The pilot in command will decide which pilot performs the takeoff/landing after a thorough analysis of the situation. (A/5-2)



(For fire or aircraft evacuation on the ground.)
  3. AGENT - DISCHARGED (P, E (D/3-7,8)


(steady light & horn, flashing light or other malfunction that requires shutting down the engine.)
Throttle to Idle Start is permissible before bold print...
  2. AGENT - AS REQUIRED (P)  (D/3-11-13)









1. Ground evacuation - One long, sustained blast.
2. Ditching or crash landing immediately after takeoff - one long, sustained blast.
3. Brace for impact - One long, sustained blast.
4. Bail out - One long, sustained blast.
5. Prepare to bail out - Three short blasts.
6. For immediate bail out, the pilot will sound the warning horn and transmit "BAIL OUT" 3 times over the PA.
7. Prepare for ditching or crash landing - Six short blasts.


Outboard engine - establish a bank angle of at least 5 away from the dead engine before reaching full rudder input.
Retract the gear. For loss of 2 engs. at heavy weight slowly and judiciously change flap setting to 40% (max lift over drag coefficient.)
Accelerate to Vmfr, retract flaps.
Climb - 250 to 10,000', then 260 to .65 Mach.
If additional climb performance is required, climb at Vmco until reaching at least 1000' AGL and clear of the obstacle. (Limit bank angle to 15) (D/3-10)


(immediate actions):
  • Disconnect elec.& electrohydraulic pitch trim (both pilots)
  • Simultaneously apply manual hyd pitch trim in the opposite direction.
  • If trim movement continues: direct the flight eng.to depressurize hyd sys #2 and the copilot to select EMER on elevator sys #2 power control switch.
On takeoff, use an airspeed near rotate speed. After takeoff (cruise):airspeed - 200 KCAS
NOSE DOWN runaway: Back pressure, wings level, reduce power as necessary, spoilers as needed; 200 KCAS (D/3-72)


CAUTION: If no a/c yaw is experienced, do not rapidly retard the throttle to IDLE START, as this may cause the TR to open.
  • Throttle affected engine - IDLE START
  • Close Thrust REV POS IND & THRUST REV PRESS VALVE PWR CBS. Affected engine - scan
  • If TR scans closed & locked, continue at normal cruise speed. Maintain a periodic scan.
  • If it scans unlocked, begin descent to 20,000' or less. Conditions permitting, consider slowing to 200 KCAS in the descent. Refer to the Dash-1. (D/3-15)


  • Hold rudder pedals neutral
  • Rudder power switches (both) - OFF
  • Continuous Ignition - ON
  • Descend to Zone 1 or 2, as required (FL 250 will place you in zone 1) (D/3-75) (Chart located on page 3-122 of the Dash-1.)


  • Oxygen mask - ON/100%
  •  Crew and troops - notified
  • Emergency warning horn - OFF
  • Therapeutic manual shutoff valve - OPENED
  • Seat belts - fastened
  • Emergency descent - as required
  • Radar - if cabin alt. exceeds 20,000', place radar to STBY. and turn MFD unit(s) to OFF.
  • Scanner's/loadmaster's report - as required
  • ATC - notified (D/3-33)


  • Announce emergency descent
  • Continuous ignition - ON
  • Throttles - IDLE START
  • Autopilot - OFF
  • Extend spoilers
  • Turn, if required (15 max.bank at high altitudes/ high gross wts. )
  • Lower nose - 220 KCAS, descend to FL250 (no pax), FL200 (pax), 10,000' or lower
  • IFF - 7700
  • Notify ATC, request QNH, check terrain (D/3-33)
If on the NATS: Turn 90 left/right, displace 30 NM off track, Altitude: +/- 500' from normal altitude. (FLIP GP, Europe, chapter 5) (Transmit in the blind on 121.5)
If structural damage is not suspected, the pilot may maintain 0.75 mach to 350 KCAS and 350 KCAS to sea level, unless restricted by section V, part 2. (missile hauling) (D/3-32)
Above 20,000' unpressurized, the radar magnetron and MFD unit (scope ) may arc. The function selector switch must be placed in STBY. The MFD unit(s) should be turned OFF. (D/1-182)


If autothrottles will not disconnect: ( Can be overpowered.)
  • depress the R/GA button (throttle force = 16 lbs.)
  • place ATS Arm switch OFF
  • open 115 VAC (23D) circuit breaker (D/3-78)


