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*2. Maintain on-speed AOA and balanced flight
*3. EMERG JETT button - PUSH (if required)
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.
14.5 LOSS of DIRECTIONAL CONTROL DURING TAKEOFF or LANDING (NWS, Brake, or Planing
Link Failure; Blown Tire)
A directional control problem on takeoff or landing may be caused by a NWS, brake, or planing link
failure or a blown tire. Directional control problems may be compounded by wet or icy runways,
crosswinds, hydroplaning, or single-engine operations. It may be difficult to identify the source of the
problem, and time is usually critical. The decision whether to continue a takeoff or to abort, or on
landing, to continue rollout depends on the speed at the time the directional control problem is
detected, the stopping distance required, and the availability of arresting gear.
Loss of brakes may be caused by a brake or anti-skid system failure. A brake system failure may
cause a locked brake and/or blown tire, resulting in ineffective braking and/or loss of directional
control. A blown tire may cause engine FOD or flap and gear door damage. If decision to stop is made,
the primary danger is loss of directional control. For Planing Link Failure Procedures, refer to chapter
16.
If decision to takeoff is made -
*1. Execute Emergency Takeoff Procedure.
If decision to stop is made -
*1. Throttles - IDLE
If NWS failure suspected -
*2. Paddle switch - PRESS
A1-F18EA-NFM-000
V-14-4 CHANGE 1
If directional control problem remains -
*3. NWS - ENGAGE (with rudder pedals centered)
*4. EMERG BRAKE handle - PULL TO DETENT (with brakes released)
*5. Use judicious braking on appropriate side.
*6. HOOK handle - DOWN (if required)
If takeoff is continued and blown tire suspected -
2. LDG GEAR handle - DO NOT CYCLE
3. Engine instruments - MONITOR FOR FOD INDICATIONS
4. ANTI SKID switch - OFF
Figure 14-1. Maximum Weight for 100 fpm Single Engine Rate of Climb
A1-F18EA-NFM-000
V-14-5 ORIGINAL
5. Make a short field arrestment.
If decision to stop is made and blown tire suspected -
7. Do not retract flaps.
8. Do not taxi once stopped.
14.6 LANDING GEAR FAILS TO RETRACT
If LDG GEAR handle cannot be moved from the DN position -
1. LDG GEAR handle - LEAVE DN (DO NOT OVERRIDE)
If landing gear warning light and warning tone on with the LDG GEAR handle UP -
1. LG circuit breaker - CHECK IN
2. LDG GEAR handle - DN (DO NOT CYCLE)
If three down and locked indications -
3. Land as soon as practical.
If any gear indicates unsafe -
4. Refer to Landing Gear Unsafe/Fails to Extend Procedure.
A1-F18EA-NFM-000
V-14-6 ORIGINAL
CHAPTER 15
Inflight Emergencies
15.1 AFTERBURNER FAILURE
Afterburner failure can be recognized by failure of the nozzle to open, which may be the only
symptom that is immediately recognizable. The afterburner receives continuous ignition any time the
throttle is above the MIL detent and afterburner lightoff is not yet detected. If an afterburner does not
light after selection or blows out, reduce the throttle to MIL and reselect afterburner. If an afterburner
fails to light on subsequent attempts, maintenance action is most likely required.
15.2 RESTART
Ignition is activated automatically whenever a flameout is sensed and the throttle is at or above
IDLE. At least 350 KCAS is required to maintain 12% rpm for a windmill airstart. When single engine,
the hydraulic system switches from 3,000 to 5,000 psi output pressure above approximately 500
KCAS/1.0 IMN (see figure 15-2). This results in additional horsepower extraction and reduced
windmill rpm. The hydraulic system output drops from 5,000 to 3,000 psi at approximately 480
KCAS/0.95 IMN. Therefore, maintain airspeed below 480 KCAS/0.95 IMN to maximize the chance of
a successful windmill restart.
APU restart is the last alternative. If APU restart is required, HYD ISOL ORIDE should first be
selected for 10 seconds prior to APU start, assuming good HYD 2B. With the APU switch ON, and the
green READY light on, the engine crank switch may be used to crank the engine for restart. The APU
restart envelope is below 250 KCAS, below 10,000 ft. See figures 15-1 through 15-4.
Attempting to restart an engine that has flamed out for no apparent
reason may result in an engine bay fuel leak/fire.
If rpm above 30% -
1. Throttle affected engine - IDLE or above
If rpm below 30% -
1. Throttle unaffected engine - 80% N2 rpm minimum.
2. ENG CRANK switch - L or R (affected side)
3. Throttle affected engine - IDLE or above
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NATOPS Flight Manual 飞行手册 2(49)
