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<?xml version="1.0" encoding="utf-8"?>
<!DOCTYPE html>
<html>
<head>
<title>SR-71 - Section III: Emergency Procedures</title>
<link type="text/css" rel="stylesheet" href="sr71.css"></link>
</head>
<body>
<article data-title="Training Summary">
<p>The following summary of bold print steps is provided as a training aid. The amplified procedures should be reviewed to assure complete understanding of the meaning and intent of the bold print steps.</p>
<h3>Ground Operation</h3>
<h4>Ground Emergency Egress</h4>
<ol class="list-number">
<li class="applic-all-all">
<p>CANOPY OPEN OR JETTISON</p>
</li>
<li class="applic-all-all">
<p>SCRAMBLE HANDLE</p>
</li>
<li class="applic-all-all">
<p>KIT HANDLE</p>
</li>
<li class="applic-all-all">
<p>CHUTE RELEASE</p>
</li>
</ol>
<h4>Engine Fire</h4>
<ol class="list-number">
<li>
<p>THROTTLES OFF</p>
</li>
<li>
<p>FUEL OFF</p>
</li>
</ol>
<h4>Brake or Steering Failure</h4>
<p>If normal brakes/steering not effective or if L hydro out:</p>
<ol class="list-number">
<li>
<p>ALT STEER & BRAKE</p>
</li>
</ol>
<p>If alternate brakes ineffective:</p>
<ol class="list-number" start="2">
<li>
<p>ANTISKID OFF</p>
</li>
</ol>
<h3>Takeoff Emergencies</h3>
<h4>Engine Failure</h4>
<p>If conditions permit and gear down:</p>
<ol class="list-number">
<li>
<p>ABORT</p>
</li>
</ol>
<p>After takeoff, if unable to hold altitude and accel:</p>
<ol class="list-number">
<li class="applic-all-all">
<p>EJECT</p>
</li>
</ol>
<p>If able to hold altitude or accel:</p>
<ol class="list-number">
<li>
<p>THROTTLES MAX</p>
</li>
<li>
<p>GEAR UP</p>
</li>
</ol>
<h4>Barrier Engagement</h4>
<ol class="list-number">
<li>
<p>NOSE DOWN</p>
</li>
<li>
<p>BRAKES RELEASE</p>
</li>
</ol>
<h4>Abort</h4>
<ol class="list-number">
<li>
<p>THROTTLES IDLE</p>
</li>
<li>
<p>BRAKES</p>
</li>
<li>
<p>CHUTE DEPLOY</p>
</li>
</ol>
<p>If tire failure occurs and braking abnormal:</p>
<ol class="list-number" start="4">
<li>
<p>ANTISKID OFF</p>
</li>
</ol>
<h4>Tire Failure</h4>
<p>Before accel check speed:</p>
<ol class="list-number">
<li>
<p>ABORT</p>
</li>
</ol>
<p>If takeoff continued:</p>
<ol class="list-number">
<li>
<p>DON'T RETRACT GEAR</p>
</li>
<li>
<p>ANTISKID OFF</p>
</li>
<li>
<p>BRAKE WHEELS</p>
</li>
</ol>
<h3>In-flight Emergencies</h3>
<h4>Bailout</h4>
<ol class="list-number">
<li>
<p>ALERT RSO</p>
</li>
<li class="applic-all-all">
<p>EJECTION D-RING</p>
</li>
</ol>
<p>If seat fails to eject:</p>
<ol class="list-number" start="3">
<li class="applic-all-all">
<p>CANOPY JETTISON</p>
</li>
<li class="applic-all-all">
<p>EJECTION T-HANDLE</p>
</li>
</ol>
<h4>Emergency Descent</h4>
<ol class="list-number">
<li>
<p>RESTARTS ON</p>
</li>
<li>
<p>THROTTLES IDLE</p>
</li>
</ol>
<h3>Propulsion System Emergencies</h3>
<h4 id="inlet-unstart">Inlet Unstart</h4>
<p>For Inlet A/D:</p>
<ol class="list-number">
<li>
<p>α WITHIN LIMIT</p>
</li>
</ol>
<p>If either Inlet in manual before A/D, or autorestart not effective (unstart recurs, inlet does not clear, or CIP does not recover):</p>
<ol class="list-number" start="2">
<li>
<p>RESTARTS ON</p>
</li>
<li>
<p>AFT BYPASS</p>
</li>
<li>
<p>CHECK EGT</p>
</li>
<li>
<p>350 KEAS</p>
</li>
</ol>
<h4>Subsonic Compressor Stall</h4>
<ol class="list-number">
<li>
<p>α WITHIN LIMIT</p>
</li>
</ol>
<h4>Double Engine Flameout</h4>
<p>With both L & R GEN OUT lights on:</p>
<ol class="list-number">
<li class="applic-all-all">
<p>ATTITUDE REFERENCE INS</p>
</li>
<li>
<p>BOTH GENS EMER</p>
</li>
<li>
<p>PRESS TANK 4 ON</p>
</li>
</ol>
<p>Engine(s):</p>
<ol class="list-number" start="4">
<li>
<p>AIR START</p>
</li>
</ol>
<h4>Air Start</h4>
<div class="note">
<p>If subsonic, only do ☆ Items</p>
</div>
<p>Affected side:</p>
<ol class="list-number">
<li>
<p>RESTART ON</p>
</li>
<li>
<p>AFT BYPASS OPEN</p>
</li>
<li class="applic-subsonic">
<p>DERICH</p>
</li>
<li class="applic-subsonic">
<p>X-FEED OPEN</p>
</li>
<li class="applic-subsonic">
<p>THROTTLE OFF, THEN 1/3 TO 1/2 MIL</p>
</li>
</ol>
<p>After engine starts:</p>
<ol class="list-number" start="6">
<li>
<p>AFT BYPASS SET</p>
</li>
</ol>
<h4>Engine Fire/shutdown</h4>
<ol class="list-number">
<li class="applic-subsonic">
<p>THROTTLE MIL/IDLE</p>
</li>
</ol>
<p>To shut down engine:</p>
<ol class="list-number" start="2">
<li>
<p>RESTART ON</p>
</li>
<li class="applic-subsonic">
<p>THROTTLE OFF</p>
</li>
<li class="applic-subsonic">
<p>AFT BYPASS OPEN</p>
</li>
<li class="applic-subsonic">
<p>FUEL OFF FOR FIRE</p>
</li>
</ol>
<h4>Accessory Drive System</h4>
<ol class="list-number">
<li class="applic-subsonic">
<p>THROTTLE RESTART ON</p>
</li>
</ol>
<h3>Other Aircraft System Emergencies</h3>
<h4>Fuel Pressure Low</h4>
<ol class="list-number">
<li>
<p>X-FEED OPEN</p>
</li>
<li>
<p>PRESS TANK 4 ON</p>
</li>
</ol>
<h4>L and/or R Hydraulic System Failure</h4>
<p>With low quantity, or pressure below 2200 psi:</p>
<ol class="list-number">
<li class="applic-subsonic">
<p>RESTART ON</p>
</li>
</ol>
<h4>Flight Control System Trim Failure</h4>
<ol class="list-number">
<li>
<p>TRIGGER HOLD</p>
</li>
</ol>
<h4>Double Generator Failure</h4>
<ol class="list-number">
<li class="applic-subsonic">
<p>Attitude Reference INS</p>
</li>
<li>
<p>BOTH GENS EMER</p>
</li>
<li>
<p>PRESS TANK 4 ON</p>
</li>
</ol>
<h4>APW System</h4>
<p>For false stick pusher:</p>
<ol class="list-number">
<li>
<p>TRIGGER HOLD</p>
</li>
</ol>
<h3>Landing Emergencies</h3>
<h4>Cockpit Fog</h4>
