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same.
Once the velocity vector is placed in the desired position, the stick is neutralized, and the pilot
essentially monitors autopilot progress. Corrections should be small and applied only when required.
Learning to make appropriate corrections and to stay out-of-the-loop when corrections are not
required takes practice to achieve good results. With practice, smooth, consistent landings can be
achieved even in gusty wind conditions.
NOTE
Use of FPAH/ROLL without ATC may result in more difficult AOA
control and is not recommended.
7.7.7.1 FPAH/ROLL - ATC Approach Technique (field only). If an FPAH/ROLL - ATC approach is
desired, engage ATC when wings level on downwind and trim for on-speed AOA. Select FPAH/ROLL
from the A/P sublevel on the UFCD, and ensure both modes are boxed.
Fly the standard landing pattern utilizing the numbers and velocity vector positioning described in
the ATC Approaches paragraph. A push and roll is required to establish the approach turn. Once the
velocity vector is positioned, neutralize the stick and monitor autopilot progress. No back stick should
be required in the turn. Passing through the 90 and approaching the start, push forward stick to lower
the velocity vector and establish the desired rate of descent and then neutralize the stick. If on
glideslope, roll wings level in the groove using only lateral stick inputs. Longitudinal stick inputs should
not be required, as the autopilot compensates automatically to maintain FPA. Similarly, if on
glideslope, make lineup corrections solely with lateral stick.
If the ball is not centered, adjust the velocity vector (i.e., reference FPA) up or down accordingly and
allow the autopilot to fly the aircraft back to glideslope. Approaching a centered ball, adjust the
velocity vector to the desired flightpath and neutralize the stick. The autopilot should then maintain
FPA (ideally a centered ball) and compensate automatically for gusts. Make corrections with small,
discrete longitudinal stick inputs and evaluate the correction before applying another. If the ball is
centered and stable, the system works best if longitudinal inputs are minimized. There may be
noticeable pitch motion, similar to what is seen on a Mode-1 ACLS approach, as the airplane responds
to gusts, but FPA should be stable.
A1-F18EA-NFM-000
III-7-36 ORIGINAL
FPAH/ROLL is less capable at handling large deviations than CAS - ATC. In general, if the ball is
more than 1 ball from the center, consider disengaging FPAH/ROLL with the paddle switch and
executing an ATC or manual pass.
7.7.8 Full Stop Landings. Maintain approach rate of descent and power setting by flying a centered
ball to touchdown or by placing the velocity vector at least 500 feet past the runway threshold. After
touchdown, place the throttles to IDLE and track runway centerline using small rudder pedal inputs.
The engines will not select ground idle until the aircraft has decelerated below 80 KCAS. While the
rudders are effective above 100 KCAS, NWS is the most effective means of directionally controlling the
aircraft during landing rollout. Low gain NWS is activated automatically at touchdown with weight on
the nose landing gear and at least one main landing gear. Differential braking to maintain directional
control is not as effective and should normally be avoided.
· Use of NWS HI during landing rollout is not recommended, as it may
lead to directional PIO due to the increased sensitivity of the NWS
system to rudder pedal inputs.
· Engaging NWS HI while maintaining a rudder pedal input will greatly
increase nosewheel deflection and may cause loss of directional control.
7.7.9 Braking Technique. Under normal circumstances, the best results are attained by applying
moderate to heavy braking with one smooth application of increasing braking pressure as airspeed
decelerates towards taxi speed. Anti-skid is effective down to approximately 40 KGS. Below 40 KGS,
heavy brake pedal pressure should be relaxed to prevent tire skid. Below 35 KGS, steady but firm
brake pedal pressure should be applied. Steady, light brake applications should be avoided, as they
increase brake heating, do not significantly contribute to deceleration, and ultimately reduce braking
effectiveness. If desired, selecting aft stick (up to full) below 100 KCAS will increase TEU stabilator
deflection and aid in deceleration. Aerobraking is prohibited.
Maximum braking performance is attained by applying full brake pedal pressure (approximately 125
lb) immediately after touchdown. Anti-skid must be on to attain maximum braking performance and
to reduce the risk of a blown tire. Longitudinal pulsing may be felt as the anti-skid cycles. Approaching
40 KCAS, full brake pedal pressure should be relaxed to prevent tire skid.
　
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本文鏈接地址：NATOPS Flight Manual 飛行手冊 1(140)