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1. FUEL SHUT OFF handle (inoperative engine) -
Pull.
If not on final approach:
2. Refer to Single-Engine Cruise Operations, paragraph
14.5.3.2.
If after commencing final approach or in landing
pattern:
2. ATLS - CheckON.
IfATLS is inoperative, the use ofafterbumer
is prohibited.
ORIGINAL 15-2
Note
Altitude loss during waveoff is minimized by
maintaining approach AOA until positive
rate of climb is established.A void overrotating
in close as this will increase the chance
of an in-flight engagement. Minimum AB
will improve waveoff performance (minimize
altitude loss) from high sink rates.
Maximum AB provides little or no improvement
over minimum AB and is prohibited.
3. Afterburner operation (airspeed > 170 knots, fuel
permitting, and full rudder authority) (RUDDER
AUTH light out) - Stage to Verify Proper Operation
of ATLS.
4. Wing sweep - Set at 20” (EMER).
If hammering (cavitation) is experienced in
the hydraulic system, component rupture is
imminent. Turn the HYD TRANSFER
PUMP switch (BIDI) off.
5. Hook - As Required.
6. Reduce gross weight/minimize lateral asymmetry
into the inoperative engine as required.
7. Speedbrakes - RET (on final approach).
8. LDG GEAR handle - DN (ifcombined hydraulic
pressure zero - EMERG DN).
9. Check SAS - ON.
I 10. If combined pressure is zero - Pull AUX
FLAP/FLAP CONT Cb (8G3).
11. Flaps - DN.
12. DLC (if operating on right engine) - Do Not
Engage.
If operating on the left engine and 3,000 psi combined
pressure - Engage on Final.
13. EMERG FLT HYD switch - HIGH (on final,
committed to landing).
NAVAIR 01-Fl4AAD-1
If combined hydraulic pressure is zero, do
not return to AUTO (LOW) mode once module
is selected on. If module is shut off after
operation commences, it may not restart.
14. For landing pattern use 12 units AOA for pattern
airspeed and do not attempt turns greater than 20’
angle of bank. Avoid turns into the dead engine.
Extreme caution must be exercised when
performing turn into dead engine. Decaying
airspeed/increasingA OA can rapidly result
in a situation where there is not enough rudder
authority to return the aircraft to level
flight, and insufficient altitude to affect a
recovery.
15. Final approach airspeed:
DLC engaged - 15 Units AOA.
DLC stowed - 14 Units AOA.
pii-1
Military power climb performance during
heavy waveoffs may not adequately arrest
high-sink-rate conditions. Use of AB provides
an increase in climb performance. Up
to full rudder may be required to counter AI3
asymmetric thrust yawing moment during
waveoff or bolter. Do not exceed 14 units
AOA during waveoff or bolter.
15.3 SINGLE-ENGINE LANDING
SECONDARY MODE
Approaches in single-engine secondary (SEC) mode
are considered extremely hazardous. Engine military
(MIL) power thrust levels can vary from as little as 65
percent to as much as 116 percent ofprimary mode MIL
thmst. Although the majority ofengines produce greater
than 90 percent of primary mode thrust (at MIL power),
the possibility exists that in the full-flap contiguration,
a low-thrust engine will not provide enough thrust for
level flight. Engine acceleration times also vary and can
be as much as three times longer than in primary mode.
Aircraft in this configuration should recover shore
based. Shipboard landings should be attempted only as
a last resort and only if performance is adequate. For
example, 72 percent of primary mode MIL thrust is
considered the minimum required for a safe CV approach
with a 48,000-pound aircraft with no stores.
To accomplish the performance check, configure the
aircraft at 2,000 feet AGL or greater and 10 units AOA
with the maneuvering flaps down (if available) and
leave the landing gear up. With the engine at MIL thrust,
establish a constant airspeed climb (i5 knots) at the
airspeed corresponding to 10 units AOA. The minimum
change in altitude required in 30 seconds is as follows:
CHANGE IN ALTITUDE - FEET
MANEUVER
FLAPS DN
MANEUVER
FLAPS UP
2,000 feet 950 feet 900 feet
4,000 feet
8,000 feet
800 feet
700 feet
750 feet
650 feet
Note
Climb performance will improve by 20 feet
in a 30-second climb for every l,OOO-pound
gross weight reduction.
If the test is passed based on predicted gross weight,
do not lower the landing gear and flaps until the predicted
gross weight is reached. If the performance test
is passed and divert is not possible, a CV approach may
　
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