<ol class="list-number">
<li class="applic-SR71AB-aft">
<p>COCKPIT AIR OFF</p>
</li>
</ol>
<h4>Blown Tire After Landing</h4>
<p>If main gear tire fails and braking abnormal:</p>
<ol class="list-number">
<li>
<p>ANTISKID OFF</p>
</li>
</ol>
</article>
<section>
<h1>Introduction</h1>
<p>The emergency procedures recommended in this section should be followed unless circumstances such as weather, fuel, or other reasons dictate otherwise. The safest region for continued operation is subsonic unless altitude or aircraft range is a factor.</p>
<p>Checklists have been provided where specific corrective steps can be enumerated. A narrative format has been used where an analysis is necessary to determine the correct course of action. In some cases, where a decision-tree analysis is possible, the forms have been combined.</p>
<section>
<h3>Multiple Emergencies</h3>
<p>Procedures are based on the assumption that each crewmember understands normal systems operation. Procedures usually cover single emergencies. Crewmembers must recognize that single malfunctions often affect operation of other aircraft systems and may require actions beyond those contained in a specific emergency procedure.</p>
</section>
<section>
<h3>Assumptions</h3>
<p>Three basic assumptions are made which are not reiterated in each individual procedure. These are: (1) Aircraft control is paramount. (2) Circuit breakers associated with a malfunctioning system must be checked. (3) The other crewmember must be advised of any emergency situation.</p>
</section>
<section>
<h3>Symbol Coding</h3>
<p>Symbols used to identify crew responsibility are the same as normal procedures. These are:</p>
<ol class="list-number">
<li>
<p>Steps without special notations apply to the forward cockpit of all aircraft.</p>
</li>
<li class="applic-SR71A-aft">
<p>Steps with an enclosed number apply to the aft cockpit of the SR-71A.</p>
</li>
<li class="applic-all-all">
<p>Steps preceded by the ▲ symbol apply to both cockpits of all aircraft.</p>
</li>
<li class="applic-all-forward-SR71B-aft">
<p>Steps preceded by a T apply to the forward cockpit of all aircraft as well as the aft cockpit of the SR-71B.</p>
</li>
<li class="applic-SR71AB-aft">
<p>
<span>Steps with an enclosed T</span>
<u>and</u>
<span>step number apply to the aft cockpit of SR-71A/B.</span>
</p>
</li>
<li class="applic-SR71B-aft">
<p>Steps preceded by an enclosed T apply only to the aft cockpit of the SR-71B.</p>
</li>
</ol>
</section>
<section>
<h3>Definitions of Landing Situations</h3>
<p>The terms "land when practical" and "land as soon as possible" are not interchangeable.</p>
<p>
<u>Land when practical</u>
<span>means land at home base or other suitable alternate, with air refueling as necessary.</span>
</p>
<p>
<u>Land as soon as possible</u>
<span>means land at the nearest suitable facility.</span>
</p>
</section>
<section>
<h3>Use of Checklists</h3>
<p>
<span>Critical emergency checklist steps appear in capital bold print. The</span>
<u>actions</u>
<span>required must be committed to memory. In an emergency, the crewmember(s) must be able to accomplish these steps immediately without reference to the abbreviated checklist. This prevents any delay which might aggravate the emergency. Other checklist steps should be accomplished using the challenge and response method when time and circumstance permit. The most important consideration is to maintain aircraft control. Where an emergency situation requires more than one procedure, a reference to the other procedure(s) is included.</span>
</p>
</section>
</section>
<section>
<h1>Ground Operation</h1>
<section data-title="Emergency Egress">
<h1>Ground Emergency Egress</h1>
<p>In an emergency requiring ground abandonment, the primary concern is to leave the immediate area of the aircraft as soon as possible. The following procedure provides the fastest means of escape. The lap belt should not be released until the aircraft has stopped.</p>
<figure id="fig-3-1">
<img src="images/3-1.jpg" alt="" />
<figcaption>Figure 3-1: Ground Emergency Egress</figcaption>
</figure>
<h2>Aircraft on Fire</h2>
<p>When the aircraft or the surrounding area is engulfed in flames, the crew may abandon the aircraft (relying on the faceplate, helmet, and suit for protection) or eject.</p>
<div class="warning">
<p>Do not eject unless the canopy is either closed or jettisoned clear of the aircraft.</p>
</div>
<h3>Ground Emergency Egress Procedure</h3>
<ol class="list-number">
<li class="applic-all-all">
<p>
<b>CANOPY OPEN OR JETTISON.</b>
</p>
<p>Open or jettison the canopies first unless fire danger exists. Retain the canopies until all preparations for evacuation are completed if there is danger of fire engulfing the cockpit area.</p>
<p>The recommended order for canopy jettison is pilot, then RSO, so that the pilot's canopy cannot fall upon an open RSO cockpit and strike the RSO.</p>
</li>
<li class="applic-all-all">
<p>
<b>SCRAMBLE HANDLE.</b>
</p>
<p>Pull the scramble handle after the aircraft has stopped. This releases:</p>
<ol class="list-parnumber">
<li>
<p>Lap belt. (The belt remains attached to the parachute.)</p>
</li>
<li>
<p>Inertia reel shoulder harness.</p>
</li>
<li>
<p>Foot retention cables.</p>
</li>
<li>
<p>Parachute arming lanyard and housing.</p>
</li>
<li>
<p>Cable on ejection D-ring.</p>
</li>
</ol>
<div class="note">
<p>When pulling the scramble handle, expect a loud report from the initiator firing.</p>
</div>