  • Obtain appropriate A/S and set marker. (T)
  • Check landing distance (jettison?). (T)
  • Fly wider/longer pattern with close A/S control. Do not allow A/S to decrease below APPR + 20 until inbound to the FAF (If zero flaps). (D/2-71)
  • Inhibit GPWS mode 4 after final config.
  • Flare is proportional to flap setting.
  • Touchdown at approach speed minus 15 knots.
  • Do not exceed 5 of bank at touchdown.
  • After the MLG are on the ground, go to REV IDLE.
  • After a 3-point attitude is established, deploy the spoilers. Reverse beyond reverse idle. (do not exceed the spoiler FLT limit until below 147 KCAS.
Technique for computing either approach flap airspeed or no-flap airspeed from full flap approach speed : " 535" :add 5 knots to (full flap) app.speed for an Approach flaps landing; add 35 knots for a no-flap landing.
X- wind limit: 25 knots ( training : 15 knots ) (A/9-4,5-3)

Technique for no-flap briefing: 0 1 2 3 4 5 10 15 25

0 - 0 Flap - 0 Flare
1 - 147 Ground Spoiler limit
2 - 2 gear down deploy thrust reversers
3 - 3 gear down deploy spoilers
4 - Inhibit mode 4 after configuration (now a checklist item)
5 - 5 degree max bank on touchdown
10 - Cross threshold at approach -10
15 - Touch down at -15 and max training crosswind
25 - Max non-training crosswind


  • Approach & landing same as for 4 engines, except for rudder trim and reversing techniques.


  • Same as 4-eng. G/A (except rudder trim, step on good engine, step on ball)
  • Set G/A EPR, Set flaps to APPROACH while assuming a climb attitude.
  • Positive rate of climb - GEAR UP.
  • Accelerate to Vmfr and retract the flaps.
  • If increased climb capability is needed, climb at Vmco. Do not exceed 15 bank when climbing at Vmco w/flaps at Takeoff/APPR. (D/3-10,45)


  • Airspeed - Approach speed (75% flaps) or 2-eng. Vmca, whichever is greater.
  • Configuration - Fly the approach with GEAR DOWN, flaps UP until approaching the glideslope.
  • Below 200 KCAS, and before APP + 30, place the RUDDER HI PRESS switch to OVERRIDE.
  • Fly Approach + 30, minimum, on base leg.
  • Do not reduce A/S below App + 20 until flaps are lowered to APPROACH.
  • Just prior to the glideslope, lower flaps to APPROACH. Slow to approach speed.
  • When landing assured, the flaps may be set to LANDING.75% flaps is recommended unless runway length becomes a factor. (Landing "assured" = on final approach within one mile with runway lights in sight and in a position to complete the landing safely.) (D/3-45,119


  • Start before slowing below 2-eng. Vmca.
  • Set G/A EPR, establish a climb. Gear up, if able.
  • Maintain Vmco or Vmca, whichever is higher, w/flaps APPR. until a safe alt. is reached. Accelerate & flaps UP at Vmfr.
2-ENGINE CLIMB SCHEDULE: 220 KCAS to .45M; .45M to cruise alt. (D/3-10) 2-eng. climb data is NOT AVAILABLE. Final range should be computed upon reaching initial 2-engine cruise/step climb alt. 2-eng. gear down perf. data for climb & cruise is NOT AVAILABLE. (D/3-45)


1. Use normal go-around procedures:
     a) set G/A EPR
     b) flaps - APPROACH
2. If spoilers do not automatically retract,
     a) place EREO switch to EMER RETRACT.
WARNING: Do not rotate until rotate speed and G/A EPR is set. (D/3-37)


The gear may be recycled to get an UP indication if the crew determines it is safe to do so. If any damage is observed, do NOT recycle the gear to obtain an UP indication.
For any gear malfunction: (1) visually inspect nose and main gear units because the indicators may not be connected properly. (2) Check the landing gear control circuit breaker (30R). If open, attempt to reset. If it will not reset or the problem appears to be an electrical malfunction, proceed with the Landing Gear Electrical Malfunction Checklist. All other gear malfunctions will be handled by the Landing Gear Emergency Extension Checklist. (D/3-37)
If uncommanded cycling of the landing gear is encountered, open the Landing Gear Control CB 30R. Cycling stops: proceed with the Landing Gear Electrical Malfunction Checklist. Cycling continues: proceed to the Landing Gear Emergency Extension Checklist. (D/3-37)

