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abort if enough runway is available. The ejection seats
will provide safe escape at ground level and low airspeeds.
Therefore, if a safe aborted takeoff cannot be
performed and takeoff is impossible, eject.
In an aborted takeoff, aerodynamic ground-roll braking
is assisted by simultaneous deflection of all spoilers
(flaps down) or inboard spoilers only (flaps up) to 55”
when both throttles are retarded to IDLE.
Note
Moving flap handle down activates outboard
spoilers to assist in aerodynamic ground-roll
braking
When securing the starboad engine, use caution to
preventi nadvertenst hutdowno f both engines.I f both enginesa
res hut down, hydmulic pressureis lost, along with
antiskid,n osewheesl teering,s poilerb raking, andn ormal
braking. Full a8 stick is used to augment aetodynamic
braking. Care should be taken while positioning tbe stick
a8 to avoid any nose rotation. The a&aft’s tendency to
rotateisaccentuatedwiththeflspsupbecauseofincreased
longitudinal control effectivenessa, nd aft stick must be
applied at a slower rate to avoid rotation.
Maximum braking effort in aborts initiated
near rotation speed at takeoff gross weights
may result in blown tires even with antiskid
engaged.
Rolling over an arresting wire with brake
pressure applied may result in blown tires.
Ifarresting gear is available, use it to avoid rolling off
the runway. Always inform the control tower of your
intention to abort the takeoff and engage the arresting
gear, so that aircraft landing behind you can be waved
off. Lower the hook in sufficient time for it to Rdly
extend (normally 1,000 feet before engagement).U se
nosewheel steering to maintain directional control and
aim for the center of the runway. At night, use the taxi
light to see the arresting gear. If off center just before
engaging the arresting gear, do not turn the aircraft but
continue straight ahead, parallel to the centerline.
If aborting with a blown nosewheel tire, it is likely
that either or both engines have FOD. In the event of any
blown tire during an aborted takeoff, the flaps should
not be moved until they can be inspected for FOD.
Aircraft control following loss of an engine during
the takeoff roll is a function of thrust setting and airspeedI.
n most cases,a na bortedt akeoffwill ber equired.
Refer to paragraph 11.8 for additional discussion of
takeoff configuration, asymmetric thrust flight characteristics.
13.1.1 Aborted Takeoff Checklist
l 1. Throttles - IDLE.
‘2. Speedbrakes- EXT.
‘3. Stick-AFT.
Note
The stick should be positioned fully at? at a
rate that will not cause any nose rotation.
*4. Hook - DN (1,000 feet before wire)
*5. Brakes-As Required.
NAVAIR Ol-Fl4AAD-1
*5. Brakes-As Required.
*6. Right engine - OFF (if required).
Note
Ifperforming no flap/maneuvering flap takeoff,
lowering the flap handle slightly during
an abort will deploy all spoilers for groundroll
braking if SPOILER BRAKE or
BOTH is selected, assisting in decelerating
the aircraft.
13.2 SINGLE-ENGINE FAILURE FIELD/
CATAPULT LAUNCHBVAVEOFF
Initial aircraft controllability is highly dependento n
timely and proper rudder usage. Rudder is the primary
control for countering yaw caused by asymmetric. thrust
since lateral stick inputs alone will induce adverse yaw
in an already critical flight regime. Compounding the
situation, visual cues for ascertaining yaw excursions
may be absent at night. While roll caused by yaw will
always be apparent, yaw excursions during night/IFR
conditions may be first indicated by the turn and slip
indicator and heading indicator if in near wings-level
flight. The pilot should be prepared to apply up to and
including full rudder at the first indication of an engine
failure. Do not rotate aircmt? below 130 knots in any
configuration. Refer to NAVAIR 01-Fl4AAP-1.1,
Chapter2 6 for higher rotation speeds.A dditional areas
for consideration are discussed below.
13.2.1 Angle-of-AttacklEndspeed Consideration.
Failure to limit AOA will place the aircraft in a
regime to reduce directional stability, rudder control,
and rate of climb. The aircraft may be uncontrollable at
AOA above 20 units. Smoothly rotating to 10” pitch
attitude on the waterline and approximately 14 units
indicated AOA provides the best compromise between
controllability, good initial flyaway attitude, and adequates
ingle-enginep erformance.F or compromise,n ormal
15-knot excess endspeed catapult launches
(mandatory from catapult No. 4 and highly recommended
　
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