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aircraft breakdown and during taxi. Taxiing aboard ship is similar to confined area taxiing ashore.
However, be aware of jet exhaust from other aircraft and the relative position of own nozzles. Typically,
the wings are folded until the aircraft is positioned behind the jet blast deflector (JBD), so full-time
NWS HI should normally be available. NWS HI is recommended for carrier operations and should
provide excellent turning capability for directional control aboard ship. Taxi speed should be kept
under control at all times, especially on wet decks, in the landing area, and approaching the catapult.
Taxi signals from the flight deck directors (yellow shirts) are mandatory.
Be prepared to use the emergency brakes should normal braking fail. In the event of loss of brakes,
inform the tower and lower the tailhook immediately to indicate brake loss to deck personnel.
8.2.6 Takeoff Checks.
For MAX power catapult launches only -
1. ABLIM option - BOX
2. ABLIM advisory - VERIFY DISPLAYED
All catapult launches -
3. T.O. checklist - COMPLETE (from bottom to top - EJECT SEL thru TRIM)
8.2.6.1 Catapult Hook-Up. The aircraft will be taxiied over the JBD and aligned with the catapult
track. Approach the catapult track slowly, lightly riding the brakes with NWS engaged. Use the
minimum power required to keep the aircraft rolling. Close attention to taxi director signals is required
to properly align the aircraft with the catapult track entry wye. If the taxi director is obscured by steam
from the catapult, stop the aircraft.
Prior to taxi past the shuttle -
4. Weight board - ²Roger² proper gross weight.
5. WINGFOLD switch - SPREAD and report: SPREAD and LOCKED, BEER CANS DOWN,
CAUTION OUT, SWITCH LEVER-LOCKED
Ensure the WINGFOLD switch is lever-locked in the SPREAD position.
If the wings are commanded to unlock or fold during a catapult shot, the
wings will unlock, the ailerons will fair, the wings may fold partially, and
the aircraft will settle.
6. Missile arming - COMPLETE (if required)
When directed -
7. LAUNCH BAR switch - EXTEND (green LBAR light on)
8. NWS button - PRESS and HOLD (if required to position launch bar)
Once the launch bar has been lowered, do not engage NWS unless directed to do so, since catapult
A1-F18EA-NFM-000
III-8-8 ORIGINAL
personnel may be in close proximity to the launch bar. Once the launch bar enters the catapult track,
do not use NWS. The catapult crew will install the holdback bar as the aircraft taxis forward. Taxi
forward slowly, following the signals of the taxi director or Catapult Officer. When the launch bar
drops over the shuttle spreader, the aircraft will be stopped by the holdback bar engaging the
catapult buffer.
8.2.7 Catapult Launch.
When ²Take Tension² and ²Launch Bar Up² signals received -
9. Throttles - MIL
10. LAUNCH BAR switch - RETRACT (green LBAR light out)
Due to the close proximity of the FLAP and LAUNCH BAR switches,
ensure that the FLAP switch is not inadvertently placed to AUTO.
Launching with the flaps in AUTO will result in an excessive settle.
Failure to place the LAUNCH BAR switch to RETRACT prior to
catapult launch may result in hydraulic seal failure and possible loss of
HYD 2A.
11. Controls - CYCLE and report FREE and CLEAR (Takeoff Checks complete)
Wait 5 seconds and ensure all warning and caution lights are out.
12. Engine instruments - CHECK
When ²Select AB² signal received (MAX power launches only) -
13. Throttles - MAX
When ready for launch -
14. Salute with right hand. Hold throttles firmly against the detent and place head against the
headrest.
Throttle friction may be used to help prevent inadvertent retraction of the throttles during the
catapult stroke. If required, it can be overridden if afterburner is needed due to aircraft/catapult
malfunction. Immediately after the end of the catapult stroke, the aircraft will rotate to capture the
12° reference AOA (hands-off). To avoid PIO with the FCS, do not restrain the stick during catapult
launch or make stick inputs immediately after catapult launch. The pilot should attempt to remain
out of the loop but should closely monitor the catapult sequence.
A1-F18EA-NFM-000
III-8-9 ORIGINAL
To reduce engine susceptibility to hot gas reingestion and compressor
stalls, transition from MIL to MAX during the catapult stroke shall not
be performed except in an emergency.
Once safely airborne -
15. LDG GEAR handle - UP
16. Clearing turn - PERFORM (if required)
With positive rate of climb and clearing turn complete -
17. FLAP switch - AUTO
NOTE
During catapult launches performed at heavy gross weight, the TEFs
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本文链接地址：
NATOPS Flight Manual 飞行手册 1(146)
