7.  Normal Procedures

NOTE:  Procedures highlighted in GREEN are available in X-Plane.  All others are listed for informational purposes.

Video Tutorials Included in this section (more to come):
Starting Engine
Landing Pattern

7.1 After Entering Aircraft

FORWARD COCKPIT INTERIOR CHECK
  1. Foot retractors - Attach
  2. Seat belt, shoulder harness, and parachute arming cable - fasten.
WARNING
Failure to attach the straps in the following proper sequence may prevent separation from the ejection seat after ejection.

a.  Place the right and left shoulder harness loops over the manual release end of the swivel link.
b.  Place the automatic parachute arming cable over the manual release end of the swivel link.
c.  Fasten the seat belt by locking the manual release lever.

  1. Oxygen hoses and other personal leads - Connect.
  2. Head set, oxygen mask - Connect.
  3. External Power - ON.  Select APU Start from plugins - CF-104 Systems - Flight Preparation Window. You'll hear the APU start and electrical power will be available to run the instruments. The APU start cart will appear outside.
Note
MASTER CAUTION, INST ON EMER POWER, HYDRAULIC SYSTEM OUT, AUTO PITCH CONT OUT, NO.1 AND NO. 2 GENERATOR OUT, CANOPY UNSAFE and ENGINE OIL LEVEL LOW lights will be illuminated until engine is started.

  1. Attitude indicator - Check, large warning flag retracted.
  2. Left console circuit breakers - In.
  3. Auxillary trim selector switch - STICK TRIM.
  4. Auxillary trim control switch - NEUTRAL
CAUTION
  1. APC switch - ON and safetied.
  2. Stabililty control switches (roll, pitch, and yaw) - ON.
  3. A/R probe light rheostat - OFF.
  4. Pylon jettison switch - OFF.
  5. Engine motoring switch - OFF.
  6. Camera shutter switch - As required.
  7. IFF control panel - As required.
  8. External tanks refuel selector switch - As required.
  9. Refuel switch - OFF.
  10. Dual Timer Panel - As required.
  11. Fuel shut-off switch - ON (Guard down and secured by safety clip).
  12. Radar control panel - As required.
  13. Rudder trim - Neutral.
  14. Exhaust nozzle control switch - AUTO.
  15. Wing flap lever - UP (check indicator).
  16. Throttle - OFF.
  17. Speed brake switch - NEUTRAL.
  18. Red landing gear light - OFF.
  19. Green landing gear lights - ON.
  20. Landing and taxi lights - OFF.
  21. Anti skid - ON.
  22. Drag chute handle - Stowed.
  23. Manual landing gear release handle - Stowed.
  24. Armament control panel - As required.
  25. Rudder pedal adjustment - As required.
  26. Radar control switches - As required.
  27. Control transfer panel - As required.
  28. External stores rotary selector switch - SAFE.
  29. Canopy jettison handle - Stowed.
  30. Clock - Check.
  31. UHF channel selection - As required,
  32. Accelerometer - Reset.
  33. Airspeed setting index - Set as required.
  34. Mach reset - Check.
  35. Altimeter - Set
WARNING
It is possible to rotate the barometric set knob through full travel so that the 10,000 foot pointer is 10,000 feet in error.  Special attention should be given the altimeter to assure that the 10,000 foot pointer is reading correctly.
  1. Attitude indicators - Set.
  2. PHI Indicator - As required (refer to section on Navigation Equipment for more details).
  3. Ram air turbine handle - Stowed.
  4. Clearance plane and antenna tilt indicator - Check.
  5. External fuel quantity selector switch - As desired.
  6. Storm lights switch - OFF.
  7. Liquid oxygen gauge - Check.
  8. Canopy defogger - OFF.
  9. Fuel quantity and fuel indicating system - Check.
  10. Warning light system test switch - WARNING LIGHTS TEST
  11. Generator switches - RESET.
  12. Oxygen system - Check.
  13. Oxygen regulator panel - As desired.
  14. TACAN - As required.
  15. Exterior lights control panel - As required.
  16. Eject frequency override switch - OFF.
  17. PHI - As required.
  18. Inertial navigator panel - Set the INS to Align to provide nav info to the Attitude Indicator (AI). The OFF light on the AI will go away once this is done. The INS green mode light will start flashing when ILS alignment is complete.  At this time, change the INS mode to NAV.  This normally takes about 9 minutes in the real aircraft.  In the sim, the alignment time has been shortened to one minute.
  19. Pilots fresh air scoop lever - CLOSED.
  20. BTC - As required.
  21. DCU 9/A panel - As required.
  22. UHF - As required.
  23. Emergency UHF - OFF.
  24. Cockpit temperature - As desired.
  25. Cockpit temperature selector switch - AUTO.
  26. Flying suit switch - As desired.
  27. Pitot, pitch, temperature probe switch - OFF.
  28. Engine duct anti-ice switch - OFF
  29. Rain remover switch - OFF.
  30. Interior lights - As required.
  31. Align control panel - As required.  The initial lat / lon coordinates are automatically entered for you.
  32. Right console circuit breakers - IN.


