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neutral pedals) all the way to touchdown. Apply lateral stick to keep the wings level, allow the small,
initial directional oscillations to subside, and then utilize the normal braking technique.
7.7.11.3 Wing-Down-Top-Rudder Technique. Even in light to moderate crosswinds, a wing-downtop-
rudder approach requires up to full rudder pedal displacement and an excessive bank angle (as
A1-F18EA-NFM-000
III-7-38 ORIGINAL
much as 10°) to balance the aircraft with no drift. Landing in this attitude is uncomfortable and should
be avoided. Additionally, any rudder pedal input applied at touchdown produces a large directional
excursion when NWS automatically engages. For these reasons, a wing-down-top-rudder technique is
not recommended.
7.7.12 Wet Runway Landings. Wet runway conditions can induce hydroplaning during landing
rollout. The minimum total hydroplaning speeds of the main landing gear tires (280 psi) and the nose
landing gear tires (150 psi) are 150 KGS and 110 KGS, respectively. Depending on runway conditions,
partial hydroplaning can occur at much lower speeds. If the nose tires are hydroplaning, the aircraft
may respond sluggishly to initial NWS commands. Under such circumstances, increasing rudder pedal
inputs may cause directional excursions when nose tire contact is established. If hydroplaning is
suspected, rudder pedal inputs should be kept as small as practicable.
For wet (standing water) runway conditions, reduce gross weight to the minimum practical. Land
on-speed or slightly slow with the power reduced to idle as soon as possible. Maintaining a constant
attitude and sink rate will help dissipate aircraft energy at touchdown. If directional control is
questionable, do not hesitate to add power, go around, and set up for an arrested landing. If directional
control is comfortable, use maximum anti-skid braking to minimize landing distance.
7.7.13 Asymmetric Stores Landings. The maximum lateral stores asymmetry for field landings is
26,000 ft-lb. For non-crosswind landings, the aircraft handles very much like a symmetrically loaded
aircraft. Trim the aircraft for wings level flight and fly a normal on-speed approach to touchdown.
During periods of moderate to heavy braking, expect the heavy wing to yaw forward. While easily
controlled with small rudder pedal inputs, this motion should be anticipated and countered quickly to
prevent a build up in yaw rate. Best results are attained by judiciously tracking runway centerline with
timely rudder pedal inputs.
For crosswind landings, use the half-crab kickout technique recommended for normal crosswind
landings. At touchdown, expect a slightly larger roll away from the crosswind and into the runway only
if the wind is into the light wing. Lateral stick into the wind will be required and is recommended to
maintain wings level during crosswind landing rollout, particularly when the wind is into the light wing.
Using this technique, asymmetric landings up to 26,000 ft-lb can be safely executed on a normal 3.25
degree glideslope up to 50,600 lb gross weight and in a 30 knot crosswind.
7.8 POST-FLIGHT CHECKS
7.8.1 After Landing. Do not taxi with the right engine shut down, as normal brakes and NWS are not
available.
7.8.1.1 After Landing Checks.
When clear of active runway -
1. Ejection seat SAFE/ARMED handle(s) - SAFE (confirm status in both cockpits)
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III-7-39 ORIGINAL
2. EJECTION MODE handle - NORM
Make sure the ejection seat SAFE/ARMED handle is locked in the SAFE
position detent and that the word SAFE is completely visible on the
inboard side of the handle. If the handle will not lock in the detent or the
word SAFE is not completely visible, check to ensure that the ejection
control handle is fully stowed and attempt to resafe the seat. If unable to
properly safe the ejection seat, instruct line personnel to remain clear of
the cockpit until the seat is checked by qualified maintenance personnel.
3. Landing gear handle mechanical stop - CHECK FULLY ENGAGED
If the DOWNLOCK ORIDE button is pressed or the mechanical stop is
not fully engaged, the LDG GEAR handle can be raised on the ground,
and the main landing gear will retract.
4. FLAP switch - AUTO
5. T/O TRIM button - PRESS UNTIL TRIM ADVISORY DISPLAYED
6. Mask - OFF (confirm status both cockpits)
7. OXY FLOW knob - OFF (both cockpits)
8. Canopy - EITHER FULL UP OR FULL DOWN FOR TAXI
· Taxiing with canopy at an intermediate position can result in canopy
attach point damage and failure.
· Prior to operating the canopy switch, confirm aircrew are clear and all
loose equipment is stowed to reduce the potential for injury and/or
engine FOD.
NOTE
　
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本文鏈接地址：NATOPS Flight Manual 飛行手冊 1(142)