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freely when pushed.
6. IFF sublevel - BOX REQUIRED MODES
7. PARK BRK handle - FULLY STOWED
8. ENG page - CHECK ENGINES AT MIL (if desired)
N2 RPM
N1 RPM
EGT
FF
NOZ POS
OIL PRESS
88 to 100%
86 to 98%
720 to 932°C
11,000 pph max
0 to 35% open
80 to 150 psi
7.5.2 Normal Takeoff. Predictions for takeoff performance (nosewheel liftoff speed, takeoff speed,
takeoff distance, and abort speed) should be calculated in the preflight brief based on aircraft
configuration and expected ambient conditions. These predictions are based on the following
technique: both engines stabilized at 80%N2 rpm, simultaneous brake release and throttle advance to
MIL or MAX, 1/2-aft (2.5 inches) stick rotation at the predicted nosewheel liftoff speed. This
technique should be used when ambient conditions and performance predictions warrant minimizing
takeoff roll. Review these numbers prior to takeoff.
The takeoff checklist should be completed prior to taking the duty runway. For single-ship takeoffs,
taxi to runway centerline and allow the aircraft to roll forward slightly to center the nosewheel. Begin
the takeoff roll by releasing the brakes, advancing the throttles from IDLE to MIL, and checking EGT
and RPM. If an afterburner takeoff is desired, further advance the throttles to MAX (full forward).
Check for proper afterburner light-off as indicated by both nozzles opening. As the aircraft accelerates
during the takeoff roll, track runway centerline using small rudder pedal inputs (e.g., NWS
commands). NWS is the most effective means of directional control during takeoff. Differential
A1-F18EA-NFM-000
III-7-30 CHANGE 1
braking is much less effective and should therefore be avoided. The NWS system (low gain)
incorporates a yaw rate feedback input from the FCCs, which is designed to suppress directional PIO
tendencies by increasing directional damping during takeoff.
At nominal takeoff CG, aft stick will be required to rotate the aircraft. Approaching the predicted
nosewheel liftoff speed, ease the stick back to approximately 1/3 to 1/2 aft stick (1-1/2 to 2-1/2 inches).
Hold this input until the velocity vector rises to approximately 3 to 5°. Capture and climb/accelerate
at the desired flight path angle.
When clear of the ground with a positive rate of climb, raise the LDG GEAR handle and place the
FLAP switch to AUTO. In a flat takeoff attitude with MAX power selected, the aircraft will accelerate
rapidly towards gear speed. If required, reduce power to MIL or below to ensure the landing gear is up
and locked (light in the LDG GEAR handle is out) before passing 250 KCAS.
· Takeoff performance is greatly affected by gross weight, center of
gravity, power setting, stabilator position, and ambient conditions.
Under adverse conditions (e.g., hot, heavy, and forward CG), takeoff
speeds may be significantly higher than those routinely seen at
nominal conditions. Knowing the aircraft's predicted takeoff performance
should prevent a high speed abort in what is a normally
functioning aircraft.
· Under the most extreme conditions (e.g., hot, heavy, and forward CG),
nosewheel liftoff speed may exceed the nose tire limitation (195 KGS).
The takeoff technique and/or the aircraft configuration may need to
be adjusted to remain within limitations.
· Large aft stick inputs, particularly with CG near the aft limit, can
result in significant over-rotation. With pitch attitude above 10°, the
trailing edge of the stabilators can impact the ground if a large forward
stick input is used to check the over-rotation. Above 14° pitch
attitude, the engine exhaust nozzles may contact the ground. Therefore,
pitch attitude shall not exceed 10° on takeoff.
· Takeoff with significant standing water (greater than 1/4 inch) on the
runway may cause water ingestion, which in extreme cases can cause
engine stalls, flameouts, AB blowouts, and/or engine FOD.
7.5.3 Crosswind Takeoff. Crosswind takeoffs should be performed using the normal takeoff technique.
However, the pilot should expect to make slightly larger and more frequent rudder pedal inputs
to track runway centerline. As the aircraft accelerates and the ailerons become effective, lateral stick
into the wind may be desired to maintain wings level throughout the remainder of the takeoff roll and
rotation. As the aircraft becomes light on the main wheels, the aircraft will tend to yaw into the wind.
Slight main tire scrubbing can be expected. Allow the aircraft to crab into the wind at takeoff, while
continuing to maintain runway centerline during the gear transition and early climbout.
A1-F18EA-NFM-000
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NATOPS Flight Manual 飞行手册 1(137)
