSTEM . . . . . . . . . . . . . . . . .1-23
RECEIVER DIRECTOR LIGHTS . . . . . . . . . . . . . . . . . 8-8 SECONDARY (SEC) CONTROL MODE . . . . . . . . . . . .1-9
RECEIVER FORMATION DURING SECURE VOICE SUBMENU . . . . . . . . . . . . . . . . . . .1-251
RENDEZVOUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-23 SELECT JETTISON KNOB/BUTTON . . . . . . . . . . . .1-328
RECEIVER FORMATION DURING SENDING TOD TO ANOTHER RADIO. . . . . . . . . . . .2-35
RENDEZVOUS, DAY VMC. . . . . . . . . . . . . . . . . . . 8-23 SENSOR CUEING . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-358
RECEIVER FORMATION DURING SENSOR FAILURES . . . . . . . . . . . . . . . . . . . . . . 3-67, 6-18
RENDEZVOUS, IMC OR NIGHT . . . . . . . . . . . . . . 8-23 SEPARATION FROM A SINGLE
RECEIVER RADAR REJOIN TANKER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-19
PROCEDURES - IMC. . . . . . . . . . . . . . . . . . . . . . . . 8-20 SEPARATION/TERMINATION
RECEIVER TURN-ON RENDEZVOUS . . . . . . . . . . . 8-25 PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-19
RECEIVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-17 SEQ/THRT (PB 6). . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-374
RECEIVING TOD FROM ANOTHER SEQUENCE POINTS . . . . . . . . . . . . . . . . . . . . 1-226, 1-239
RADIO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-35 SEQUENCE (SEQ) POINT EDIT
RECOMMENDED AIRSPEEDS . . . . . . . . . . . . . . . . . 2-22 FORMAT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-372
RECONNAISSANCE POD. . . . . . . . . . . . . . . . . . . . . 1-418 SHOULDER HARNESS INERTIA REEL . . . . . . . . . .1-322
REDUCED DIRECTIONAL STABILITY . . . . . . . . . . 6-15 SHOULDER HARNESS LOCK/UNLOCK
REFERENCE STANDBY DISPLAY HANDLE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-322
(RSD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-194 SIGNAL AMPLIFIER FAILURE . . . . . . . . . . . . . . . . . .8-36
REFUELING SEQUENCE . . . . . . . . . . . . . . . . . . . . . . 8-30 SINGLE ENGINE OPERATION . . . . . . . . . . . . . . . . . .3-54