7.2  Before Starting Engine
Before starting engine, make sure danger areas are clear of personnel, aircraft, and vehicles.  The boundary layer control outlets for the intake ducts on each side of the lower fuselage will have a strong suction when the engine is starting which may be strong enough to draw articles of clothing or loose equipment into the engine.  Start engine with airplane heading into the wind when practical.  An external electrical power source will be connected when starting the engine unless an emergency condition exists.

CAUTION

7.3  Starting Engine

Video Tutorial

Occasionally it may be neccessary to start the engine without the recommended ground starting equipment.  Basically there are three types of starts that may be used.   These are AUTOMATIC, MANUAL, and BATTERY.  Currently only AUTOMATIC start is supported in the simulator.

AUTOMATIC START

The X-Plane preference to start aircraft with engine running is used by the plugin to determine if the Starfighter will open with the engine on or off.  That option is fouund in the X-Plane - Settings - Operations and Warnings window.  See the Setup Instructions on how to configure the Throttle Idle/Cutoff key and how to use the Key Command Menu.

Start the engine as follows:
  1. Throttle - CUTOFF.
  2. Ground turbine compressor and auto-start contol cable - Connected and ON.  (Done automatically for you in sim).
  3. Push either start switch on the left forward panel and release (panel 2 on the Panel Layout Diagram).  You may also operate the start switch from the key command menu.  Push the function key you have assigned to activate the key command menu, select General Equipment (Option 1) and then option 3 which is the start switch.
Note
  1. After a few seconds the engine RPMs start increasing. When they do, push the Idle/Cutoff function key that you have assigned, to move the throttle from cutoff to idle. This will cause fuel flow and the EGT should start reading to indicate a positive start.  Turning on the fuel too soon can cause a hot start and an engine fire.
  2. Fuel flow 450 - 700 pounds per hour - Check 10 to 12% rpm.
  3. As the engine starts, system warnings will extinguish on the warning system panel on the right forward panel (panel 7 on the Panel Layout Diagram).   The engine start sequence may be stopped by pushing either start switch down.  You may also use the key command menu option  General Equipment - Stop Start.
  4. Turn the radar to one of Standby mode if required. The radar controls are on the front of the left side panel (panel 9 on the Panel Layout Diagram).   The radar take a couple of minutes to warm up before other radar modes are available so be patient.
  5. Turn on the reticle using the reticle power switch on the right side of the Armament Panel.  In this strike version of the CF-104, this was displayed in a fixed position but could be adjusted using the "Depression" dial (not functional yet).  In the upcoming conventional attack version, the sight allowed advanced computed bombing modes such as CCIP and CCRP and the lead-computing (LCOSS) sight for air-to-air combat.
CAUTION
CAUTION
If the throttle is unintentionally retarded to OFF, a flameout occurs immediately.  Do not reopen, as relight is impossible and resultant flow of unburned fuel into the engine will create a fire hazard.

