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Note
Arrested landing will require emergency
hook extension.
14.11.5 Both Combined and Flight Pressure
Zero
1. EMERG FLT HYD switch-LOW.
2. Do not attempt CV recovery. Divert if possible.
fTjG,jJ
l If any undesirable motions or oscillations
occur, immediately release the stick and
permit the motions to dampen before resuming
active control.
l Do not attempt IMC or close night formation
flight while in the LOW mode.
l Operations of more than 8 minutes in
HIGH may fail the BFCM motor. The
LOW mode should be selected as soon as
practicable following a waveoff or bolter
andt he HIGH mode reselectedo n the subsequent
approach.
l Inboard spoilers can be expected to float,
causing uncomfortable lateral stick requirements
for level flight. Do not trim out
lateral forces.
3. Reduce airspeed below 250 knots if practicable.
Note
Airspeeds less than 250 knots while operating
in LOW mode will reduce susceptibility
of exceeding maximum stabilizer deflection
rate.
The following importante quipmenti s operativein flight:
a. Horizontal stabs (significantly reduced rate)
14-33 ORIGINAL
\\\\\\\mmmm==
NAVAIR 01.Fl4AAD-1
Rudders (slightly reduced rate)
Main flaps and slats (reduced rate, via
thumbwheel or flap handle)
Outboard spoilers
Hydraulic handpump
b.
c.
d.
e.
f.
Es
h.
i.
If in flight ret: ffuueelliinngg Landing gear (emergency actuation available)
Hook extend (emergency actuation available)
Refueling probe (emergency actuation available,
if fluid remains in return line)
Wheelbrakes(e mergencya ctuationa vailable).
required:
4. Decelerate with tanker to 180 knots.
5. Maneuver flaps-Extend.
6. EMERG FLT HYD switch - HIGH (prior to
moving to precontact).
7. Avoid abrupt control inputs during contact.
Any abrupt control input to affect engagement
can rate limit the stabilizers and result
in loss of control. The pilot must resist
spotting the basket and rely on RIO commentary
to perform the engagement.
Extended LOW operation (greater than 30
minutes) after in-flight reheeling will permit
several additional minutes in HIGH
mode for subsequenlta nding.
Tanking horn large body tankers (KC-130,
KC-IO, KC-135) is hazardous and should
not be attempted.
Note
If the air refueling store does not adequately
transfer fuel at 180 knots, once engaged,t he
airspeed can be safely increased to 200 knots
to improve fuel transfer rate.
8. EMERG FLT HYD switch-LOW (immcdiatcly
once clear of tanker).
ORIGINAL i
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9. Maneuver flaps-Retract.
Field recovery:
10. Landing gear - EMERG DOWN.
11. Maneuver flaps-Extend With Thumbwheel.
12. MANEWER FLAPS cb - Pull (LEI).
13. Hook - EMERG DOWN.
14. Brake accumulator -Check.
Established on final, committed to landing:
15. EMERG FLT HYD switch - HIGH.
pL-1
Aggressive nose movement in close can rate
limit the stabilizers, resulting in low altitude
loss of control. Do not use APCS.
Waveoff performance from low power settings
is very poor. Carrying extra speed during
IMC approach will improve waveoff
performance by permitting smooth rotation
to 15 units AOA to break the rate of descent
while the engines are accelerating.
If wings are 20”:
16. Fly straight-in approach at 15 units and I80 knots.
If wings are greater than 20”:
17. Fly straight-in approach at I5 units.
Note
Control in LOW mode is satisfactory forperforming
transition to dirty configuration.
Pitching moment because of flap transition
is easilyc ounteredw ith electricalt rim caused
by very slow extension rate.
18. Make arrested landing as soon as possible.
After landing:
19. Do not taxi out of arresting gear.
20. Throttles -OFF.
14.11.6 Backup Flight Module Malfunction
Prolonged use of the backup flight control
module in the high mode may result in a
failure of the module.
1. FLT HYD BACKUP PH A, B, and C cb’s - In
(2A1,2Cl, 2El).
2. Land as soon as possible.
14.11.7 Controllability Check. There are several
malfunctions that may significantly affect the handling
characteristicsin the cruise and landing configurations.
For example, these include, but are not limited to:
1. Spoiler malfunction
2. Flap/slat asymmetry
3. Structural damage
4. Uncommanded SAS inputs
5. Rudder malfunction (hardover)
6. Wing-sweep asymmetry
7. Jammed flight controls.
　
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