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controllability and result in excessive sideslip buildup. The demand on the rudders may be too
great when trying to balance asymmetric thrust and coordinate the adverse yaw generated by the
ailerons when opposing the tendency of the aircraft to roll into the failed engine. If the rudders are
saturated (surfaces against the stops) and additional adverse yawing moment is generated, sideslip
grows and an adverse yaw departure will result. During single engine operations, restricting lateral
stick inputs to less than ½ throw reduces the potential for an adverse yaw departure.
*1. Throttles - MIL (MAX if required)
*2. Maintain on-speed AOA and balanced flight.
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.
*3. FLAP switch - HALF
16.2 SINGLE ENGINE APPROACH and LANDING
During a single engine approach and landing, use of the afterburner on the operating engine is not
restricted as long as on-speed AOA is maintained.
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.
GENERAL CONSIDERATIONS -
1. Fly a straight-in approach (if practical).
2. Plan approach to make turns using shallow bank angle (£20°).
A1-F18EA-NFM-000
V-16-1 CHANGE 1
3. Do not exceed on-speed AOA in turns.
4. Reduce gross weight (44,000 lb max, lower if practical).
5. Consider crossbleed to provide HYD 2 pressure to extend the landing gear normally and to
preserve APU accumulator pressure for emergency NWS. Maintain operating engine above 80%
rpm during flap and landing gear extension.
LEFT ENGINE FAILED -
1. FLAP switch - HALF
2. LDG GEAR handle - DN
3. Make a normal landing or a precautionary short field arrested landing (if practical).
RIGHT ENGINE FAILED -
1. FLAP switch - HALF
2. Perform Emergency Landing Gear Extension Procedure.
If short field arresting gear available -
3. Make an arrested landing. Once stopped or clear of runway, do not taxi.
If short field arresting gear not available and crossbleed not desired -
3. EMERG BRK handle - VERIFY PULLED TO DETENT (anti-skid is not available)
4. Make a normal landing.
5. Consider paddle switch - PRESS after touchdown to preserve APU ACCUM pressure for
slow-speed NWS.
6. Use emergency brakes with steady brake pressure (do not pump). Once stopped or clear of
runway, do not taxi.
CROSSBLEED CONSIDERATIONS (RIGHT ENGINE FAILED) -
1. Do not crossbleed if engine and/or AMAD related damage is suspected.
If conditions allow -
2. Extended crossbleeding of a failed engine traps feed tank fuel on that side if the FIRE light has
not been pushed. ATS exhaust may blister paint and cause possible door damage on the aft
underside of the fuselage.
If normal braking with anti-skid is required -
For example, to land on a short runway without arresting gear, execute the following procedures
AFTER the landing gear is down and locked:
1. EMERG BRK handle - VERIFY RESET
A1-F18EA-NFM-000
V-16-2 CHANGE 1
If APU ACCUM caution light on (landing gear emergency extended) -
2. Left throttle - ADVANCE to 80%rpm minimum
3. ENG CRANK switch - R
A1-F18EA-NFM-000
V-16-2A (Reverse Blank) CHANGE 1
When HYD 2 pressure restored -
4. HYD ISOL switch - ORIDE (until APU ACCUM caution removed - approximately 20 seconds)
5. ENG CRANK switch - OFF
With APU ACCUM caution off -
6. APU switch - ON (READY light on within 30 seconds)
7. ENG CRANK switch - R
When HYD 2 pressure restored -
8. HYD ISOL switch - ORIDE (until APU ACCUM caution off, approximately 40 seconds)
9. Make a normal landing.
16.3 SINGLE ENGINE WAVEOFF/BOLTER
During a single engine waveoff or bolter, use of the afterburner on the operating engine is not
restricted as long as on-speed AOA is maintained. Best single engine rate of climb occurs at or near
on-speed AOA regardless of configuration, lateral weight asymmetry, or gross weight. If MAX power
is used, pilot workload is higher due to higher asymmetric thrust effects. Up to full rudder may be
required to oppose roll/yaw. If required, coordinated lateral stick should be used to maintain wings
level.
1. Throttles - MIL (MAX if required)
2. Maintain on-speed AOA and balanced flight.
3. Climb, then accelerate to a safe altitude/airspeed.
16.4 FORCED LANDING
The aircraft is not designed to land on an unprepared surface. If a suitable landing site is not
available, perform a controlled ejection.
16.5 LANDING GEAR UNSAFE/FAILS TO EXTEND
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本文链接地址：NATOPS Flight Manual 飞行手册 2(61)
