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of in-flight engagement.
Dual engine afterburner takeoffs are prohibited.
Inadvertent arrestment or in-flight
engagement in dual afterburner would result
in catastrophic damage to the aircraft
and/or arresting gear.
Normally, waveoffs will be taken straight ahead, especially
when close in. When using APC, waveoff technique
is the same as for manual approachese xcept that
a force of approximately 8 pounds is required to disengaget
he throttle torques witches. Disengagemento f the
APC by overriding the throttle forces results in the throttle
MODE switch automatically returning in BOOST
and illuminates the AUTO THROT light on the pilot
left-hand ladder light assembly. A time delay relay holds
the AUTO THROT light on for 10 seconds following
APC disengagement.
If a force in excess of 14 pounds is applied
to break the throttles out of the automatic
mode, the throttle MODE switch will return
to BOOST but the throttle mode will revert
to manual. The switch must be cycled to
MAN and back to BOOST to regain the
BOOST mode.
8.5.5 Bolter Technique. The bolter maneuver is
effected by selecting MIL and slight aft control stick
until the desired flyaway attitude is established.
The use of excessive backstick on a bolter
may cause the tail surface to stall, delaying
aircraft rotation and causing the aircraft to
settle off the angle.
8.5.6 Bingo Fuel. Fuel reserves should be programmed
depending on distance of the field from the
CV, aircraft configuration, and en route weather. This
bingo fuel quantity should be set before takeoff.
8.5.7 Arrested Landing and Exit From the
Landing Area. As the aircraft touches down, advance
throttles to MIL. Upon completion of landing
rollout, reduce power to IDLE. Raise the hook and flaps
and select wing-sweep BOMB while allowing the aircraft
to roll aft. Apply brakes on signal. Flaps retraction
requires approximately 7 seconds. When the flaps are
fully retracted the wings will sweep aft. Engage nose-
, wheel steeringa nd taxi forward on the come-aheads ignal.
If the wings sweep aft to 55’, auxiliary and main
flap retraction has been verified and full-afl wing sweep
may be selected using the emergency handle. The RIO
should monitor wing-sweep position while taxiing.
Oversweep should be selected prior to final spot and
shutdown. The engines should remain running until the
cut signal is given by the plane director. If at any time
during this phase of operations a brake failure occurs,
pull the parking brake. If the aircraft continues to roll,
drop the hook, advise the tower, and signal for chocks
to be installed (use nosewheel steering to ensure that the
aircraft remains on the deck). Do not unstrap, dearm the
ejection seat, or leave the cockpit until tiedbwns have
been installed.
Note
Aircrew shall inform tower in the event of
RATS failure on landing.
ORIGINAL 8-8
8.5.8 Carrier-Controlled Approaches. Should these
procedures conflict with the applicable CV Air Operations
manual, the latter shall govern. Detailed pilotcontroller
voice procedures must be established in
accordance wifh each ship’s CCA doctrine. Figure 8-4
shows a typical carrier-controlled approach. Mode I,
mode IA, and mode II ACLS approachesa re described
in Chapter 17, Automatic Carrier Landing System. Aircrew
shouldh ave a thoroughu nderstandingo f this chapter
and the AFCS and APC portions of Chapter 2 prior
to attempting a coupled ACLS approach.
8.5.9 Hold Phase. Five minutes before penetration,
defogging shall be actuated and maximum comfortable
interior tempera- will be maintained to prevent possible
fogging or icing on the windshield and canopy.
Note
Fuel dump is accomplished by gravity flow
and its effectiveness is reduced during the
penetration descent. Fuel dump, if required,
should be planned accordingly for the level
leg.
1. Before descent, check shoulder harness handle
locked, set lights as directed by existing weather,
and lower arresting hook.
2. Accomplish final changes to radio and IFF upon
departing marshal or earlier. After these changes
are made, the pilot should make no further changes
except under emergency conditions.
3. When commencing penetration, initiate a standard
descent: 250 knots, 4,000 fpm, speedbrakes
as required.
If a gear and/or flaps down penetration is required,
ensme that the wings are programmed
forward of 22” prior to lowering flaps. If flaps
are lowered with wings swept aft of 22”, auxiliary
flap extensionw ill be inhibited resulting
　
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