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1. OBC disabled on pilot MASTER TEST PANEL
- Check.
2. Verity MA ARM -OFF.
3. Multifunction display
a. Select OBC basic format.
b. Depress desired test.
This initiates the m-flight BIT.
7.4.14 Preland and Descent
1. HOOK/HOOK BYPASS - As Desired.
2. Exterior lights-As Desired.
3. Displayed headinglBDHI - Check With MAG
Compass.
4. Wing-sweep switch-As Desired.
5. ANTl SKID SPOILER BK switch - BOTH
(If operable, CV-OFF).
6. Altimeter - Set.
7. Radar altimeter -ON/BIT Check.
8. Fuel’quantity and distribution - Check.
9. Armament - Safe.
10. CANOPY DEFOG/CABIN AlR lever -DEFOG.
11. ANTI-ICE switch - AUTO/OFF.
12. Display mode - TLN.
13. Steering-AWL.
14. ARA-63/ACLS - ON/BIT Check.
15. RADAR WARNING RCVR PWR switch -
OFF.
16. ASPJ SYS switch - STBY.
17. CHAFF/FLARE dispenser switch - OFF.
18. RDR switch - STBY OR KMIT (pulse).
piiii-,,,,,,,
The RIO should place RDR switch to STBY
or XMIT (pulse)o n final approacht o prevent
unnecessarye xposureo f flight deck personnel
to RF radiation hazard.
19. [T] Resolution run - Complete.
Note
Before reconnaissance system shutdown,
run tihn leader to protect target imagery from
inadvertent exposure during film download.
20. [T] FRAME switch -OFF.
21. [T] PAN switch -OFF.
22. [T] IRLS switch -OFF.
23. [T] FILM switch-OFF.
7-23 ORIGINAL
NAVAIR Ql-Fl4AAD-l
Before selecting system switch to OFF, delay
15 seconds for sensor shutdown, IR door
to close, and mount to drive to vertical.
24. [T] TARES control panel SYSTEM switch -
OFF.
7.4.15 Pattern Entry. Entry to the field t&tic pattern
will be at the speed and altitude prescribed by local
course rules. Wings shall be repositioned to 20’ prior to
deceleratingt hrough 220 KCAS. When approachingt he
initial for the break, wings may be positioned manually
full aft to facilitate multiplane entry and break deceleration.
Break procedures shall comply with squadron,
field, and/or CV standard operating guidelines.
7.4.16 Landing
7.4.16.1 Approach. At the abeam position for landing,
the aircraft should be at the prescribed altitude,
trimmed up to 15 units AOA with the Landing Checklist
completed
Indicateda irspeeds houldb e cross-checkewd ith gmss
weight in wings-level flight to verify AOA accuracy. Direct
lift control and the approach power compensator
shouldb e engageda s desireda nd checkedf or propero peration.
Thetumofffromthe180°positionshouldbemade
basedo n surthcew ind conditionsa ndi ntervalt raffic (type,
pattern,t ouch-and-goo r tonall anding,e tc.) so as to allow
suflicient straightawayo n tlnal prior to touchdown
The quality of the approach and touchdown is enhancedb
y starting t?om on-speeda nd altitude. The low
thrustr equired in the landing approachle avesl ittle margin
for corrections 6om a high, fast position. Therefore,
the pilot must control these parameters precisely from
the onset of the approach to touchdown. Inertia and tail
movement in conjunction with engine thrust response
chamcteristics dictate the use of small, precise corrections
on the glideslope for the most effective control
technique. Lateral overcontrol produces large yaw excursions
that complicate lineup analysis. All turns
should be coordinated with rudder inputs.
The landing should he planned for the downwind side
of the runway with traffic behind, or opposite, the nearest
traffic on landing rollout, or on the turnoff side of the
runway. Pilots should practice flying on the field optical
landing aid system whenever possible. Fly the aircraft
down to the deck without flaring so as to accurately
establish a touchdown point and achieve initial compression
of main gear struts to arm the spoiler brakes.
Note
Landing with DLC engaged will reduce the
amount of afi stickdeflection available. DLC
should be deselected when established on
landing rollout,
7.4.16.2 Touchdown. To avoid tail-ground clearance
problems, pitch attitude should not exceed 15 units
AOA. At touchdown,im mediatelyr etatdt hmttlest o IDLE
and contirm spoiler brake deployment. Expeditiously
lower the nosegeatro the deck and,w ithout allowing the
nose to come up, smoothly program the stick full at?,
7.4.16.3 Roll Out. The braking technique to be utilized
with or without antiskid selected is essentially the
same; a single, smooth application of brakes with constantly
increasing pedal pressure. Do not pump the
brakes. Directional control during rollout may require
　
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