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*4. Maintain 10 to 12° pitch attitude with W symbol. Do not exceed 14° AOA (AOA tone). Do not
exceed ½ lateral stick.
If uncontrollable or settle not stopped -
*5. EJECT
If controllable and settle stopped -
*6. Accelerate to on-speed (8.1°) AOA for climb.
· When single engine with the operating engine at MAX, the possibility
of an adverse yaw departure increases as AOA exceeds on-speed and
lateral stick inputs exceed ½ throw.
· Do not move the FLAP switch from the FULL position, as flap
retraction increases aircraft settle.
14.2 LOSS OF THRUST ON TAKEOFF
*1. ABORT or execute Emergency Takeoff Procedure.
14.3 ABORT
Maximum planned abort speed is dependent on ambient conditions, gross weight, runway length,
and runway and/or braking conditions. However, the decision to abort depends on the nature and
severity of the emergency.
A1-F18EA-NFM-000
V-14-2 CHANGE 1
Published maximum abort speeds for the existing conditions should allow the aircraft to be stopped
within the runway remaining without the use of long field arresting gear. For extreme emergencies, the
availability of long field arresting gear may influence the decision to abort. For other, less critical
emergencies, the decision to abort or continue the takeoff is crucial. Successfully stopping a heavy
weight aircraft on a high speed abort may prove to be a more extreme emergency than continuing a
takeoff with the given malfunction. No rule can be made to cover every situation, so good judgment and
common sense should be used. A thorough preflight briefing of abort contingencies should aid the pilot
in making a timely abort decision.
Once the decision to abort is made, the amount of runway remaining dictates braking technique and
the decision to take any long field gear. After brakes are applied, stabilator braking with up to full aft
stick is extremely effective in aiding deceleration. At heavy takeoff gross weight, excessive brake
heating, melted wheel assembly fuze plugs, and/or blown tires should be anticipated. If the long field
gear is required to stop the aircraft, inform the tower and/or other members of the flight as soon as
possible. Lower the hook in time for it to fully extend. If the aircraft cannot be stopped in the runway
remaining, the decision whether or not to eject must be made. If in doubt, eject prior to the aircraft
leaving the prepared surface.
*1. Throttles - IDLE
*2. Brakes - APPLY
*3. Stick - AFT (if required)
*4. HOOK handle - DOWN (if required.)
NOTE
A rule of thumb to ensure full hook extension is 1,000 feet prior to the
arresting gear.
14.4 EMERGENCY TAKEOFF
Several emergency situations may require the use of Emergency Takeoff Procedures: FIRE light on
takeoff (engine fire), loss of thrust on takeoff (engine failure), or loss of directional control on takeoff
or landing (NWS, brake, or planing link failure; blown tire). The decision to abort or execute an
emergency takeoff depends on the nature and severity of the emergency. Refer to the preceding
ABORT discussion.
For a loss of directional control on landing, the decision to execute an emergency takeoff should not
be delayed. In most cases, it is better to go around immediately than struggle with directional control
and possibly depart the runway. An immediate go around allows time to assess the emergency and set
up for an arrested landing, if required.
The emergency takeoff procedure provides a quick, simple way to safely get airborne if a situation
arises which requires immediate action. The use of MIL or MAX power depends on airspeed, runway
remaining, and aircraft configuration/asymmetry. If one engine fails, asymmetric thrust effects are
exacerbated at MAX power but are nonetheless controllable if AOA is maintained near on-speed. If
lateral stick is required to oppose roll (worst case), inputs should be limited to approximately ½
displacement to prevent an excessive build-up in adverse yaw generated by aileron deflection and to
reduce potential for departure.
A1-F18EA-NFM-000
V-14-3 CHANGE 1
When safely airborne, raising the landing gear, if HYD 2A is operative, improves acceleration and
climb; however, it may not always be prudent depending on the nature of the emergency.
With the FLAP switch in HALF, SEROC is normally sufficient at all gross weights and ambient
conditions. However, if the situation warrants, jettisoning excess weight increases SEROC and, if
asymmetric, returns the aircraft to a symmetric configuration, potentially improving lateral-directional
controllability. See A1-F18EA-NFM-200, figure 11-32, for the maximum weight and altitudes for 100
fpm SEROC.
*1. Throttles - MIL (MAX if required)
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NATOPS Flight Manual 飞行手册 2(48)
