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position. If a two-block occurs and aircraft travel reverses, engine thrust
should be applied judiciously to minimize aircraft walkback. Brakes, if
available, should not be utilized during aircraft walkback, as they may
induce the aircraft to tip back onto the exhaust nozzles.
Figure 16-2. Field Arresting Gear Data (Sheet 1 of 2)
A1-F18EA-NFM-000
V-16-13 ORIGINAL
FOR E-5 CHAIN EMERGENCY ARRESTING GEAR
ARRESTING
GEAR
RATING
(F)
LANDING or ABORTED
TAKEOFF UP TO 44,000 LB
LANDING or ABORTED
TAKEOFF UP TO 50,600 LB
ABORTED TAKEOFF
50,700 to 66,000 LB
STD Chain Heavy Chain STD Chain Heavy Chain STD Chain Heavy Chain
E-5
E-5-2
E-5-1
E-5-3
E-5
E-5-2
E-5-1
E-5-3
E-5
E-5-2
E-5-1
E-5-3
E-5
E-5-2
E-5-1
E-5-3
E-5
E-5-2
E-5-1
E-5-3
E-5
E-5-2
E-5-1
E-5-3
FEET of CHAIN MAXIMUM ENGAGING SPEED (Knots Groundspeed)
300-349 43 43 44 44 40 40 41 41 35 35 36 36
350-399 50 50 51 51 46 46 48 48 40 40 42 42
400-449 56 56 59 59 53 53 55 55 46 46 49 49
450-499 63 63 67 67 59 59 63 63 51 51 55 55
500-549 69 69 76 76 65 65 71 71 57 57 62 62
550-599 76 76 84 84 71 71 78 78 63 63 69 69
600-649 82 82 92 92 77 77 86 86 68 68 76 76
650-699 88 88 101 101 83 83 94 94 74 74 83 83
700-749 95 95 109 109 89 89 102 102 79 79 90 90
750-799 101 101 118 118 95 95 110 110 85 85 97 97
800-849 107 107 127 127 101 101 119 119 91 91 104 104
850-899 114 114 136 136 107 107 127 127 96 96 112 112
900-949 120 120 145 145 114 114 135 135 102 102 119 119
950-999 127 127 150 154 120 120 144 144 108 108 127 127
1000-1049 133 133 150 163 126 126 150 153 113 113 134 134
1050-1099 139 139 150 165 132 132 150 161 119 119 142 142
1100 146 146 150 165 138 138 150 165 125 125 149 149
NOTE
· Maximum engaging speed for E5 chain gear is limited by arresting gear capacity.
· Off center engagement into an E-5 system must not exceed 25% of the runway span.
· Before making an E5 arrestment, confirm the type and chain length of installed gear (tower or
FLIP IFR Supplement) to ensure the corresponding maximum engaging speed is not exceeded.
Figure 16-2. Field Arresting Gear Data (Sheet 2 of 2)
A1-F18EA-NFM-000
V-16-14 ORIGINAL
Malfunction NATOPS pages NFM-000/500 Pull Fwd Next Avail Normal Divert Notes
ENGINES
Bleed Warning V-12-3/E42 X 1, 2, 3, 8
Engine Fire V-12-5/E44 X 1, 2, 8
Single Engine V-16-1/E25 X 1, 2, 8
L/R STALL V-12-29/E82 X 1, 2, 8
L/R ENG V-12-17/E64 X 1, 2, 8
L/R ATS V-12-9/E52 X
L/R BLD OFF V-12-12/E56 X
L/R BOOST LO V-12-12/E58 X 9
L/R OIL PR V-12-27/E79 X 1, 2
L/R AMAD PR V-12-7/E49 X 2
FUEL
Fuel Leak V-15-4/E5 X 4
DUMP OPEN V-12-15/E62 X 10
FUEL LO V-12-19/E69 X 4
L/R FUEL INLT V-12-19/E68 X 1, 8
L/R FUEL HOT V-12-19/E68 X 1, 8
FUEL XFER V-12-20/E70 X
L/R THERMAL V-12-30/E83 X 1, 8
HYDRAULIC
Single HYD System Failure V-12-45/E103 X 2, 8
APU ACCUM V-12-8/E50 X
BRK ACCUM V-12-13/E58 X 2
HYD1/2 HOT V-12-49/E107 X 1, 2, 8
Single HYD Circuit V-12-45/E103 X 8
HYD 1A/2B V-12-48/E106 X
Triple Circuit Failures V-12-48/E106 X
ELECTRICAL
Dual Gen Failure V-12-9, -21/E12, E71 X 5, 11
Single Gen Failure V-12-9, -21/E12, E71 X 5, 11
Dual T/R Failure V-15-8/E11 X 9, 11
L/R DC FAIL V-12-14/E60 X
CAUT DEGD V-12-13/E59 X
FCS
FCS HOT V-12-40/E96 X
FLAPS OFF V-12-41/E97 X X 6
FLAPS SCHED V-12-43/E99 X
FC AIR DAT V-12-36/E91 X
Loss Of Any Control Surface V-12-32/E87 X 7
FCES V-12-32/E87 X 1
MISCELLANEOUS
BAY DISCH/BAY FIRE V-12-11/E54 X
Birdstrike X 1
L BAR V-12-6/E46 X Remove CDP 1 and 4
Planing Link V-16-9/E28 X
SDC Failure I-2-150/ - X
Landing Gear V-16-7/E33 X See Figure 16-1
OBOGS DEGD V-12-26/E78 X
AV AIR HOT V-12-10/E53 X
NOTES :
1. Aircraft will be flying a half flap straight-in. Approach speed will be higher, therefore wind over deck requirements will increase. Consult applicable ARB
for details. Possibility of malfunction affecting other engine. Make sure all possible effort is made to recover the aircraft immediately.
2. Aircraft may require a tow out of the landing area.
3. If light extinguished when NATOPS procedures applied, recover at next available recovery.
4. Immediate tanking required if any delay in recovery exists.
5. Pilot will be unable to fold wings upon landing.
6. If LEF > 10¡, recover next available recovery. If LEF < 10¡ or TEF at 0¡, excessive airspeed and/or AOA may require divert.
　
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