<div class="warning">
<p>If the scramble handle does not function normally, the ejection seat safety pin should be installed to prevent inadvertent ejection. Then the harness, spurs, and lap belt must be released manually as required.</p>
</div>
</li>
<li class="applic-all-all">
<p>
<b>KIT HANDLE.</b>
</p>
<p>Pull the survival kit handle. This releases the kit from the torso harness, disconnects personal leads to the normal and emergency oxygen supplies, and releases the parachute from the survival kit lid. It also detaches the kit lanyard from the torso harness if the kit is seated firmly.</p>
<p>The kit can also be released manually by pressing the quick release latches below each hip. The right latch also releases the kit lanyard.</p>
<div class="warning">
<ul class="list-circle">
<li>
<p>The crewmember must remain seated until the survival kit handle is pulled.</p>
</li>
<li>
<p>The crewmember is still attached to the survival kit by the oxygen hose when using the quick release latches instead of the kit handle to disconnect from the kit.</p>
</li>
</ul>
</div>
</li>
<li class="applic-all-all">
<p>
<b>CHUTE RELEASE.</b>
</p>
<p>Open the parachute quick disconnects at the shoulder and lap, and lift the shoulder straps from the suit velcro patches.</p>
<p>Egress with the chute is possible if it cannot be released.</p>
<div class="warning">
<p>Mobility with the chute is limited.</p>
</div>
</li>
</ol>
<p>Standing up separates the helmet electrical connections and the suit vent hose.</p>
</section>
<section>
<h1>Engine Fire</h1>
<p>If a fire is evident during start, or on notification:</p>
<ol class="list-number">
<li>
<p>
<b>THROTTLES OFF.</b>
</p>
</li>
<li>
<p>
<b>FUEL OFF.</b>
</p>
<p>Set both guarded EMER FUEL SHUTOFF switches to the fuel off position (up). AC and DC power are required. During engine start, the ground crew should continue turning the engine if the fire is contained in the tailpipe. If the starter unit has disengaged, it cannot be reengaged until the engine has come to a complete stop.</p>
</li>
<li>
<p>Battery - OFF.</p>
</li>
<li class="applic-all-all">
<p>Abandon the aircraft.</p>
<div class="caution">
<p>Without ground power, simultaneous shutdown of both engines may result in generator cut-out and loss of AC power before the emergency fuel shutoff valves can completely shut off the engine fuel supply. Similarly, actuating the battery switch within 5 seconds of closing the emergency fuel shutoff switches may result in incomplete valve operation.</p>
</div>
<div class="caution">
<p>If ground power is not connected, as during taxiing or after landing, and if crew safety is not an immediate factor, shut down the affected engine first followed by the affected engine fuel shutoff switch. To assure complete fuel shut-off to that side, allow 5 seconds before shutting down the second engine and actuating the battery switch.</p>
</div>
</li>
</ol>
</section>
<section>
<h1>Brake or Steering Failure</h1>
<p>Illumination of the ANTI-SKID OUT caution light may indicate brake failure.</p>
<h3>Brake or Steering Failure Procedure</h3>
<p>If normal brakes and/or nose wheel steering are not effective, or if L hydraulic pressure is not available:</p>
<ol class="list-number">
<li>
<p>
<b>ALT STEER & BRAKE</b>
</p>
<p>The green nosewheel steering engaged (STEER ON) light extinguishes if steering disengages due to loss of hydraulic pressure. Release brake pedal pressure, then move the brake switch to ALT STEER & BRAKE.</p>
<p>In ALT STEER & BRAKE, the power source for braking is the R hydraulic system; nose wheel steering is powered by the L system until L system pressure decreases below 2200 psi, then steering shifts to the R hydraulic system automatically.</p>
<div class="note">
<p>If both engines are shutdown while the aircraft is moving, the brake switch should be set to OFF and steady pressure applied in one application until completely stopped; otherwise, antiskid cycling or pumping the brakes depletes the hydraulic system accumulator and results in loss of brakes. The L hydraulic system accumulator may provide up to 3 brake applications; however, the brake accumulator is not required to hold a charge.</p>
</div>
<p>If the antiskid system relieves brake pressure and wheel RPM does not increase within 2.7 seconds: the antiskid fail-safe circuit should deactivate antiskid and illuminate the ANTI SKID OUT annunciator caution light; and braking without antiskid protection should become available.</p>
<ol class="list-alpha">
<li class="applic-SR71B-aft">
<p>Brake switch - OFF.</p>
<p>Selection of OFF electrically disengages the aft cockpit switch from the brake system. Selection of ANTI SKID ON or ALT STEER & BRAKE overrides the forward cockpit brake switch setting.</p>
</li>
</ol>
</li>
</ol>
<p>If alternate brakes are ineffective:</p>
<ol class="list-number" start="2">
<li>
<p>
<b>ANTISKID OFF.</b>
</p>
<p>If the brake switch is placed to OFF: the L hydraulic system powers braking and steering, antiskid is disabled, and the ANTI-SKID OUT annunciator caution light illuminates.</p>
<p>After S/B R-2695, holding the trigger switch depressed will disable antiskid and illuminate the ANTI-SKID OUT annunciator caution light. The hydraulic power source for brakes remains as selected by the brake switch. If R hydraulic pressure is not available, move the brake switch out of ALT STEER & BRAKE.</p>
</li>
</ol>
<section>
<h3>Antiskid Out</h3>