Two checklists to use:

Use the Landing Gear Emergency Extension checklist for: Hyd. system failure, Fuse failure, cycling gear that continues to cycle after pulling CB 30R. Use the Landing Gear Electrical Malfunction checklist for other cases.
After placing the landing gear handle DOWN:
  • Fuse Failure - One main gear stays up
  • MLG Selector Valve Failure - Both main gear stay up
  • NLG Selector Valve Failure - Nose gear stays up
  • Electrical Failure - All gear stay up


Landing gear UP for any ditching.
Power ON - final with Landing flaps at APPR -10; contact water at APP -20.At night, maintain APPR -10 until contact with the water.
Power OFF - maintain 178 KCAS or higher; extend flaps cautiously and at high RPM; flaps, trim & maneuver above 1000'. Slight nose high attitude and low sink rate until touchdown. (D/3-54)


Turn appropriate wing anti-ice switch OFF. If the overheat extinguishes within 30 seconds, cycle switch from OFF to ON for approx.15 sec.for anti-icing. Direct scanner to visually scan appropriate wing for evidence of fire or structural damage.

If the light does not extinguish ...

Turn all wing anti-ice switches OFF, then refer to section 3 of the Dash-1. (D/3-25)


Pulling an engine fire handle accomplishes the following:
Bleed air into the nacelle is shut off by elec. closing the bleed air shutoff valve. Zone II doors are elec.closed. Gen. is de-energized & GLC is opened. Hyd. shut-off valves are elec closed. Ignition systems (both) are turned off. Fuel control shut-off valve elec. closed and shut-off valve in the pylon is mechanically closed. The agent discharge button is exposed. (D/1-241-242)


1. Fire extinguishers - 6

     1 - flt. station, under inboard ACM seat.
     2 - aft of crew entrance door.
     1 - midway right side of cargo compartment.
     2 - forward of left troop door.

2. First Aid Kits

     6 - normal/provisions for 26
     2 - flt. station, left side of flt station door.
     2 - aft of crew entrance door.
     2 (total) 1 aft of each troop door.
     Provisions for 26: 5(20 total) aft of each side exit.

3. Life rafts (6)

     2 - inside wing fillets.
     1 - #2 escape hatch.
     1 - #4 escape hatch.
     2 - each silo in cargo compartment aft of troop door.

4. Wing life raft release (6)

     2 - overhead flt station door.
     2 - forward of right troop door.
     2 - #3 escape hatch.

5. Oxygen Bottles (11)

     2 - forward engineer station.
     2 - aft of navigator's station.1 - crew latrine (w/smoke mask)
     2 - crew rest facility/loft
     2 - 1 aft of crew entrance door; 1 opposite it.
     2 - rt. troop door (bottom bottle has smoke mask)
     Oxygen bottle settings:
  • Normal - good to 30,000 ft.
  • 30M - 30,000 to 42,000 ft.
  • 42M - 42,000 to 45,000 ft.
  • EMER- Above 45,000

6. Recharge hoses (8 total, 5 crew sys; 3 troop sys)

     1 - forward of eng's. station
     1 - aft of nav's sta.
     1 - inside crew latrine
     1 - aft of crew entrance door
     1 - rt. side of forward bulkhead (outside crew latrine)
     3 - troop system - rt. side of cargo compartment.

7. Oxygen regulators (9):

Pilot, copilot, engineer (overhead panel), jumpseat (rt. side of nav panel), nav (left side of panel), outboard aux. seat, 3 - lower bunk seats.

8. Smoke masks (2)

     1 - latrine
     1 - bottom bottle, aft of right troop door

9. Emergency Breathing Devices(4)

     1 - crew latrine
     1 - aft of crew entrance door
     1 - opposite side of crew ent door
     1 - aft of right troop door

10. Protective Clothing

(crew rest facility): 2 - vinyl aprons, 2 pair - rubber gloves, 1 pair - fire retardant gloves, metal shears, rubber dust pan, 10" wisk broom, roll of masking tape, 5lb. bag absorbent material, 3 large plastic bags, nuclear flash goggles, monocular eye shield.

