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of an unsuccessful release will be a hot trigger light
that remains illuminated following the intended release
of all selected stations. With MA ARM ON, individually
selecting stations will illuminate the HOT TRIG
light when the hung station is selected. Obtain a visual
check if possible to validate this check as failures of the
stores-aboard switch regularly occurred during flight
test and will indicate hung stores when none actually
exists.
In-flight actual cg location varies as fuel is burnedbut
remains relatively constant at its most forward position
between 5,000 to 10,000 pounds. Below 5,000 pounds,
the cg moves aft towards the ZFGW position. Landing
should be accomplished at 5,000 pounds of fuel or more
if possible. Wing-mounted AIM-7/9s move the cg location
slightly forward and have no adverse effects on
flying qualities. External tanks produce no change to the
cg location and also have no adverse effects. Combinations
of forward and aft stores will produce a cg change
slightly less than considering the difference as hung on
the aft stations alone (i.e., the cg location with 2,000
pounds forward and 4,000 pounds at? will be slightly
more forward than 2,000 pounds aA alone).
Flying qualities at aft cg locations with gear and flaps
up are only slightly degraded. This degradation will
probably not be apparent to the pilot. Stick force per g
remains relatively nominal even with 4,000 pounds of
aft hung bombs. No change in flying qualities is noted
during dive recoveries between 400 and 500 KCAS. At
20” of wing sweep with the gear and flaps down and an
aft cg, the aircraft is extremely susceptible to pilotinduced
oscillations during closely controlled tasks such
as flying the ball. Loss of control is likely.
The transition to landing contigumtion should beperformed
in straight-and-level flight to allow handling
qualities to be evaluated in benign conditions. Wings
should be swept to the desired position before the gear
and flaps are lowered. The AUX FLAP/FLAP CONTR
(8G3) cb should be pulled in case of a wing/flap interlock
failure and also to prevent the auxiliary flaps from
deploying if 20” of wing sweep is inadvertently selected.
Sweeping the wings with auxiliary flaps retracted
results in significant pitch-trim changes. A
straight-in approach should be flown as power requirements
with aft wing sweep in a turn are significantly
different than normal and could produce a severely underpowereda
pproach.O ncee stablishedin the optimum
wing-sweepc onfiguration appropriatef or the amounto f
ordnanceh ungo n the at?s tations,n ormal approachte chniques
can be used. No abnormalities in aircraft response
or performance are apparent during landing
approachesa t 15 units, even with 4,000 pounds of aft
hung ordnance. APC is not optimized for aft wingsweep
landings and should not be used. DLC should not
be used as it adds 8 knots to recovery WOD requirements
and has improper pitch trim response at atl wing
sweep. Expect onspeed airspeed for 25” of wing sweep
ORIGINAL 15-16
to increase 6 knots over the normal DLC on, 20” of
wing-sweep approach speed, and a 12-knot increase if
wings are at 30’. For CV arrestments, the appropriate
recovery bulletin should be consulted.
Ashore, a field arrestment is recommended with
spoiler brakes dearmed because .of the large noseup
pitch occurring at spoiler deployment. If a field arrestmen1
is not possible, expect to use full forward stick to
counter the noseup pitching moment and to maintain
forward stick until below 80 KCAS with a resultant
longer rollout.
15.8.1 Landing with Aft Hung Ordnance
1. Determine location of hung stores. Obtain visual
check if possible.
2. Wing sweep - Set at 25” if c 2,000-Pounds
Hung AA; Set at 30” if > 2,000 Pounds Hung AA.
3. Perform transition to gear-down configuration in
straight-and-level flight.
4. AUX FLAP/FLAP CONTR cb - Pull (8G3)
5. Flaps - FullDN.
6. Fly straight-in approach at 15 units AOA. Do not
engage APC or DLC.
CV approach:
7. Perform CV arrestmenti n accordancew ith applicable
recovery bulletin.
Field approach:
7. Spoiler brake - OFF.
8. Perform field arrestment.
Note
Refer to emergency arrestment guide for
maximum engagement speed.
If arresting gear is not available.
8. If field arrestment is not available, spoiler brake
- BOTH.
NAVAIR 0%Fl4AAD-1
Expect a significant nose pitchup during
landing rollout as spoilers deploy. Full forward
stick may be required to avoid a tail
　
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