<p>The ANTI-SKID OUT caution light illuminates while on the ground if: the brake switch is in OFF; the antiskid system is disabled or fails; or, after S/B R-2695, the trigger switch is held depressed.</p>
<p>With the ANTI-SKID OUT light on unaccountably:</p>
<ol class="list-number">
<li>
<p>Antiskid - Recycle.</p>
<p>Attempt to recycle the antiskid brake system by repositioning the brake switch if the situation permits and if there is no apparent reason for the system being disabled. After S/B R-2695 check that the trigger switch is not stuck in the depressed position.</p>
</li>
</ol>
<p>If the ANTI-SKID OUT light persists:</p>
<ol class="list-number" start="2">
<li>
<p>Brake switch - OFF.</p>
<p>Without antiskid operating, extreme caution must be used while braking to prevent wheel skid. Skidding is hard to detect due to aircraft size and weight. Tires may fail before a skid can be recognized and corrected. A main landing gear tire blowout may be sensed as a thump or muffled explosive sound.</p>
</li>
</ol>
</section>
</section>
<section>
<h1>Tire Failure</h1>
<p>At takeoff weights, to decrease the probability of further tire failures, taxi distance should be minimized if one or two tires per main gear are flat. Taxiing is permitted to clear a runway with all tires failed on a main gear, as the massive tire bead protects the wheels for some distance. At normal landing weight, the aircraft can be taxied if one tire per main gear remains inflated.</p>
</section>
</section>
<section id="takeoff-emergency">
<h1>Takeoff Emergencies</h1>
<p>These procedures apply from the start of takeoff until the initial climb schedule is established.</p>
<section>
<h1>Propulsion System</h1>
<p>The propulsion system includes the main engines, afterburners, inlets, nozzles, tailpipes, fuel controls, and fuel-hydraulic, lubrication, and ignition systems. If abnormal operation of any of these components is indicated prior to reaching the acceleration check distance, the takeoff should be aborted. Refer to <a href="#abort">Abort procedure, this section</a>.</p>
<section>
<h3>Engine Failure</h3>
<p>If conditions permit and gear retraction has not been initiated:</p>
<ol class="list-number">
<li>
<p>
<b>ABORT.</b>
</p>
<p>Abort if abnormal operation of any of the propulsion system components is indicated before reaching the acceleration check distance.</p>
<p>Abort if the acceleration check is unsatisfactory, or if a fire warning occurs before refusal speed.</p>
<p>Abort if the thrust of either engine decays to the point that minimum single-engine flight speed cannot be attained, provided that conditions permit and landing gear retraction has not been initiated.</p>
<div class="warning">
<p>Under most conditions below single-engine minimum aerodynamic control speed, directional control on the ground cannot be maintained with maximum thrust on one engine and the other engine decaying or failed.</p>
</div>
<p>If both engines fail immediately after takeoff, decay of engine RPM results in rapid loss of A and B hydraulic system pressure and subsequent loss of aircraft control. Land straight ahead if the gear is down and sufficient runway is available.</p>
</li>
</ol>
<p>After takeoff, if unable to hold altitude and accelerate:</p>
<ol class="list-number">
<li class="applic-all-all">
<p>
<b>EJECT.</b>
</p>
<p>If gear retraction has been initiated, eject rather than attempt to land with the gear partially retracted or up.</p>
</li>
</ol>
<p>If able to maintain altitude or accelerate:</p>
<ol class="list-number">
<li>
<p>
<b>THROTTLES MAX.</b>
</p>
<p>If an engine fails immediately after takeoff and the decision is made to continue, maintain Maximum thrust on the operating engine. Lateral and directional control can be maintained when airspeed remains above the minimum single engine control speeds shown on <a href="#fig-3-2">Figure 3-2</a>; however, ability to maintain altitude and accelerate or climb depends on weight, drag, altitude, airspeed, and temperature. Refer to <a href="appendix.htm">performance data, Appendix I</a>.</p>
<figure id="fig-3-2">
<img src="images/3-2.jpg" alt="" />
<figcaption>Figure 3-2: Single-Engine Minimum Aerodynamic Control Speed</figcaption>
</figure>
</li>
<li>
<p>
<b>GEAR UP.</b>
</p>
<p>Initiate gear retraction if not already accomplished.</p>
</li>
<li>
<p>Dump fuel as required.</p>
<p>Fuel dumping in addition to consumption by the operating engine lightens the aircraft at an appreciable rate. When at heavy weight for the existing air temperature, dumping fuel may reduce weight sufficiently to remain airborne. If turning at a sufficient speed, the inoperative engine will also discharge fuel from its afterburner.</p>
<p>Monitor C.G. carefully if dumping with crossfeed open,</p>
</li>
<li>
<p>PUMP REL switch - Press to release Tank 4.</p>
<p>Dumping fuel with Tank 4 selected manually will cause premature termination of normal fuel dumping when Tank 4 quantity reaches 3700 lbs.</p>
</li>
<li>
<p>Rudder trim - As necessary.</p>
<p>
<span>Bank and sideslip toward the operating engine as necessary to maintain directional control and minimize drag. 7 to 9 degrees of rudder trim, with bank and sideslip to maintain course, yields minimum drag in the critical speed range from 220 to 250</span>
<u>KIAS</u>
<span>.</span>
</p>
</li>
</ol>
<p>Failed engine:</p>
<ol class="list-number" start="6">
<li>
<p>Complete Engine Shutdown or Air Start procedure, as appropriate.</p>
<div class="warning">
