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7.7.10 Heavy Gross Weight Landings. The aircraft's 50,600 lb GW field landing limitation provides
the capability to land with a significant amount of fuel and/or stores (approximately 16,000 lb of
bringback). Landing at heavy gross weight, however, requires that the pilot pay particular attention to
braking technique and overall brake usage to avoid excessive brake and wheel assembly heating, melted
fuse plugs, and deflated tires. The wheel assembly fuse plugs are designed to melt and deflate the tires
at temperatures below those which would result in catastrophic tire blowouts. Wheel assembly
temperatures do not, however, reach their peak until approximately 20 minutes after landing, e.g., it
takes 20 minutes for the heat (energy) imparted to the brake assembly at landing to transfer into the
wheel assembly. Due to this slow transfer of heat, it is not uncommon for an aircraft to pass a post flight
hot brakes check yet still melt a fuse plug in the line.
In general, the aircraft's braking system is designed for landing under the following circumstances
without melting a fuse plug: land at 50,600 lb GW, maximum anti-skid braking at 115 KCAS, three taxi
stops from 30 KGS, park for 15 minutes, three more taxi stops from 30 KGS. If overall brake usage
A1-F18EA-NFM-000
III-7-37 ORIGINAL
exceeds these criteria, melted fuse plugs and deflated tires may result. Below approximately 46,000 lb
GW, brake usage following a maximum anti-skid landing (at or below 90%of approach speed) should
be unlimited. Therefore, any landing above 46,000 lb GW should be considered a heavy gross weight
landing.
7.7.10.1 Heavy Gross Weight Braking Technique. Above 46,000 lb GW, delay the initial brake
application to 115 KCAS or lower, if possible. Utilize the normal braking technique if runway length
is not a factor, otherwise maximum anti-skid braking is acceptable. Release the brakes when desired
taxi speed is reached. When clear of the runway, make a conscious effort to limit taxi speed and
minimize brake applications, particularly if maximum anti-skid braking was utilized. If overall brake
usage is extensive, consider chocking the wheels and leaving the parking brake off to aid in brake
cooling and to limit the amount of heat transferred to the wheel assembly.
7.7.11 Crosswind Landings. During flight test, three crosswind landing techniques were evaluated:
full-crab-to-touchdown, half-crab-kickout, and wing-down-top-rudder. In general, the half-crabkickout
technique works best and is recommended for all crosswinds up to 30 knots; the full-crab-totouchdown
technique is acceptable for moderate crosswinds only; and the wing-down-top-rudder
technique is not recommended.
7.7.11.1 Half-Crab Kickout Technique. In crosswinds up to 30 knots, best crosswind landing results
are attained by performing a half-crab-kickout technique. This technique reduces lateral and
directional oscillations after touchdown and minimizes landing gear side loads.
Fly a full crab approach (wings level, neutral pedals) to approximately 50 feet AGL. Immediately
prior to touchdown, apply one smooth rudder pedal input to ²kick out² half of the crab angle. Maintain
wings level. Allow the initial directional oscillations to subside, then utilize the normal braking
technique. Stabilator braking with up to full aft stick does not degrade directional control and may be
used to aid deceleration. Lateral stick into the wind will be required and is recommended to maintain
wings level during landing rollout.
Avoid removing half the crab angle too early or removing more than half of the crab angle. This may
cause the aircraft to drift downwind prior to touchdown and increases directional transients after
landing.
7.7.11.2 Full-Crab-to-Touchdown Technique. The landing gear is capable of absorbing the sideloads
imparted during a full-crab-to-touchdown landing in crosswinds up to 30 knots. However, in
crosswinds above approximately 15 knots, the aircraft response produced by this technique can be
uncomfortable. When the main gear contact the ground, the aircraft swerves downwind to align with
the runway and rolls away from the crosswind and into the runway. This roll excursion can be as much
as 8°. Two to three directional oscillations can be expected before the aircraft settles out and tracks
straight. While this motion is controllable, lateral stick inputs to level the wings must be timely, and
rudder pedal inputs must be judicious to control the directional transients. For this reason, a
full-crab-to-touchdown technique is not recommended in crosswinds over 15 knots.
In crosswinds below 15 knots, the roll into the runway and ensuing directional oscillations are small,
and the aircraft tends to track straight soon after touchdown. Fly a full-crab approach (wings level,
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NATOPS Flight Manual 飞行手册 1(141)
