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some differential braking.
Nosewheel steering may be used during rollout hut it
must be engaged with the rudder pedals centered to
avoid a directional swerve upon engagement.R estrict
the use of nosewheel steering during rollout until or
unless required for directional control. Under conditions
of normal braking (antiskid selected), the antiskid system
is passive and has no effect on wheelbrake operation.
However, if maximum deceleration is desired,
commence braking as the nose is lowered and smoothly
apply sufficient pressure to activate the antiskid system.
When an impending skid is sensed, antiskid operation
will result in a serieso f short wheelbraker eleasesa nd a
surging deceleration.C onstantp edal pressures hould be
maintained. Approaching taxi speed (about 15 knots),
ease brake pressure and deselect antiskid.
f
a If brakesamlost,releasebrakepedalsand
secure antiskid.
l If antiskid is not deselected before 15
knots, continuedhard braking could result
in blown tires.
l Ensure feet are off brakes before crossing
field arresting gear.
ORIGINAL
NAVAIR Ol-Ff4AAD-I
Note
If maximum-effort braking or antiskid is not
required,o r antiskid is not selected,d elaying
brake application until the aircraft aerodynamically
deceleratesb elow 80k nots greatly
reduces the possibility of blown tires and
overheatedb rakes.
Follow the Postlanding Checklist for proper contiguration
cleanupp rocedures.C lear the areab ehind before
turning off across the runway. The right engine may be
shut down to reduce residual thrust during low-gmssweight
taxiing.
7.4.16.4 Touch and Go. Fortouch-and-golandings,
MIL thrust is applied after touchdown while thumbing
speedbrakesin manually to configure the aim&l for a
goaround. Automatic m&action of speedbrakeso ccur
upon application of MIL thrust as a safety backup mode
of retraction. Contml for rotation is greater than experienced
on takeoff, although the aircraft has the same
basic liftoff characteristics. Fuel required per pass is
normally 300 pounds, contingent on tragic pattern
7.4.16.5 Minimum Descent Rate Landings. Minimum
descent rate landings are required for heavy weight
and landing gear emergency landings. Aircraft pitch attitude
at touchdown is critical.
Do not exceed lo0 pitch attitude (on the waterline)
and 14 units AOA at touchdown to
prevent speedbrake,e xhaustn ozzle, and/or
ventral tin damage.
After touchdown, throttles should be immediately
placed at the idle stops. The nosewheel should be lowered
to the ground, fully compressing the main landing
gear struts. Delaying either action will delay the deployment
of ground roll braking spoilers and may increase
landing rollout. Additionally, until ground roll braking
spoilers are deployed, lateral control remains responsive
and pilot-induced lateral oscillation is possible. Aerodynamic
braking should not be used as speedbrakese, xhaust
nozzle, and/or ventral fin damage may occur.
The Fresnel lens may be used for precise glideslope
control until arresting the approach rate of descent. Do
not attempt to recenter a high ball in close. The approach
should be flown on speed at 15 units AOA. At approximately
30 feet AGL (2 to 3 seconds priorto touchdown),
arrest the rate of descent by a slight addition of power.
Maintain approach attitude until touchdown. If the Fresnel
lens is not available or runway length is critical, fly
a shallow approach to touchdown in the fmt 1,000 feet
of runway.
7.4.16.6 Crosswind Landings. If landing is required
at crosswind conditions above the limits or on a
wet runway with crosswinds appmaching the limits, an
arrested landing should be made.
Crosswind landing tests with a 20-knot component
with all spoilers extended have been completed. With
this limit, crosswind landings present no unusual dimctional
control problems with up to a 20-knot component
with all spoilen extended. Touchdown should be on
speed, fm, and within the fust 500 feet. Lateral drift
before touchdown must be eliminated by the wingslevel
crab or wing-down technique (this is especially
important on a wet runway). Upon touchdown, lower
the nose to the runway to improve the straight tracking
characteristics. With a 20-knot component, the upwind
wing will raise slightly. However, aerodynamic controls
(rudders) will effectively maintain a straight track until
approximately 80 KCAS where differential braking
may be reauhed.I fdirectional control is mar-e inal,. nosewheel
stee-&g should be used to maintain control. Nosewheel
　
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