<p>Positively identify the failed engine before retarding the throttle.</p>
</div>
</li>
</ol>
</section>
<section data-title="Afterburner Failure">
<h3>Afterburner Failure During Takeoff</h3>
<p>Abort if an afterburner fails prior to reaching the acceleration check speed. Refer to <a href="#abort">the Abort Procedure, this section</a>.</p>
<p>If an afterburner fails after reaching the acceleration check speed, confirm that both throttles are at the maximum afterburner position and continue the takeoff. Check EGT and for derichment. When safely airborne, positively identify the affected engine and then retard that throttle below the afterburner range. Pause at Military if the nozzle position indication is near closed, then check nozzle operation by retarding the throttle until the nozzle starts to open. A relight may be attempted if engine instrument indications and observation of the nacelle with the periscope disclose normal conditions; however, a malfunction should be assumed. Land when practical.</p>
</section>
<section id="afterburner-nozzle-failure">
<h3>Afterburner Nozzle Failure</h3>
<p>Nozzle failure is indicated when nozzle position and engine RPM response to throttle positioning are not normal. Engine shutdown may be necessary.</p>
<p>If a nozzle fails open and takeoff is continued, keep the throttle in maximum afterburner until a reduction in thrust is possible. Anticipate engine overspeed when the throttle is retarded and be prepared to reduce throttle position below Military.</p>
<p>If a nozzle fails toward closed, expect EGT rise, RPM suppression, compressor stall, and possible engine flameout.</p>
<p>Use the Afterburner Nozzle Failure procedures under In-Flight Emergency Procedures, this section, and land as soon as possible.</p>
</section>
</section>
<section>
<h1>Fire</h1>
<p>Abort if either fire warning light illuminates before refusal speed. Above refusal speed, use the Engine Fire/Engine Shutdown procedure, this section, and land as soon as possible.</p>
</section>
<section id="abort">
<h1>Abort</h1>
<p>The abort procedure assumes that a decision to abort is made before rotation speed. Aborts from above rotation speed are not prohibited, but the risks associated with aborting from such a high initial speed at takeoff weight must be balanced against the risks of continuing a takeoff. In general, after rotation speed, the best course of action is to continue rather than abort, unless the aircraft cannot fly.</p>
<h2>Engine Management</h2>
<p>Both throttles should he retarded to IDLE and the brakes applied with the nose down as soon as the decision to abort is made. The planned rotation speed may be exceeded; however, the nose wheel should be kept on the runway to take advantage of nosewheel steering.</p>
<div class="note">
<p>For chute failure, shutdown the right engine after both are idling, or complete the shutdown of a failed or flamed out engine. This reduction in thrust decreases stopping distance, and reduces the possibility of tire failure.</p>
</div>
<div class="warning">
<p>Wait until RPM and EGT show that both engines are idling (or that one engine is failing) before selecting the engine to shutdown. Loss of both engines will result in loss of hydraulic pressure for steering, and braking may not be possible.</p>
</div>
<h2>Aircraft Attitude, with Decision to Abort</h2>
<p>Lower the nose and start braking at nosewheel contact. When rotation is well advanced, the aircraft may accelerate beyond takeoff speed and lift off before rotation can be checked. In this case, hold the aircraft off sufficiently to regain control and then touchdown without sideslip, near the center of the runway if possible.</p>
<h2>Chute Deployment</h2>
<p>The drag chute requires 4 to 5 seconds for deployment after drag chute control actuation. If above 210 KIAS, it is permissible to actuate the DRAG CHUTE T-handle while decelerating in anticipation of reaching the limit airspeed for chute deployment; however, deployment above 210 KIAS can destroy the chute. Actuation of the chute system to reach 210 KIAS simultaneously with loading of the chute is not recommended unless the risk is justified by very marginal stopping distance. Retain the drag chute.</p>
<h2>Drag Chute Failure</h2>
<p>If the drag chute does not deploy, shut down the failed engine (or shut down the right engine if there has been no engine failure) to reduce thrust and decrease stopping distance. Use moderate up elevon to provide as much drag as possible without lifting the nose wheel. The increased gear load may cause tire failure at heavy weight; however, tire failure may be acceptable since the tires will not necessarily disintegrate. Braking deceleration available is nearly the same for braked tire rolling and blown tire locked conditions with a smooth, wet surface. Locked wheel skids of 7000 feet on an ungrooved wet runway have left the wheels undamaged.</p>
<h2>Braking on Wet Runways</h2>
<p>Unless hydroplaning, good nosewheel and rudder steering characteristics can be expected. Well controlled stops have been demonstrated on wet runways with and without the drag chute, with all main gear tires blown and wheels locked, and with one engine shut down.</p>
<p>Hydroplaning is a limiting factor with wet runway conditions and, although nosewheel and rudder steering remain effective, wheel braking force is nil until the tires can make contact with the runway. The aircraft tends to follow a trajectory and drifts with a crosswind.</p>
