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steering will probably be required during
crosswind conditions with a wet runway.
If a landing must be ma& in crosswind conditions in
excess of the limits, do not arm the spoiler brakes for
landing and again maintain a wings-level attitude with
lateral stick It must be realized that antiskid will not be
available. At some crosswind component, the upwind
wing will be raised excessively and as a result, diitional
control will be marginal. It is estimated that this
will occur with a greater than 25-knot crosswind component.
7.4.16.7 Landing On Wet Runways. Ifoperable,
antiskid shall be used on wet runways to minimize the
possibility of skidding or blowing tires. Standing water
greatly decreasesb raking effectivenessa nd may cause
total hydroplaning in certain conditions. (Refer to Chapter
18, Extreme Weather Operations.) Intermittent puddles
may cause wheels to lock while braking with
antiskid not engaged. As the locked wheel leaves the
puddle and encounters a good braking surface, it will
skid and blow unless brake pressure is released. The
following procedures are recommended when landing
on a wet runway:
1. Determine field condition before approach (braking
action, crosswind component, arresting gear
status).
2. If adversew ind and runway conditionse xist, make
a short-field arrested landing. In the event that the
arrestingg eari s not engaged,e xecutea waveoff or
bolter as appropriate.
3. Consideration should be given to reducing touchdown
speed by flying a no-DLC approach. Plan
the pattern to be well established on fnal in a
wings-level attitude (crab, if required) on speed.
Land on runway centerline, using normal FCLP
landing techniques.
4. If a rollout landing is desired, touch down on centerline
within the first 500 feet of runway. Landing
rollout procedures are the same as in a normal
landing. When directional control is clearly established,
utilii normal braking. During the highspeed
portion of the landing roll, little or no
deceleration may be felt. Do not allow the aircraft
to deviate Tom a straight track down the runway.
If a skid develops, release the brakes, continue
aerodynamic braking, and use rudders or nosewheel
steering for directional control. Reapply the
brakes cautiously. If the skid continues and adequate
runway remains, select power as required
and fly away. If conditions do not permit flyaway,
use the long field overrun gear if required. If the
aircraft is leaving the runway to an unprepared
surface, secure both engines.
Note
A blown tire on landing rollout may result in
directional control diff~culties,particularly at
high speeds. Refer to Chapter 15, Landing
Emergencies, for blown-tire emergency
procedures.
7.4.17 Landing Checklist. TheplacardedLanding
Checklist should be completed in sequencep rior to arriving
at 180” abeam the touchdown point. All checklist
items are essential elements to be checked prior to each
landing. With the ICS on HOT MC, the pilot should call
out the accomplishment of each step so that the RIO can
doublecheck that all items have been performed.
1. Wing-sweep switch - 20° AUTO.
Check wings in AUTO sweep control mode and
verify at 20°.
2. Wheels - THREE DN.
Check for wheels-down indication on all three
gear,LAUNCH BARlight,andthat geartransition
light is out. Check that brake accumulator pressure
is tidly charged.
During aircraft carrier (CV) qualifications and
other operations when the landing gear are not
raised after catapult launch, the pilot shall check
the LAUNCH BAR advisory light is off prior to
each landing.
3. SAS - ON.
4. Flaps -Full DN.
Check for flap and slat full-down indication and
no FLAP light.
5. DLC -Checked.
6. Hook-As Desired.
Transition light should be out.
7. Harness -Locked
8. Speedbrakes - EXT (out).
Check indicator for full specdbrake extension.
9. Brakes -Check.
10. Fuel - Check.
7.4.18 Postlandlng - Pilot
1. Speedhrake switch - RET.
2. ANTISKID SPOILER BK switch - OFF.
3. Flaps and slats -UP.
Move FLAP handle UP and check for complete
retraction of main flaps and slats and auxiliary
flaps (flaps indicator - 0” and no FLAP caution
light). Check automatic deactivation of the outboard
spoiler module. As soon as the auxiliary
flaps are retracted (8 seconds) the wings will
sweep afi if commanded.
4. Wing-sweep switch -BOMB.
m
Enstue that emergency WING SWEEP ham
dle and wings move to 55”.
ORIGINAL 7-26
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F-14D 飞行手册 Flight Manual 2(28)