11. Side Escape Hatches (4)

     2 - forward of wheel well, both sides.
     2 - aft of wheel well.

12. Chopping areas (3)

     1 - aft of left forward escape-hatch
     2 (total) 1 aft each troop door

13. Miscellaneous Items

  • Crash axe - behind inboard aux seat.
  • Restraint Harness - rt. side of inboard aux seat, under bunk seats.
  • Escape Ropes - 8 - on each side & overhead escape hatches.
  • Ladders- 1 fix ladder for #1 escape hatch & rope ladders for each overhead escape hatch in cargo compt. - 4 total.


(with techniques added [T])
  • Attempt to isolate the faulty circuit. Consider any previously malfunctioning equipment.
  • Have engineer get out the Dash-1 to run the checklist.
  • Turn over flying the aircraft to the copilot (he will have to fly cross-cockpit, & should notify ATC of the problem, request a block altitude, & direct clearance). Turn up the pilot's floodlights. Direct eng. to raise the cabin altitude to 10,000' with the auto controller. INS codes for overheat are in the 30's. INS is in left under-deck area; INS battery units are in the right under-deck area. Turn off any unneeded equipment - HFs, ADFs ??
  • Get a Nav or other crew member on the Engineer's long cord to relay info. from downstairs.
2. Inst. Power Switch - "EMERGENCY" (P)
  • Pause to see if the fire goes out (may be on Nav Bus 1, now depowered.)
3. Emerg. Press. Switches (emerg. DC bus) -"EMERGENCY" (P)
  • If there was a previous problem with the pack, you may not be able to move both switches to Emergency without losing pressurization. (consult with the eng.). If A/C master switch is in "BOTH" => take "both" emerg. pressurization switches to EMERG.; "L" => move only the Left switch; "R"=> move only the Right switch to EMERG... (T)
4. Att. Select and Mag Hdg Switches - "AHRS" (P)
5. Bus Disconnects - "OFF" (P,E)
  • Disconnect left to right, & do just the first 3 switches unless the situation dictates otherwise ... just don't forget to disconnect the 4th switch if the fire continues.
  • Note: After the 4th bus disconnect is turned off, the pilot's FSAS/INS CDU will be lost. Navigational capability is retained through use of the INS CDU on the navigator's panel.
  • Pause to determine if the fire is going out ...
  • If the fire is going out, go to the portion of the checklist that is subtitled: "when the fire goes out"...
  • If the fire is NOT going out, continue with the checklist...
6. Bus Disconnects - "NORMAL" (P,E)
  • (Reconnect the switches right to left.)
  • You are now committed to completing the rest of the checklist.
7. Emergency Press. Switches - "NORMAL" (P)
  • These switches are on the Emergency Bus Panel.
8. Instrument Power Switch - "OFF" (P)
9. Att.Select and Mag Heading Switches - "INS" (P,CP)
10. Pilot/Eng. Interphone Sources - "SWITCHED" (P)
  • Pilot will switch to the jump seat cord (large end to large end).
  • Have liaison switch to Nav's cord or loadmaster's cord.
11. Emer Bus AC Power Feeder CB's - "OPEN" (P)
12. Emer Bus DC Power Feeder CB - "OPEN" (P)
        (Do this even if the fire went out in the previous step.)
13. Depressurization - "AS REQUIRED" (P)
  • Normally, depressurization will not be required since all buses have been depowered during the checklist. However, if depressurization is required, direct the eng. as to the method to be used (auto or manual controller as the situation dictates). Do not turn conditioned air off as this will cause the flt. sta. to rapidly fill with smoke.
  • When the fire goes out : After the faulty component/bus has been identified (and depowered w/ switches and/or circuit breakers ... removed, if possible), restore electrical power to the operational buses as follows:
14. Cabin Pressure Controller - "As Required" (P)
15. Instrument Power Switch - "NORMAL" (P)
16. Emerg. Press. Switches - "NORMAL" (P) These switches are on the Emerg. Bus Panel.
17. Att Select and Mag Hdg Switches - "AS REQ'D" (P,CP)
Items on NAV bus 1 lost whenever the emerg.gen is supplying power:
  • F light director #1 B DHI #2
  • A DF #1 A utopilot
  • T acan #1
Items available under emerg bus only operation:
  • P ressurization I FF
  • I nterphone (P&E) F loodlights(P)
  • T urn and slip (P) F uel/main tanks
  • Y aw damper
  • S tandby compass and a/s indicator V ert.Scale Flt Instruments
  • A DI (P) via AHRS I NS (30 min.)
  • C ADC #1 (with pilot's pitot heat) N av's altimeter
  • E ng's altimeter
Additional items gained with ISOLATED busses operational:
  • Ldg gear (normal ops) T hrust rev Air cond (l pack)
  • UHF #1 H SI (P) F ire detection
  • VHF #1 (comm & nav) E PR

