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in rapid nosedown pitching rates.
4. Radar and barometric altimeters shall be crosschecked
continuously when below 5,000 feet.
8.5.10 Platform. At 20 miles passing through 5,000
feet, aircrat? descent shall be slowed to 2,000 fpm. At
this point, a mandatory, unacknowledged voice report
will be broadcastb y eachp ilot. The aircrafi siden umber
NAVAIR 01.F14AAD-1
will be given and “platform” will be reported. Continue
descent to 1,200 feet.
8.511 Ten-Mile DME Fix
1. At 10 miles, report side number and IO-mile gate.
2. Commence transition to landing configuration,
unless otherwise directed by CCA, maintaining
1,200 feet.
3. Gear and flaps shall be down by 6 miles.
4. Complete the landing checklist. Check anti-ice,
lights, and rain removal, as required.
8.5.12 Six-Mile DME Fix. Foraprecisionapproach
radar approach, maintain 1,200 feet at approach speed
until intercepting the glidepath at 3 to 3.25 miles, unless
otherwise directed.
For an air surveillance radar approach, a gradual
descent of 600 fpm can be commenced departing the
6-mile DME fix. Maintain 600 feet until the aircraft
intercepts the center of the glideslope at l-1/4 to l-1/2
miles on a 3.5” slope. Commence a descent of 500 to
700 fpm, using the following checkpoints:
1. 1 mile - 460 feet.
2. 3/4 mile - 360 feet.
3. l/2 mile - 260 feet.
8.5.13 Meatball Contact. When transitioning to a
visual approach, report call, side number, TOMCAT,
meatball or Clara (no meatball), fuel state, and type pass.
The LSO will acknowledge, and instructions from the
final controller will cease. Pilots are cautioned against
premature contact reports and transition to visual
glideslope during night recoveries when visibility permits
sighting the ship beyond 2 to 3 miles. The height
and dimension of the entire lens or mirror optical beam
at I-114 miles is over 200 feet and the true center cannot
be distinguished. This, coupled with the relatively short
length of the runway lights, will give the pilot the illusion
of being high when, in fact, the aircraft may be well
below optimum glideslope. An additional advantage of
delaying the meatball report (even though the ball is in
sight) is that the final controller will continue lineup
instructions that can greatly assist the pilot in establishing
satisfactory lineup. Use the vertical velocity indicator
to set up a rate of descent of 500 to 700 fpm. The
AN/ARA-63 is an excellent aid during the approach and
should be used whenever possible.
8-9 ORIGINAL
NAVAIR Ol-Fl4AAD-1
Figure 8-4. Carrier-Controlled Approach (Typical)
ORIGINAL 8-10
8.6 WAVEOFF AND BOLTER
In the event of a waveoff or bolter, climb straight
ahead to 1,200 feet and maintain 150 knots. When directed
by CCA, initiate a level turn to the downwind leg
reporting abeam with fuel state. (If no instructions are
received within 2 minutes or4 miles DME, attempt radio
contact; if unable, assume communications failure and
initiate the downwind turn to the reciprocal of tinal bearing
reporting abeam with fuel state. If no acknowledgment
is received, start a turn at 4 miles or 2 minutes to
intercept final bearing.) A 20” bank angle at 150 knots
on the upwind turn establishest he aircraft at the desired
2 miles abeam on the downwind leg.
CATCC clears the aircraft to turn inbound to intercept
tinal bearing. A level, on-speed approach turn of
18” to 22” bank angle from the normal downwind position
allows the aircraft to properly intercept final bearings
at a minimum of 3 miles aft of the ship. Traffic
spacing ahead may require that the aircratl continue on
downwind leg well past the normal abeam position before
being directed to turn to final bearing. No attempt
should be made to establish visual contact with the ship
when executing a CCA until the final approach turn has
been executed.
Note
The radar beacon (AN/APN-154) should be
turned off as soon as practicable after landing
to avoid causingin terferencew ith AN6PN-42
control of other aircraft in the pattern.
8.7 NIGHT FLYING
Night carrier operations will have a much slower
tempo than daylight operations and it is the pilot’s responsibility
to maintain this tempo. Normal day carrier
operations shall be used except as modified below.
8.7.1 Briefing. Before initial night flight operations,
all pilots should receive an additional briefing from the
following persons:
1. Flight deck offtcer
2. Catapult officer
3. Arresting gear officer
4. LSO
5. CATCC.
　
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