<p>Except for the extended stopping distances, skids across or into dry runway areas are the chief hazard of wet runway stops. The wheels tend to lock-up and cause blown tires while sliding on a wet surface. Dry areas can destroy the tires due to increased friction or wheel spin-up. This allows the wheels to make runway contact and may ultimately destroy the wheels and brake assemblies.</p>
<p>Even so, the aircraft can probably survive on the landing gear struts if it remains on the runway or on a hard surface overrun (assuming a smooth transition from runway to overrun).</p>
<h3>Abort Procedure</h3>
<div class="warning">
<ul class="list-disc">
<li>
<p>Do not release lap belt or shoulder harness, or pull scramble handle until the aircraft stops.</p>
</li>
<li>
<p>The landing gear should be left extended.</p>
</li>
</ul>
</div>
<ol class="list-number">
<li>
<p>
<b>THROTTLES IDLE.</b>
</p>
<p>Retard both throttles to IDLE. Do not shut down either engine immediately unless failure to do so would vitally endanger the aircraft, such as engine fire.</p>
</li>
<li>
<p>
<b>BRAKES.</b>
</p>
<p>Lower nose and -</p>
<p>
<u>For dry runway</u>
<span>: Use moderate to heavy brake pressure until stop is assured. Do not use up elevon because risk of tire failure is increased.</span>
</p>
<p>
<u>For wet runway</u>
<span>: Use light to moderate brake pressure.</span>
<u>Up elevon</u>
<span>for additional drag</span>
<u>may be used</u>
<span>if braking is marginal or if the drag chute fails.</span>
</p>
<div class="note">
<ul class="list-disc">
<li>
<p>Rated brake energy capacities and maximum braking speeds may be disregarded during an abort. It is better to use the brakes at high speed, as tire failure may occur if the roll is extended by delayed braking.</p>
</li>
<li>
<p>On wet runways without grooves, deceleration is nearly the same with blown tires locked as with braked tires rolling.</p>
</li>
</ul>
</div>
<div class="caution">
<p>Hard braking may result in brake seizure after stopping, increasing time to clear the runway. If possible, keep the aircraft moving at slow speed until clear of the runway. Taxiing at low speed to clear a runway is permitted with all tires failed on a main gear. The massive tire bead protects the wheels for a short distance at heavy weight.</p>
</div>
</li>
<li>
<p>
<b>CHUTE DEPLOY.</b>
</p>
<p>The maximum airspeed for drag chute deployment is 210 KIAS. Retain the drag chute.</p>
<p>If normal chute deployment does not occur in five seconds, rotate the DRAG CHUTE control handle 90 degrees counterclockwise and pull out 8 inches. A pull force of approximately 65 pounds is required.</p>
</li>
</ol>
<p>If tire failure occurs and braking is abnormal:</p>
<ol class="list-number" start="4">
<li>
<p>
<b>ANTISKID OFF.</b>
</p>
<p>Set the brake switch OFF or, after S/B R-2695, depress and hold the trigger switch. Brake with steady pressure.</p>
</li>
</ol>
<p>If tire failure occurs with either wet or dry conditions, increased brake pressure will be required on that side to maintain braking force on the remaining tires. Maintain moderate to heavy brake pressure to prevent spin-up of wheels with failed tires and wheel and/or tire disintegration at high rotational speeds.</p>
<p>For L hydraulic or left engine failure:</p>
<ol class="list-number" start="5">
<li>
<p>Brake switch - ALT STEER & BRAKE.</p>
<p>Set the brake switch to ALT STEER & BRAKE when the L hydraulic pressure is below normal, or with left engine failure. Extinguishing of the STEER ON light may indicate L hydraulic system failure.</p>
<div class="caution">
<p>Selecting ALT STEER & BRAKE changes the source of brake pressure from the L to the R hydraulic system. Decrease brake pressure momentarily to avoid skidding the tires.</p>
</div>
</li>
</ol>
<p>For fire, drag chute failure, or if stopping distance is critical:</p>
<ol class="list-number" start="6">
<li>
<p>Throttle - OFF.</p>
<ol class="list-alpha">
<li>
<p>Shutdown the engine that is failed or on fire.</p>
<div class="warning">
<p>Positively identify the failed engine before retarding the throttle.</p>
</div>
</li>
<li>
<p>Shutdown the right engine if both engines and L hydraulic pressure are normal at idle.</p>
</li>
</ol>
</li>
<li>
<p>Fuel - OFF.</p>
<p>The periscope may assist in determining if a major fire exists. For engine fire (if crew safety is not an immediate factor) shut down the affected engine and allow 5 seconds for operation of the engine fuel shutoff valve before shutting down the other engine.</p>
<div class="warning">
<p>If the aircraft is on fire, shut down both engines after stop and abandon the aircraft.</p>
</div>
</li>
</ol>
<p>Prepare to engage the barrier if a suitable barrier is available and it appears that a reasonably safe stop can be made. If a safe stop is obviously impossible, ejection prior to reaching an unprepared surface is recommended.</p>
<p>If ejecting, eject early enough to avoid descent into a fire area.</p>
<ul class="list-disc">
<li>
<p>If the aircraft has a major fire, ejection prior to barrier engagement is recommended. Burning fuel can engulf and spread ahead of the aircraft as it stops in the restraining cable.</p>
</li>
<li>
<p>If there is no fire, do not shutdown until fire-fighting equipment arrives. Engine shutdown vents fuel in the wheel brake area, thus creating a fire hazard.</p>
</li>
</ul>
<p>If possible, turn into the wind when stopping.</p>