  1. External electrical power and ground turbine compressor - Disconnect at idle rpm.  (Done automatically for you)
  2. Engine instruments for proper indications - Check.


7.4  Ground Operation

With the assistance of ground personnel, proceed as follows:
  1. Generators - ON - RESET
To insure operation of the generator bus transfer circuits:
a.  No. 1 generator - OFF, check warning light and RESET.
b.  No. 2 generator - OFF, check warning light and RESET.
  1. UHF, IFF, and TACAN - As required.
  2. Hydraulic systems - Check
To insure that the hydraulic systems are operating properly, perform the the following checks:
  1. Flight controls - Check for full travel.
  2. Trim system - Check.
CAUTION
It is possible to damage the trim mechanism by operating the trim controls with the control stick in the full throw position.  To preclude this possibility, make all trim system checks with control stick NEUTRAL.

Make the following checks and have the ground crew assure you that control surfaces respond correctly:
a.  Rudder trim - Operate through full travel and return to neutral.
b.  Aileron and horizontal stabilizer trim switch - Test (all four positions).

WARNING
An improperly installed or defective trim switch is subject to sticking in any or all of the actuated positions, resulting in application of extreme trim.  If this condition occurs during preflight check and the switch does not return automatically to the center OFF position, do not fly the airplane.

Note
Take-off trim indicator lights should momentarily illuminate as the trim motors pass through the take-off setting.
  1. Trim - Set for takeoff and verified by ground personnel.
Note
Leading edge of horizontal stabilizer should be aligned with black "T" index painter on the vertical stabilizer.
  1. Auto-pitch, stick shaker, and stability control augmentation system - Check

7.5  Before Taxiiing

Observe the following instructions:
  1. Hydraulic door - Closed.
  2. Canopy - As desired.
  3. Ground crew interphone - Disconnected.
  4. Canopy initiator safety pin removed - Check.
  5. Ejection seat safety pin - Removed.
  6. Wheel chocks - Removed.
  7. After clear of other aircraft, external stores auto-drop system safety pins - Removed
Note
When armament stores are carried, the safety pins are to be removed in the designated area.


7.6  Taxiing

  1. Nose wheel steering - Engage (use Nose Wheel Steering button as configured on your stick in the CF-104 Joystick Setup menu).
The nose wheel and rudder pedals must be in the same relative position before the steering mechanism can be engaged.

WARNING
Do not operate canopy handle at aircraft speeds in excess of 50 knots IAS or damage to the canopy frame and locking mechanism can result.
  1. Brakes - Check
CAUTION
To prevent possible damage to the main landing gear wheel assemblies from excessive side-loads, avoid high speed taxi turns.
  1. Flight instruments and navigation equipment - Check
BEFORE TAKE-OFF CHECK
H Harness Locked - Arming cable, spurs - hooked
Hydraulics 2800 - 3100 psi
Hood Locked
T Trim Set for take-off
F Fuel Internal and External
Flaps Take-off, speed-brakes- IN
G Gyros Erect and aligned
S Switches As required
C Controls Full travel
O Oxygen Sufficient for flight



ENGINE CHECK

Figure 7-1


See figure 7-1 for exhaust nozzle positions at various throttle settings.  While the take-off area make the following checks:
  1. Align aircraft with runway - Check nose wheel centered.
  2. Throttle, MILITARY - Check instruments.
Some EGT gauges may indicate a momentary fluctuation of +/- 5 degC over normal limits.  This indication is allowable provided the fluctuation does not exceed a maximum of +/- 5 degC and does not occur more often than once every 20 seconds.
  1. Throttle - Rapidly retard to IDLE, check for compressor stall.
  2. Throttle - MILITARY
  3. Throttle - Reduce slowly to 80% rpm, check for compressor stall
If compressor stall is encountered, abort flight.
  1. Throttle - Rapidly retard from 80%rpm to IDLE - Check fuel flow.
Note
Fuel flow should momentarily drop to approximately 450-700 lb/hr.  This fuel flow indicates that sufficient minimum fuel flow will be available during idle descents and for air starts.  If the fuel flow is not within these limits the flight should be aborted.
  1. Throttle - MILITARY.  Advance throttle to MILITARY and check for normal engine acceleration (10 seconds maximum).


