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may begin to retract prior to FLAP switch actuation (at approximately
190 KCAS) in order to follow the loads alleviation schedule.
8.2.7.1 Catapult Suspend. To stop the launch while in tension on the catapult, signal by shaking the
head negatively and transmitting ªSUSPEND, SUSPENDº on land/launch frequency. Do not use a
thumbs down signal or any hand signal that might be mistaken for a salute. The Catapult Officer will
reply with a ªSUSPENDº signal followed by an ªUNTENSION AIRPLANE ON CATAPULTº signal.
The shuttle spreader will be moved aft and the launch bar will automatically raise clear of the shuttle
spreader. Maintain power at MIL or MAX until the Catapult Officer steps in front of the aircraft and
gives the ªthrottle-backº. The same signals will be used when a catapult malfunction exists.
8.2.8 Landing Pattern. Refer to Chapter 4, for carrier operating limitations. While maneuvering to
enter the traffic pattern, attempt to determine the sea state. This information will be of value in
predicting problems that may be encountered during the approach and landing.
Enter the carrier landing pattern at 800 feet AGL (figure 8-2) with the hook down. Make a level
break from a course parallel to the Base Recovery Course (BRC), close aboard to the starboard side of
the ship. Below 250 KCAS lower the gear and flaps. The speedbrake function automatically retracts
when the FLAP switch is moved to HALF or FULL. Descend to 600 feet AGL when established
downwind and prior to the 180° position. Complete the landing checklist and crosscheck AOA and
airspeed (136 KCAS at 44,000 lb GW minus 1½ KCAS for each 1,000 lb decrease in GW).
To assist in achieving the desired abeam distance of 1.1 to 1.3 nm, select the 10 nm scale on the HSI
display; select ship's TCN; and adjust the course line to the BRC. On downwind fly to place the wingtip
of the HSI airplane symbol on the course line. Ensure the ground track pointer is on the exact
reciprocal of the BRC. Select ILS if desired and available.
With 25-30 kt winds over deck begin the 180° turn to the final approach when approximately abeam
the LSO platform or when the ²white² of the round down becomes visible. Use an instrument scan from
the 180 to the 90. Fly the pattern as described in the VFR Pattern and Approach section of Chapter
7. Adjust the 90 altitude up slightly to account for the height of the ship's deck, usually 500 feet AGL
versus 450 feet AGL. Target 360 feet crossing the wake. The rate of descent required to maintain
A1-F18EA-NFM-000
III-8-10 ORIGINAL
Figure 8-2. Carrier Landing Pattern
A1-F18EA-NFM-000
III-8-11 ORIGINAL
glideslope may be slightly less than on FCLP approaches due to wind over deck. Expect slightly higher
throttle settings. When the meatball is acquired, transmit ªCall sign, STINGER Ball or CLARA, fuel
state (nearest 100 lb) and AUTOº (if using ATC for approach). Refer to figure 8-3 for a typical Carrier
Controlled Approach.
8.2.8.1 ATC Approach Mode Technique. Refer to the ATC Approaches section of Chapter 7 for
basics on ATC operations. ATC stick-to-throttle gains are designed to allow correction of settles or
updrafts with small, rapid stick movements. Close-in corrections are very critical. If a large attitude
correction for a high-in-close situation develops, the recommended procedure is to stop ball motion,
making no attempt to recenter the ball. A low-in-close condition is difficult to correct with ATC and
may result in an over-the-top bolter. It may be necessary to downgrade from ATC and fly manually in
order to safely recover from a low-in-close condition. The force required to manually disengage ATC
is significant and may prevent salvaging the pass. Large deviations from glideslope may be difficult to
correct with ATC. Typically, ATC should be disengaged if more than one ball from center (or upon
LSO direction) and the approach continued manually.
8.2.8.2 Glideslope. The technique for maintaining glideslope is basically the same as FCLP except
that more power may be required. Maintaining centerline will most likely require more line-up
corrections due to the angled deck. With rough seas and a pitching deck, some erratic ball movement
may be encountered. If this is the case, listen to LSO calls and attempt to average out ball movement
in order to maintain a safe, controlled approach.
8.2.8.3 Waveoff. When the waveoff signal is received, select MIL (MAX if required) and maintain
on-speed AOA with the E-bracket until rate of descent is arrested. Best rate of climb occurs at on-speed
AOA regardless of loading or configuration. This requires slight back stick pressure as the aircraft
accelerates. If ATC is engaged, immediately disengage ATC or apply enough force to override ATC
　
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