<div class="caution">
<p>Brakes must be cooled to approximately ambient temperature before attempting another takeoff.</p>
</div>
</section>
<section>
<h1>Barrier Engagement</h1>
<p>The following applies only to BAK-11 cable engaging systems installed with modified dual BAK-12 arresting engines.</p>
<h2>Barrier Operation</h2>
<p>The barrier is controlled from the control tower, and is armed prior to all takeoffs and landings. The pilot may call for disarming of the barrier if it is apparent that a safe stop can be made without it.</p>
<p>When armed, the barrier is operated by the aircraft nosewheel and main gear as they roll over pressure-sensitive switchmats located in the runway ahead of the main cable. A row of switchmats located a short distance beyond the arresting cable prevents barrier actuation before the nose wheel has passed over the cable. The switches energize a timing computer which causes the arresting cable to be thrown up to engage the main gear struts. On engagement, the arresting cable is pulled out with a relatively constant restraining force to stop the aircraft within 2000 feet.</p>
<h2>Operating Restrictions</h2>
<p>The maximum recommended ground speed for barrier engagement is 180 knots at all gross weights. The minimum ground speed is 30 knots with the model 8200/BAK-11/12 installation (Beale AFB) and 15 knots with the model 8200-2/BAK-11/12 installation (Kadena AB). The barrier cable will not eject below these speeds.</p>
<p>Optimum barrier engagement is perpendicular between the runway side stripe markings. A successful engagement can be expected, however, if the aircraft centerline is no closer than approximately 40 feet from the edge of the runway at the barrier. The probability of a successful engagement when closer than 40 feet to the edge of the runway is marginal, especially at high speeds.</p>
<p>The nosewheel must be on the runway when crossing the switchmats. Steer to maintain runway heading and contact the barrier squarely.</p>
<h3>Barrier Engagement Procedure</h3>
<ol class="list-number">
<li>
<p>
<b>NOSE DOWN.</b>
</p>
<p>Barrier switchmats must be crossed in a three-point attitude.</p>
</li>
<li>
<p>
<b>BRAKES RELEASE.</b>
</p>
<p>To prevent exceeding strut structural limits, release brakes before barrier engagement. Steer to approach the barrier squarely, and if possible, in the center. Do not jettison the drag chute.</p>
<div class="caution">
<p>Steer to engage perpendicular to the barrier and discontinue braking before engagement.</p>
</div>
</li>
<li>
<p>Fuel - Off.</p>
<p>Allow 5 seconds for the fuel shutoff valves to close.</p>
</li>
<li>
<p>Throttles - OFF.</p>
<div class="warning">
<ul class="list-disc">
<li>
<p>If there is no fire, do not shutdown until fire-fighting equipment arrives. Engine shutdown vents fuel in the wheel brake area, thus creating a fire hazard.</p>
</li>
<li>
<p>Do not release lap belt or shoulder harness, or pull the scramble handle until the aircraft stops.</p>
</li>
</ul>
</div>
</li>
</ol>
</section>
<section>
<h1>Tire Failure</h1>
<p>
<span>Long runs during taxi or takeoff at heavy weight can result in blown tires. Critical temperature in the tire bead is approximately 455°F. Failure of a main gear tire during takeoff overloads the remaining tires on that side when takeoff weight exceeds 92,500 pounds; however, the remaining tires should sustain a 50% overload for the remaining period required to takeoff at maximum weight or stop</span>
<u>if required cooling procedures are completed before takeoff.</u>
<span>(See Figures <a href="5.htm#fig-5-7">5-7</a> and <a href="5.htm#fig-5-8">5-8</a>.) Because each main gear tire loss decreases the available brake energy capability by one-sixth, ability to stop from high speed is largely dependent on the drag chute.</span>
</p>
<h2>Nosewheel Tire Failure</h2>
<p>Failure of a nosewheel tire should not fail the other tire. It may not be possible to determine immediately whether a nose or main gear tire has failed. In either case, engine or structural damage may be sustained from tire fragments.</p>
<h2>Tire Failure Procedure</h2>
<p>Depending on airspeed and whether or not engine damage is indicated, takeoff may be preferable to aborting. The speed at which takeoff becomes preferable is close to acceleration check speed. Before refusal speed, attempt to determine if engine damage has been sustained.</p>
<p>If tire failure occurs before acceleration check speed:</p>
<ol class="list-number">
<li>
<p>
<b>ABORT.</b>
</p>
</li>
</ol>
<p>If takeoff is continued:</p>
<ol class="list-number">
<li>
<p>
<b>DON'T RETRACT GEAR.</b>
</p>
<p>Leave the gear extended to minimize damage to the wheel well.</p>
</li>
<li>
<p>
<b>ANTISKID OFF.</b>
</p>
<p>Braking is disabled while the gear is down without weight on the gear if antiskid is enabled. The brake switch must be OFF or, after S/B R-2695, the trigger switch must be held depressed to stop the wheels rapidly after takeoff. The ANTI-SKID out annunciator caution light will not illuminate when antiskid is disabled while airborne.</p>
</li>
<li>
<p>
<b>BRAKE WHEELS.</b>
</p>
<p>The blown tire(s) must be stopped to minimize damage to the aircraft.</p>
</li>
<li>
<p>Confirm tire and aircraft condition.</p>
<p>The gear should not be retracted until visually checked from another aircraft or the ground.</p>
</li>
</ol>
</section>
<section>
<h1>Emergency Gear Retraction</h1>