7.7  Takeoff

Prior to takeoff, set Radar to GMS or GMP ground-mapping modes or Air-toAir mode if desired.

NORMAL TAKE-OFF
  1. Throttle - Minimum Sector Afterburner (ensure light-off - A successful afterburner light is by a stable EGT of 588 degC and the nozzle opening above a value of 2).
Note
It is recommended that a stabilized afterburner light be obtained prior to advancing throttle to Maximum Afterburner.  
  1. Brakes - Release
  2. Throttle - Maximum Afterburner Thrust
Note
  1. Engine instruments - Check
  2. Use nose wheel steering as necessary for directional control.
CAUTION
  1. Assume take-off attitude.
Note
Proper technique is to anticipate the acceleration of the aircraft and rotate the nose so that take-off attitude and speed are reached smoothly and simultaneously.  As external stores are added, an increase in nose wheel lift off speed can be expected due to the change in weight and center of gravity.  Takeoff speeds can range from 180 knots to 240 knots depending on aircraft weight, airport altitude, and weather conditions.  Maximum tire speed is 243 knots.

CROSS-WIND TAKE-OFF
In addition to normal takeoff procedures, increase nose wheel lift-off and take-off speed 5-10 knots to compensate for gusts.  Nose wheel steering may be required in excess of 100 knots if strong crosswinds are present.


7.8  After Take-Off - Climb

  1. Landing gear lever - UP. 
When airplane is definitely airborne, retract get and check red and gree landing gear position indicator lights off.

CAUTION
Immediate retraction of the gear is important when making afterburner take-offs to prevent exceeding the landing gear transient limit airspeed.  The landing gear doors should be completely up and locked before the placard speed is reached; otherwise excessive airloads may damage the mechanism, or stall gear retraction.
  1. Wing flap lever - UP.
Check indicator.
Note
  1. Throttle - As desired.  (Retard to MILITARY at minimum of 300 knots IAS)
As soon as afterburner thrust is no longer needed, shut down the afterburner by moving throttle aft and inboard (In X-Plane move throttle to 80% travel).  Monitor the nozzle position indicator to check that the nozzle closes normally as the throttle is being retarded from maximum afterburning.
  1. Engine instruments and fuel quantity - Check.
  2. Airspeed - Best climb.

7.9  Climb

The climbing attitude with Maximum Thrust is extremely steep and until experience is gained, some difficulty in holding the climb schedule will be experienced.  Refer to climb charts for recommended speeds to be used during climb, and for rates of climb and fuel consumption.
CAUTION
The roll stability augmenter should be turned off before reaching 575 knots IAS with the tip stores installed.  With tip stores installed and the roll stability augmenter operating, wing torsional oscillations sufficient to cause structural damage may be experienced at high indicated airspeeds.  Missile launchers are not considered as tip stores; therefore, the roll stability augmenter should be left on when carrying bare launchers.

7.10  Cruise

Flying Video

Refer to Appendix for Cruise Operating Data.

The windshield and canopy defogging system should be operated thoughout the flight at the highest flow possible so that a sufficiently high temperature is maintained to preheat the canopy and windshield areas.  It is necessary to preheat because there is insufficient time during rapid descents to heat these areas to temperatures which prevent the formation of frost or fog.
Note
The auto-pitch and stick shaker may be checked in flight as follows:  While applying a slow stick deflection, note APC reading increase in relation to angle of attack and increasing G force indicating satisfactory system operation from sensing of vane angle.  Apply a small rapid stick deflection and note APC indicator reading increase rapidly in relation to the pitch rate gyro.  The stick deflection should be great enough to induce a pitch rate sufficient to actuate the stick shaker.  The APC gauge reads from 0 to 5.  In the real aircraft, the stick-kicker would activate when the gauge reached 5 to let the pilot know that he was close to the pitch-up limit.  If you keep increasing the AOA, the plane will pitch up soon after.  There is also a stick shaker which rattle the stick when you are near the stall speed.  I added a sound for this so you'll hear it a lot.  I'll let you pull the breaker in a future beta to disable the shaker and the sound.

