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Use of the above procedure should be done
at the intended point of landing or within
rangeo fan acceptabled ivert field exercising
a gear-down bingo profile.
5. LDG GEAR handle - EMERG DOWN (refer
to landing gear emergency lowering).
Note
Use of the emergency gear lowering procedure
will result in loss of nosewheel steering.
If still unsafe and visually confirmed unsafe, or gear
position cannot be confirmed:
6. Refer to Figure 15-I.
When landing with nosegear unsafedown
indication, anticipate possible nose
landing gear collapse.
Do not attempt to tow aircraft by nosegear
until gear is secured in down position.
Nose landing gear ground safety pin installation
will not prevent nosegear collapse.
The nose landing gear strut must be
restrained against forward rotation.
15.4.2.4 Landing Gear Indicates Safe Gear
Down, Transition Light Illuminated. This indication
can be caused by a malfunction of the following:
a. Half of the dual-pole micro in the nosegear
downlock.
b. Half of the dual-pole micros in either of the
main gear downlocks.
c. The proximity micros in the sidebraces.
d. Failure of the LDG GEAR handle position
micro.
e. If a visual check confirms the gear is extended
and both sidebraces are in place, a malfunction
of one of the transition light micros is
indicated.
1. LDG GEAR handle - Cycle.
If associated with LAUNCH BAR light,
leave gear down and obtain visual check.
If transition light remains on:
2. Obtain visual check.
3. Gear/sidebraces appear in place - Normal
Landing.
Sidebracesc onfirmed not in place:
4. Refer to Figure 15-1.
15.4.3 LAUNCH BAR Light
1. Landing gear - Leave Down.
2. Obtain visual inspection.
If nosegearc ocked, seeF igure 15-1 .
If launch bar is down or visual inspection is not
available:
3. Request removal of arresting cables for field
landing.
4. Request removal of cross-deck pendants Nos. 1
and 4 for CV landing.
NAVAIR 01-F14AAD-1
15.5 BLOWN-TIRE LANDING
Blown-tire landings should be performed into arresting
gear whenever possible. Rollout is extremely rough
on blown tires. If go-around is elected, do not apply full
aft stick in attempt to rotate the aircraft before reaching
flying speed. The drag from full-up deflection of the
stabilizers is large and significantly delays acceleration.
Blown tires will frequently result in damagedmainlanding
gear hydraulic lines. Anticipate possible combined
hydraulic system failure and attendant committal to
gear-down bingo following a blown tire.
Blown tire(s) can cause engine FOD
and/or structural damage. Leave flaps and
slats as set. Aircraft should have ground
locks installed and enginess ecuredb efore
moving aircraft.
Do not allow the aircraft to roll backward
after the arrestment. The downlock actuatormay
have been damaged by tire failure
and rearward movement of the aircraft
could cause the gear to collapse.
1. Obtain in-flight visual check ifpossible.
2. ANTI SKID SPOILER BK switch - SPOILER
BK (OFF for CV).
3. HOOK - DN.
4. Make carrier or short-field fly-in arrested landing
as soon as practicable.
5. HYD ISOL switch - T.O./L.ND (on final).
If arresting gear is not available:
6. Land on centerline.
7. Nosewheel steering - Engaged.
m
Do not delay engaging nosewheel steering in
order to center rudder pedals.
Note
Antiskid will sense a constant release on a
dragging blown tire.
15.6 FLAP AND SLAT LANDING
EMERGENCIES
15.6.1 No-Flaps and No-Slats Landing. Anoflaps
and no-slats landing is basically the same as a
normal landing except that the pattern is extended and
the approachs peedi s approximately 15k nots fastert han
a full-flap approach.F ield arrestingg ear shouldb e used
ifnecessary. CV arrestments are permitted. Consult applicable
recovery bulletins for WOD requirements.
1. Gross weight - Reduce (weight consistent with
existing runway length and conditions).
2. Flaps - UP.
Note
If outboard spoilers are needed for groundroll
braking, FLAP handle must be set to
DN.
3. Fly !anding pat!em sligh!ly wider than normal or
make straight-in approach at 15 units AOA.
4. Use normal braking technique.
.
.
.
156.2
Maximum airspeed for wheelbrake application
is 165 knots at a gross weight of
46,000 pounds and 145 knots at 51,000
pounds.
Use of full aft stick during landing in this
configuration can result in tailpipe ground
contact.
　
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