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control of the aircraft during MIL and MIN A/B singleengine
waveoffs, provided AOA is not allowed to increase
above 18 units. Simultaneously add rudder
(approximately two-thirds to three-fourths deflection)
with power to counter the asymmetric thrust and track
centerline. If a yaw rate develops into the failed engine,
immediately apply full opposite rudder to arrest the yaw
rate and then reduce rudder as required to track centerline.
Rudderm ay bes upplementedb y small lateral stick
inputs. The use ofMAX A/B offers little or no improvements
in single-engine waveoff performance and is
prohibited. The aircraft is extremely difficult to control
in MAX AIB and large bank angles into the operating
engine are required to maintain centerline. Late or inadequatec
ontrol inputs during a MAX A/B waveoff can
result in large lateral flightpath deviations. If unable to
control yaw rate during AIS waveoff (possible ATLS
.failure), immediately reduce power to MIL.
11.8.3.4 Landing Configuration - Engine in
Secondary. Approaches in single-engine SEC mode
are considerede xtremely hazardous.T brust responsein
secondary mode is nonlinear and very sluggish. At military
power, thrust in secondary mode can vary from as
little as 65 percent to as much as 116 percent of primary
mode thrust at MIL power. Although the majority of
engines produce greater than 90 percent of primary
mode thrust (at MIL power), the possibility exists that
in the full flap configuration, a low-thrust engine will
not provide enough thrust for level flight. Engine acceleration
times can also vary and can be as much as three
times longer than in primary mode. Aircraft should
recover ashore. Shipboard landings should only be attempted
as a last resort and only if performance is adequate.
See Chapter 15 for performance check and
specific emergency procedures.
DLC should not be engaged for any single-engine
SEC mode approaches. Any maneuver required prior
to rolling out on final approach should be accomplished
using 10 units AOA or less. Once established on final
approach, fly 13 units or faster to improve waveoff capability
and provide additional control power.
Note
While shipboard recoveries mandate the use
ofthe recommendeda pproachA OA because
of aircraft and arresting gear structural limitations,
field recoveries benefit from slightly
faster airspeeds because of the increased
control power and reduced apparent thmst
asymmetry.
Airspeed control for a 13-unit approach is difficult,
therefore,t herem ay bea tendencyt o overcontrolp ower.
An effective technique is to have the RIO provide airspeed
calls (i.e., “2 knots fast”) to the pilot during final
approach. Extreme care should be used when working
off a high and/or fast condition as any large power reduction
could result in a situation requiring military
power for correction. Use small throttle movements and
small attitude adjustments for glideslope corrections.
Avoid nosedown attitude changes just prior to touchdown
as this will minimize the chance of a hook skip
bolter. In the event of a bolter, rotate to a 10” pitch
attitude, not to exceed 14 units AOA. During a bolter,
apply rudder simultaneously with power addition to
maintain centerline. Adequate directional control
power exists to prevent drift on bolter.
Waveoff performance in secondary mode may be
poor and high sink rates must be avoided. The poor
engine acceleration in SEC mode makes engine rpm at
waveoff initiation a major factor in waveoff perfonnante.
Grossly underpowered conditions must be
avoided. During single-engine waveoffs in secondary
mode, rotate the aircraft slightly to capture/maintain 14
to 15 units AOA as this will help to break the rate of
descent.
ORIGINAL 11.24
(WARNING1
Single-engine waveoffperformance with operating
engine in SEC mode will be severely
degraded. Extreme care should be used to
avoid an underpoweredh, igh rate-of-descent
situation.
11.8.4 Degraded Approach Configuration. Refer
to Chapter 15 for degraded approach emergency
procedures.
11.8.4.1 No Flaps, No Slats, and Wings at 20’.
If a no-flap, no-slat landing is anticipated, a straight-in
approach should be performed because of the narrow
margin afforded between 15 units AOA and the onset of
airframe buffet. The approach is flown at 15 units AOA.
Aiime buffet will occur at 16 to 17 units AOA with
wing drop (5” to loo) and/or an increase in sink rate.
occurring at 16.5 to 17.5 units AOA. Spoiler effectiveness
is slightly degraded because of the absence of the
　
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