Maximum takeoff flap speed is M 0.85. They are intended to be used for maneuvering. Corner velocity is between M 0.8 and M 0.85. Maximum sustained turn rate is 5.5G with flaps and 5.2 G without.  

Top speeds of up to M2.4 have been achieved in the CF-104.  The normal limit is M2.0.  The top speed is limited by aerodynamic heating.  The compressor inlet temperature is monitored and a light in the cockpit marked "SLOW" will flash when the maximum compressor inlet temperature is exceeded which is at around M2.0 at high altitudes but can occur at significantly lower Mach numbers at low altitude.  Prolonged flight at high CIT temperatures will cause engine failure.

7.11 Afterburner Operation

Before moving the throttle into the afterburner range, check that the nozzle position indicator is in its normal range for military thrust.  Move the throttle smoothly outboard and forward into the afterburner range (last 10% of throttle travel in X-Plane).  Check exhaust gas temperature, rpm, and nozzle position.
CAUTION
If an afterburner light is not obtained within approximately 3 seconds at sea level or approximately 5 seconds at altitude after the throttle is moved into the afterburner range, move the throttle inboards to MILITARY and then after 3 to 5 seconds, return to the afterburner range.  After the initial light is obtained, move the throttle forward with a positive motion if maximum thrust is desired.
Note
The fuel flow indicator does not indicate afterburner fuel flow.

When shutting the afterburner off, retard the throttle aft and inboard to the Military Thrust position (80% throttle setting in X-Plane).

7.12  Flight Characteristics

Refer to Flight Characteristics section in the manual.


7.13  Descent

Refer to Appendix for recommended descent technique and accomplish the following steps:
  1. Engine/duct anti-ice and pitot heat - As desired.
  2. Armament switches - OFF
  3. Radar mode selector switch - As desired.
  4. No.1 and No. 2 hydraulic system pressures - Check.
  5. Shoulder harness lever - Locked.


7.14  Before Landing

The procedures set forth below will produce the results shown in the landing chart in Appendix.

Note
The airspeeds listed herein are based on a landing gross weight of 15,200 lbs. (1000 lbs fuel remaining).  Increase approach and landing speeds 5 knots for each 1000 lbs of fuel remaining above 1000 lbs.

INITIAL
  1. Wing flap lever - TAKE-OFF before pitch (check indicators).
DOWNWIND
  1. Landing gear lever - DOWN below 260 knots IAS (check indicators).
  2. Wing flap lever - LAND below 240 knots IAS and above 210 knots IAS (check indicators).
Maintain lever flight and keep hand on flap lever until it is determined that the flaps and BLC are functioning normally.

Note
A mild roll transient may be experienced on some aircraft as flaps move from TAKE-OFF to LAND position.  This is attributed to asymmetric diference in boudary layer control systems and will vary in intensity and direction with individual aircraft but shot not exceed one inch of lateral stick displacement.  After the flaps are in the full down position some lateral unbalance may persist.  This unbalance can be trimmed out, if desired.

BASE LEG TURN
  1. Landing gear down and locked - Check.
  2. Anti-skid switch - ON.
  3. Airspeed - 200 knots IAS minimum
FINAL
When on final approach, accomplish the following:
  1. Roll out on final approach, mimum distance from end of runway - 6000 feet; recommended airspeed - 190 knots IAS.
  2. Engine speed are required (approximately 87 - 90% rpm, but not less than 85% rpm).
  3. Airspeed - 170 knots IAS recommended.
Note
The recommended final approach speed includes sufficient margin to cover most operating conditions such as turbulent air, minor landing weight variation, etc.  This margin makes additional allowances for such factors unnecessary.