These conditions will cause the emergency generator to come on:

AC related - Instrument power light ON.
  •  Instrument power switch - EMERGENCY
  • Three AC power feeder circuit breakers - open Loss of all generators.
DC related - Instrument power light OFF
  • Emergency power control CB - OPEN
  • Emergency DC power feeder CB - OPEN
  • Failure of the hyd motor control solenoid.


Pilot indications: "SMILE" pattern on the annunciator panel. (T)
Eng's indications: battery light, 2 main DC BUS OFF lights, voltage difference between main DC bus and the isolated or emergency DC buses. (D/3-83)

Pilot actions:

  • Instrument power switch - EMERG.
  • Select AHRS for Attitude & Hdg.
  • Open Emerg. Power Control CB
  • Place both emerg. press. switches to EMERGENCY
  • Inst. power switch - NORMAL (D/3-83)
  • Have CP use FE aux cord for interphone. (T)

Systems Lost:

  • Pilot:Tacan, ADF, Flt. Dir., Radar, Marker Beacon
  • Copilot: HF, Tacan, ADF, BDHI, UHF, VHF Nav/Comm, G/S receiver, Interphone.

Other Systems Lost:

  • Spoilers & sp.cable servo (= incr. ldg dist./20 knot X-wind) (descend? - needed for RD.)
  • Emerg.brakes & anti-skid (incr.ldg.distance - 2000' uncorr.)
  • Hyd.sys #3; Hyd sys #1 & #2 electric boost pump.
  • Elec & Elec-hyd pitch trim; Pitch trim disconnect.
  • Rudder pedal steering ( 20 knots max X-wind)
  • Fuel Jettison
  • Cargo jettison - must handcrank doors.
  • Aux & Ext range fuel boost pumps
  • Anti-ice & de-icing equipment, windshield heat, copilot's rain removal.
  • Aileron, Elev, & Rudder trim indicators. Flap & spoiler indicators.
  • Autopilot, AWLS, Auto-throttles, TPLC
  • External lighting
  • Radar probably lost. Avoid wx if possible.
  • Defensive Systems

Systems Remaining:

  • Pilot: UHF, VHF Comm/Nav, IFF, G/S receiver, HSI, INS 1 & 2 (MSU select switch inop.), Equipment on emerg.busses. Trim w/ hyd. trim lever.
  • Copilot: CADC, VSFI, HSI, ADI, Interphone on FE aux cord.


Normal; no flap indicator or asymmetry protection.


1. Max of 44,000# fuel remaining in main tanks; crossfeeding possible, transferring not possible. Don't mismanage - you could have an aft CG problem as main tank fuel is used. With digital fuel system you have operative main tank qty.guages and totalizer.
2. PAR mins.- 200'/ 1/2 ( if CP was in INS 1 or 2, then you will be limited to 300'/ 3/4). ILS mins.- 300'/ 3/4
3. Pressurization can be maintained by placing the right EMER PRESS switch to EMER.( When operating with the Air Conditioning Master Switch in the RIGHT position, the aircraft will depressurize when the cabin control fan comes on unless the air cond. master switch is returned to the BOTH position.) (D/3-83)
WARNING: The rudder automatically reverts to the high pressure mode. Above 160 KCAS, exercise extreme caution during rudder application, as full rudder deflection could cause structural damage. (D/3-74,83)
SUMMARY: Want to land at a field with good weather, a long runway. No lights if at night.


(1) Less than 6 million ft-lbs./brake-another takeoff may be attempted immediately;
(2) above 6 million ft-lbs./ brake - refer to fig.5-10. (D/3-9)

The following three conditions require immediate engine shutdown:

Engine Fire, Engine Disintegration, Extreme engine Vibration (D/3-10)