Change 4 Index 11
CSTO SR1F-15SA-1-2

SINGLE ENGINE T
STALL/STAGNATION/OVERTEMP/
FLAMEOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-52 TABLE OF CONTENTS . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
SINGLE/DUAL FAILURE TABLE OF CONTENTS . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
(EXCEPT UTL A) . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-27 TACAN CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . 1-296
SINGLE-ENGINE OPERATION . . . . . . . . . . . . . . . . 3-101 TACAN STEERING . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-83
SINGLE-ENGINE TAXI . . . . . . . . . . . . . . . . . . . . . . . . 2-26 TACAN STEERING MODE . . . . . . . . . . . . . . . . . . . . 1-212
SLIPWAY DOOR DOES NOT OPEN. . . . . . . . . . . . . . 8-36 TACTICAL AIR NAVIGATION (TACAN)
SLIPWAY SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-33 SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-296
SLOW SPEED FLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . 6-7 TACTICAL SITUATION DISPLAY. . . . . . . . . . . . . . 1-356
SMART WEAPON PRIORITY TARGET TACTICAL SITUATION DISPLAY
OPEN CROSS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-165 (TSD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-239
SMOKE, FUMES, OR FIRE IN COCKPIT . . . . . . . . . 3-45 TAKE COMMAND OPERATION . . . . . . . . . . . . . . . 1-191
SNIPER TARGETING POD . . . . . . . . . . . . . . . . . . . . 1-418 TAKEOFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-16
SNOW, ICE, RAIN, AND SLUSH . . . . . . . . . . . . . . . . . 7-3 TAKEOFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-17
SPEED BRAKE FAILURE . . . . . . . . . . . . . . . . . . . . . 3-101 TAKEOFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-23
SPEED BRAKE SWITCH . . . . . . . . . . . . . . . . . . . . . . . 1-53 TAKEOFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-3, 7-7
SPEED BRAKE SYSTEM. . . . . . . . . . . . . . . . . . . . . . . 1-53 TANKER FORMATION . . . . . . . . . . . . . . . . . . . . . . . . 8-16
SPEEDBRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-55 TANKER RENDEZVOUS EQUIPMENT . . . . . . . . . . 8-23
SPIN RECOVERY DISPLAY (SRD) . . . . . . . . . . . . . . 1-77 TAXI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-16
SPIN RECOVERY DISPLAY TAXIING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-16
WARNING - BFD . . . . . . . . . . . . . . . . . . . . . . . . . . 3-96C TAXIING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-3, 7-7
SPINS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-15 TERRAIN FOLLOWING . . . . . . . . . . . . . . . . . . . . . . 1-209
SQUELCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-265 TERRAIN FOLLOWING AND AUTOPILOT
STABILATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-55 FLIGHT CHARACTERISTICS . . . . . . . . . . . . . . . . . 6-8
STALLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8 TERRAIN FOLLOWING CHECK . . . . . . . . . . . . . . . . 2-20
STANDBY COMPASS LIGHT . . . . . . . . . . . . . . . . . . 1-306 TERRAIN FOLLOWING RESTRICTIONS . . . . . . . . 5-10
STANDBY MAGNETIC COMPASS . . . . . . . . . . . . . 1-208 TEST BUTTON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-162
STARTING ENGINES. . . . . . . . . . . . . . . . . . . . . . . 2-9, 7-6 TEXT FORMAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-72
STARTING JFS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6 TGT POD/NAV POD HOT CAUTION. . . . . . . . . . . . . 3-99
STARTUP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-198 TGT/CUE (PB 10) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-404
STATUS FORMAT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-72 TGT/CUE/MARK (PB 10) . . . . . . . . . . . . . . . . . . . . . 1-408
STEER POINTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-118C THREAT POINT EDIT FORMAT . . . . . . . . . . . . . . . 1-374
STICK/PEDAL POSITION SENSOR THROTTLE MALFUNCTION. . . . . . . . . . . . . . . . . . . 3-61
FAILURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-75 THROTTLE QUADRANT . . . . . . . . . . . . . . . . . . . . . . 1-12
STORED HEADING ALIGNMENT. . . . . . . . . . . . . . 1-286 THROTTLES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-12
STORES JETTISON SYSTEMS . . . . . . . . . . . . . . . . . 1-327 THUNDERSTORM PENETRATION. . . . . . . . . . . . . . . 7-2
STORM/FLOOD LIGHTING . . . . . . . . . . . . . . . . . . . 1-305 TIME-OF-DAY (TOD) . . . . . . . . . . . . . . . . . . . . . . . . 1-253
SUPPLY/MODE CONTROL LEVER . . . . . . . . . . . . . 1-309 TOBOGGAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-32
SURVIVABILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-25 TOTAL BOOST PUMP FAILURE
SURVIVABILITY/VULNERABILITY. . . . . . . . . . . . . 1-59 (BOTH MAIN PUMPS AND
SURVIVAL KIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-323 EMERGENCY BOOST PUMP
SWITCHOVER VALVES . . . . . . . . . . . . . . . . . . . . . . . 1-43 INOPERATIVE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-38
SYMBOL BRIGHTNESS (SYM BRT) TOTAL FCC CHANNEL FAILURES. . . . . . . . . . . . . . 3-84
CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-162 TOTAL TEMPERATURE HIGH
SYMBOL (SYM) DECLUTTER SWITCH. . . . . . . . . 1-162 CAUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-284
SYSTEM ARCHITECTURE . . . . . . . . . . . . . . . . . . . . 1-381 TOTAL TEMPERATURE PROBE . . . . . . . . . . . . . . . 1-284
SYSTEM ARCHITECTURE . . . . . . . . . . . . . . . . . . . . 1-345 TOTAL UTILITY SYSTEM FAILURE . . . . . . . . . . . . 3-29
SYSTEM ATTITUDE SOURCE TPOD (PB 8) . . . . . . . . . . . . . . . . . . . . . . . . . . .1-404, 1-407
SELECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-210 TRACK UP (T-UP) OR NORTH UP
SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . 1-345 (N-UP) (PB 16) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-363
SYSTEM ELEMENTS . . . . . . . . . . . . . . . . . . . . . . . . 1-120 TRANSFER PUMP VOICE WARNING . . . . . . . . . . . 1-28
SYSTEM STARTUP . . . . . . . . . . . . . . . . . . . . . . . . . . 1-386 TRANSMITTER BIT (TX BIT) . . . . . . . . . . . . . . . . . 1-265
SYSTEMS RESTRICTIONS . . . . . . . . . . . . . . . . . . . . . . 5-4 TRANSMITTER CONTROL MODES. . . . . . . . . . . . 1-265

Index 12 Change 4
 CSTO SR1F-15SA-1-2

TRANSONIC FLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6 VARIABLE AREA EXHAUST NOZZLE . . . . . . . . . . .1-11