WARNING
Under various conditions of heavy gross weight or high ambient temperatures, with flaps in the land position, sufficient thrust may not be available at MILITARY to maintain proper rate of descent and airspeed during turn from downwind to final.  Refer to Heavy Weight Landing in this section.


7.15  Landing

Video Tutorial

BOUNDARY LAYER CONTROL
The installation of boundary layer control to effect low landing approach and touchdown speeds has resulted in some new flight characteristics and changes in required piloting technique.  The pilot should remember, at all times, when using land flaps that the additional lift afforded by BLC is dependent on engine airflow.  This lift, therefore varies with airspeed, altitude, and engine rpm.  The greatest effect is realized at low airspeed, low altitude, and engine speeds above 83%, although some effectiveness is still retained at lower power settings.  The significance of this is that under the landing condition, especially as touchdown is approached, proper use of the throttle is mandatory to accomplish a smooth reduction in engine rpm so that a smooth reduction in the effects of BLC on lift will result.

LANDING TECHNIQUE
The recommended landing pattern results in a flat powered approach similar to that used for ILS and Radar Approach patterns carrying approximately 88% rpm until touchdown is approached.  A straight-in approach of 6000 feet minimu, is recommended to simplify the technique and judgement involved in the landing flare.  The thrust should be controlled to hold airspeed and sink rate to the recommended values on the final approach.  (Use of the recommended speeds provides ample speed margin from the back side of the power required curve).  Airspeed response to throttle adjustments is extremely positive and rapid, aiding considerably in establishing a good approach.  The high drag of the airplane in the landing configuration makes it unnecessary to use speed brakes in the landing pattern (especially on the approach).  Speed brakes may be used during roundout to aid in controlling touchdown point.  The approach should be maintained to establish a flare-out just short of the runway.  As the touchdown point is approached, flare-out rotation should be started, followed by a smooth reduction in thrust to 82-83%.  The gradual rpm reduction induces a right roll-off which is associated with the thrust reduction and BLC since a similar roll-off is experienced accompanying a thrust reduction with take-off flaps.  An abrupt thrust reduction results in abrupt roll-off tendency and a rapid increase in sink rate.  These characteristics make it necessary to approach touchdown carrying power, and to reduce power to idle as the main gear contacts the runway.  The smooth thrust reduction reduces roll-off tendency thereby making it easy to maintain wings-level flight throughout the flare as well as provide positive control of rate of sink.  It may seem unnatural to touchdown with more than idle thrust; however, with the drag of the landing flaps, it is possible to slow down rapidly enough so that idle thrust need not be used.  Adhere to recommended approach and touchdown speeds.  If the aircraft is held of to lower speeds, lateral stability and contro will deteriorate and wing drop tendencies will be experienced.  In addition, the high pitch angle required for flight at these low airpseeds will be excessive and can result in tail dragging.


NORMAL LANDING
  1. Throttle - Retard to IDLE (after touchdown).
  2. Nose wheel - Lower
  3. Nose wheel steering - Engage.
  4. Drag chute - Deploy.
To obtain maximum aerodynamic braking, deploy drag chute as soon as nose wheel is on the ground.

CAUTION
CROSS WIND LANDING
Wind drift may be compensated for by "crabbing" or the "wind down" method, or a combination of both.  In strong crosswinds the "wing down" or a combination of the two is more suitable.  The most important things to remember are the following:  lower the nose immediately after touchdown, engage the nose wheel steering before deploying the drag chute.  The drag chute may be deployed in 90 degree crosswinds of 20 knots or 45 degree crosswinds of 30 knots provided the nose wheel steering is engaged.  The airplane tends to weather vane, but directional control can be maintained with nose wheel steering.  After landing, some difficulty may be encountered releasing the drag chute; however, turning the airplane directly into the wind should solve this problem.