<p>If the gear lever cannot be moved UP after takeoff:</p>
<ol class="list-number">
<li>
<p>Gear override button - Press and hold.</p>
<p>This overrides the solenoid which is normally actuated by the landing gear switch.</p>
</li>
<li>
<p>Landing gear lever - UP.</p>
</li>
</ol>
</section>
</section>
<section>
<h1>Inflight Emergencies</h1>
<section>
<h1>Bailout</h1>
<p>Eject if loss of control is imminent, or if a safe landing or stop cannot be accomplished. Ejection expectations are:</p>
<ol class="list-alpha">
<li>
<p>At sea level, wind blast exerts minor forces on the body up to 525 KIAS; appreciable forces from 525 to 600 KIAS; and excessive forces above 600 KIAS. The aircraft limit airspeed is below the speeds for excessive forces; however, when flying without a pressure suit, delay ejection until below Mach 1.0 and 420 KEAS (slower when conditions permit.)</p>
</li>
<li>
<p>Successful chute deployment should result after ejection from zero speed and altitude.</p>
</li>
<li>
<p>Free fall from high altitude down to 15,000 feet with drogue chute stabilization is the quickest descent.</p>
</li>
</ol>
<p>During any low altitude ejection, the chance for success is greatly increased by zooming the aircraft to exchange excess airspeed for altitude. Ejection should be accomplished while the aircraft is level or climbing. A climbing or level attitude results in a more nearly vertical trajectory for the seat and crew member, thus providing more altitude and time for seat separation and parachute deployment. The zero altitude capability of the ejection system should not be used as a basis for delaying ejection. Accident statistics emphatically show a progressive decrease in successful ejections as ejection altitude decreases below 2000 feet. Whenever possible, eject above 2000 feet.</p>
<figure id="fig-3-3">
<img src="images/3-3_1.jpg" alt="" />
<figcaption>Figure 3-3 (Sheet 1 of 8): Ejection</figcaption>
</figure>
<figure id="fig-3-3-2">
<img src="images/3-3_2.jpg" alt="" />
<figcaption>Figure 3-3 (Sheet 2 of 8): Ejection</figcaption>
</figure>
<figure id="fig-3-3-3">
<img src="images/3-3_3.jpg" alt="" />
<figcaption>Figure 3-3 (Sheet 3 of 8): Ejection</figcaption>
</figure>
<figure id="fig-3-3-4">
<img src="images/3-3_4.jpg" alt="" />
<figcaption>Figure 3-3 (Sheet 4 of 8): Ejection</figcaption>
</figure>
<figure id="fig-3-3-5">
<img src="images/3-3_5.jpg" alt="" />
<figcaption>Figure 3-3 (Sheet 5 of 8): Ejection</figcaption>
</figure>
<figure id="fig-3-3-6">
<img src="images/3-3_6.jpg" alt="" />
<figcaption>Figure 3-3 (Sheet 6 of 8): Ejection</figcaption>
</figure>
<figure id="fig-3-3-7">
<img src="images/3-3_7.jpg" alt="" />
<figcaption>Figure 3-3 (Sheet 7 of 8): Ejection</figcaption>
</figure>
<figure id="fig-3-3-8">
<img src="images/3-3_8.jpg" alt="" />
<figcaption>Figure 3-3 (Sheet 8 of 8): Ejection</figcaption>
</figure>
<h2>Before Ejection</h2>
<p>If time and conditions permit:</p>
<ol class="list-number">
<li>
<p>Alert RSO</p>
<p>Advise the RSO by interphone and the ALERT position of the RSO BAILOUT switch. See <a href="#fig-3-3">Figure 3-3</a>.</p>
</li>
<li>
<p>Altitude - Reduce so that the pressure suit is not essential to survival.</p>
</li>
<li>
<p>Airspeed - Reduce to subsonic and as slow as conditions permit.</p>
</li>
<li>
<p>Head aircraft toward unpopulated area.</p>
</li>
<li>
<p>Transmit location and intentions to nearest radio facility.</p>
</li>
<li class="applic-SR71AB-aft">
<p>IFF - EMER.</p>
</li>
<li class="applic-all-all">
<p>Lower helmet visor.</p>
</li>
<li class="applic-all-all">
<p>Green apple - Pull.</p>
</li>
</ol>
<h2>To Bailout</h2>
<p>Accomplish as many of the following steps as are necessary to clear the aircraft. Refer to <a href="#fig-3-3">Figure 3-3</a>.</p>
<ol class="list-number">
<li>
<p>
<b>ALERT RSO.</b>
</p>
<p>Call "bailout, bailout, bailout" or otherwise positively advise RSO on the interphone, and set the RSO BAILOUT switch to GO.</p>
</li>
<li class="applic-all-all">
<p>
<b>EJECTION D-RING.</b>
</p>
<p>Sit erect with head against headrest and feet back firmly against the seat. To pull ejection D-ring, cross arms (if possible) to assist in keeping arms close to the body.</p>
<p>The RSO should eject first. The pilot should wait for the RSO EJECTED light to illuminate before ejecting, if conditions permit.</p>
</li>
</ol>
<p>If the seat fails to eject:</p>
<ol class="list-number" start="3">
<li class="applic-all-all">
<p>
<b>CANOPY JETTISON</b>
</p>
<p>Pull the canopy jettison handle. If the canopy still does not jettison, pull the canopy latching handle aft and push the canopy into the air stream.</p>
</li>
<li class="applic-all-all">
<p>
<b>EJECTION T-HANDLE.</b>
</p>
<div class="warning">
<ul class="list-disc">
<li>
<p>Do not pull the secondary ejection T-handle with the canopy still in place.</p>
</li>
<li>
<p>Keep elbows close to sides and feet firmly against seat while pulling the secondary ejection T-handle, since the foot retractors and shoulder harness powered retraction may not have actuated.</p>
</li>
</ul>
</div>
</li>
</ol>
<p>If an ejection seat is inoperative:</p>
<p>The following procedure should be used to separate from the aircraft if sufficient control remains. If the RSO's seat fails, the pilot should remain with the aircraft, assist the RSO to leave the aircraft, and then eject.</p>
<ol class="list-number" start="5">
<li>
<p>Airspeed - 250 to 300 KEAS.</p>
</li>
<li class="applic-all-all">
<p>Green apple - Pull.</p>