TRANSPONDER CONTROLS . . . . . . . . . . . . . . . . . 1-273 VARIABLE STATOR VANES (VSV) . . . . . . . . . . . . . .1-10
TSD ADVISORIES . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-369 VELOCITY VECTOR . . . . . . . . . . . . . . . . . . . . . . . . .1-163
TSD CONTROLS AND INDICATORS . . . . . . . . . . . 1-358 VERIFY WODs LOADED . . . . . . . . . . . . . . . . . . . . . . .2-35
TSD NAVIGATION. . . . . . . . . . . . . . . . . . . . . . . . . . . 1-239 VERTICAL STALL. . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8A
TURBULENCE AND THUNDERSTORMS . . . . . . . . . 7-2 VERTICAL TAIL FLOOD LIGHTS. . . . . . . . . . . . . . .1-304
VIDEO BRIGHTNESS (VID BRT)
U CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-162
VIDEO CONTRAST (VID CONT)
UFC AUTOPILOT CONTROLS. . . . . . . . . . . . . . . . . . 1-79 CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-162
UFC BIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-149 VIDEO OVERLAY COLOR (PB 15) . . . . . . . . 1-405, 1-409
UFC DISPLAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-150 VIDEO RECORDING . . . . . . . . . . . . . . . . . . . . . . . . .1-345
UFC LOW ALTITUDE WARNING (LAW) . . . . . . . . 1-208 VIDEO RECORDING AND MAP SYSTEM
UFC NAVIGATION DISPLAYS. . . . . . . . . . . . . . . . . 1-226 (VRAMS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-329
UFC POINT DATA SUBMENU . . . . . . . . . . 1-118C, 1-227 VISCOUS HYDROPLANING . . . . . . . . . . . . . . . . . . . . .7-4
UFC PROCEDURES. . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31 VISUAL SIGNALS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-5
UFC RADIO FUNCTIONALITY . . . . . . . . . . . . . . . 1-118C VOLCANIC ASH OPERATION . . . . . . . . . . . . . . . . . . .7-9
UFC SUBMENUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-159 VRAMS BIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-335
UFC SYSTEM CONTROL . . . . . . . . . . . . . . . . . . . . . 1-149 VRAMS DISPLAY ARBITRATION . . . . . . . . . . . . . .1-335
UFC TACAN SUBMENU . . . . . . . . . . . . . . . . . . . . . . 1-296
UFC UPDATES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-39 W
UHF/VHF COMMUNICATIONS
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-243 WARNING LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-91
UHF/VHF CONTROLS AND WARNING/CAUTION LIGHTS
INDICATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-243 CONTROL KNOB . . . . . . . . . . . . . . . . . . . . . . . . . .1-306
UHF/VHF RADIO OPERATION . . . . . . . . . . . . . . . . 1-244 WARNINGS/CAUTIONS/ADVISORIES . . . . . . . . . . .1-91
UNCOMMANDED FUEL VENTING . . . . . . . . . . . . . 3-39 WATERLINE SYMBOL . . . . . . . . . . . . . . . . . . . . . . . .1-165
UNCOMMANDED FUEL VENTING (EFT WEAPON SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . .1-418
AND/OR CFT). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-42 WEATHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-2
UNCOMMANDED FUEL VENTING WEATHER ABORT PROCEDURES . . . . . . . . . . . . . . .8-32
(WINGTIP MAST) . . . . . . . . . . . . . . . . . . . . . . . . . . 3-41 WEIGHT AND BALANCE . . . . . . . . . . . . . . . . . . . . . . .2-1
UNINTENTIONAL ROLLS . . . . . . . . . . . . . . . . . . . . . 6-8A WEIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-5
UNKNOWN THREAT TYPE ADD WINDSHIELD ANTI-FOG . . . . . . . . . . . . . . . . . . . . .1-313
MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-375 WINDSHIELD HEAT. . . . . . . . . . . . . . . . . . . . . . . . . . .1-19
UPDATE PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . 2-39 WINDSHLD HOT CAUTION . . . . . . . . . . . . . . . . . . . .1-19
UPDT SUBMENU (PB 9) . . . . . . . . . . . . . . . . . . . . . . 1-234 WINGMAN/RECEIVER
UPFRONT CONTROL DISPLAY RESPONSIBILITIES . . . . . . . . . . . . . . . . . . . . . . . . . .8-1
LIGHTING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-305 WITH INOPERATIVE OWS . . . . . . . . . . . . . . . . . . . . .5-10
UPFRONT CONTROLLER (UFC). . . . . . . . . . . . . . . 1-149 WITH INOPERATIVE ROLL LIMITER . . . . . . . . . . . .5-10
UPLOOK ALIGN (PB 3). . . . . . . . . . . . . . . . . .1-403, 1-406 WORD-OF-DAY (WOD) . . . . . . . . . . . . . . . . . . . . . . .1-253
UPLOOK ALIGNMENT . . . . . . . . . . . . . . . . . . . . . . . 1-392
UPLOOK BIAS RESET (PB 1). . . . . . . . . . . . .1-401, 1-406 X
USE OF GUARD. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-246
UTILITY FLOOD LIGHTS. . . . . . . . . . . . . . . . . . . . . 1-306 XFER CAUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-28
UTILITY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-43 XFER PUMP CAUTION . . . . . . . . . . . . . . . . . . . . . . . .3-35
UTL A FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-27
Z
V
ZOOM (ZM) (PB 19) . . . . . . . . . . . . . . . . . . . . . . . . . .1-364

Change 4 Index 13/(Index 14 blank)