HEAVY WEIGHT LANDING
When a heavy weight landing must be made, adjust the approach and touchdown airspeeds for gross weight.  Refer to the landing charts in Appendix for the airspeed at any landing gross weight.  Fly a larger than normal pattern or make a straight-in approach.  This is especially important on approaches under hot and/or high altitude landing conditions.  Rate of descent should be monitored closely and not allowed to become excessive.  Be prepared to use afterburning thrust if necessary.  Under marginal conditions, a straight in approach is recommended.  In addition, minimize drag by using a take-off flap or gear up configuration for the approach, changing to the final landing configuration when landing is assured.  If landing roll distance is a major consideration use land flaps to reduce the touchdown speed and delay gear extension until the flare is assured.

WARNING
Under these conditions, the afterburner will have to be used if a go-around is attempted after the landing gear has been extended.

MINIMUM RUN LANDING
For a landing with minimum ground roll, fly the approach so that close control can be excercised over touch down point and airspeed.  Land as near the end of the runway as possible, touching down at 140 knots for normal landing gross weight.  Use the speed brakes to aid in controlling touchdown point and speed as well as for maximum drag during the rollout.  Plan the chute deployment so that it blossoms as the nose wheel touches down.  Smoothly apply anti-skid brakes with constantly increasing pedal pressure.  If cycling occurs indicating maximum braking, pedal force should be reduced.
Note
Cycling of the anti-skid system can be detected by the change in longitudinal deceleration as braking action is automatically released and re-applied by the anti-skid system.

LANDING ON SLIPPERY RUNWAYS
Land on wet  or icy runways using the same procedure as for a minimum run landing.  Leave the flaps at LAND during the landing roll for maximum aerodynamic drag.  

TOUCH AND GO LANDINGS
No special technique is required during touch and go landings.

After touchdown proceed as follow:
  1. Flaps - TAKE-OFF.
  2. Throttle - MILITARY.
  3. Speed brakes - IN.
  4. Use normal take-off technique
GO-AROUND


Make decision to go-around as soon as possible and observe the following procedures:
  1. Throttle - MILITARY (Maximum Thrust if necessary).
CAUTION
The available excess thrust to perform a go around varies with gross weight, airspeed airplane configuration, field elevation, and ambient temperature.  As extremes of these variable are approached the ability to perform a successful go-around with Military Thrust decreases, thus requiring afterburning thrust.   Refer to Appendix for illustrations and charts showing the variations in performance to expect with changes in these operating conditions.
  1. Speed brake switch - IN.
  2. Landing gear lever - UP.  (When definitely airborne and rate of climb is established).
  3. Wing flap lever - TAKE-OFF  - at not less than 175 knots IAS.
Note
WARNING
When making a go-around, leave the wing flap lever in the TAKE-OFF position for 30 to 60 seconds.  This action will cool the BLC ramp and keep the retracting flaps from pinching the ramp.  Pinched BLC ramps can cause undesirable rolling moments when the BLC system is operating.


7.16  After Landing

Maintain directional control with nose wheel steering and brakes and proceed as follows:
  1. Speed brake switch - OUT.
  2. Wing flap lever - TAKE OFF  - After 30 to 60 seconds, move flap lever to UP
  3. Rain remover - OFF
  4. Engine/duct anti-ice and pitot heat - OFF
  5. Drag chute - Jettison in appropriate area.
  6. Trim - Take-Off.
Note
If armament is carried, proceed to designated area for replacement of armament safety pins.


7.17  Engine Shut Down

  1. Electrical Equipment - OFF
  1. Run engine at three minutes at IDLE for proper engine cooling (taxi time can be included in idle time)
  2. Speed brakes open - Check.
  3. Throttle - OFF (Use throttle Idle/Cutoff function key as defined in plugins-CF-104 Systems-Joystick Config menu).
Note

7.18  Before Leaving Airplane
  1. Ejection seat safety pin - Installed.
  2. Oxygen lines - Capped and stowed.
  3. Wheels - Chocked.
CAUTION
In addition to establised requirements for reporting any system defects, unusual and excessive operations, the pilot will also make entries in appropriate form to indicate when any limits in the Aircraft Operating Instructions have been exceeded.