F16C/D (BLOCKS 50 AND 52+). FLIGHT MANUAL (15 OCTOBER 2002) - page 52

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129

GE

 Departures at high altitude may result in an

engine stall. Prolonged negative g flight at a high

engine thrust level may result in an engine bearing

failure. Retard the throttle to IDLE. Do not advance

the throttle until beginning the dive recovery.

Upright deep stalls may be very stable with little or

no pitch motions or may be very oscillatory with

large pitch, roll, and yaw motions. Generally, a clean

configuration results in a deep stall with a near

wingslevel pitching motion.

During upright deep stalls with a centerline store,

particularly a 300gallon fuel tank, the aircraft tends

to roll and yaw right while pitching up, and roll and

yaw left while pitching down. During deep stalls with

370gallon fuel tanks, the aircraft nose motion

appears triangular. This motion is characterized by a

roll and yaw right while pitching up, followed by a

pitch down, a hesitation, and yaw to the left.

In an upright deep stall or spin, the yaw rate limiter

automatically provides antispin controls and the

rudder authority limiter prevents pilot yaw

commands. The yaw rate limiter is effective in

preventing spins with almost all CAT I loadings.

However, following a yaw departure above 25,000

feet, aircraft with CAT I loadings that have all the

following characteristics may spin:

S

Centerline store.

S

Inlet mounted pod(s).

S

Lateral asymmetry greater than 300 pounds at

stations 1, 2, or 3.

Upright spins following a yaw departure can be

disorienting. The initial portion of the spin is

characterized by highly oscillatory motions and a

high yaw rate (70 to 100 degrees per second). Initially,

the aircraft spins roughly around the aircraft's flight

path at departure. As the spin continues, the rotation

axis eventually becomes vertical. Very noticeable

forward g (eyeballs out) and sideforces are present.

In a spin, the yaw rate must be allowed to subside

before the aircraft can be recovered. This may require

20 to 30 seconds. Pitch, roll, and yaw oscillations

associated with a deep stall should not be confused

with the continuous yaw rotation of a spin. When the

yaw rotation subsides, the aircraft will either recover

or will settle into an upright deep stall.

In an inverted deep stall or spin, the yaw rate limiter

automatically provides rudder against the yaw rate.

Roll and rudder commands should be avoided. Pilot roll

and rudder commands are inhibited when MPO is

engaged.

The aircraft must be rocked out of a deep stall with

the MPO switch held in OVRD until recovery is

complete. The MPO switch allows the pilot to use the

horizontal tail surfaces to reinforce pitch oscillations

until the pitch rates are sufficient for recovery. When

sufficient nosedown pitch rate is generated to reduce

the AOA below the deep stall AOA, the aircraft will

recover.
The MPO switch must remain in the OVRD position

during pitch rocking. If the MPO switch is released,

the horizontal tails reposition to reduce AOA and may

negate any pitch oscillations. Additionally, if the

MPO switch is positioned to OVRD without any stick

commands, the horizontal tails streamline and

prevent recovery.
In an upright deep stall, begin pitch rocking inphase

with nose movement; i.e., if the nose is pitching up,

pull back on the stick. Maintain aft stick until the

maximum pitch attitude is reached, which is

indicated by the nose stopping and reversing

direction, and then push full forward on the stick to

generate a nosedown pitch rate. If the nosedown pitch

rate is high enough to break the deep stall, the

aircraft will recover.
During some upright deep stalls, the aircraft may be

stable with essentially no pitching motion. In these

cases, pull full aft stick (away from the ground) and

monitor nose movement. If nose movement occurs,

continue stick cycling inphase. If nose movement is

not apparent after 34 seconds, then push full forward

on the stick to generate a nosedown pitch rate. This

nosedown pitch rate may be sufficient to reduce AOA

below the deep stall AOA and recover the aircraft. If

the nose does not continue down but reverses and

starts up, pull back on the stick and continue to

reinforce these pitch cycles. Proper pitch rocking is

accomplished by allowing the nose to lead stick

motion; i.e., when nose movement reverses, the stick

should be reversed. When sufficient nosedown pitch

rate is generated to reduce the AOA below the deep

stall AOA, the aircraft will recover.
During upright deep stalls that are not stable, roll

and yaw motions make it more difficult to determine

proper recovery inputs; however, pitch attitude is still

the best indication available. This pitch attitude is

determined by the nose position with respect to the

horizon. If unable to determine pitch motions with

outside references, the ADI may be useful.
With proper stick cycling, the magnitude of the pitch

oscillations progressively increases until large

enough for recovery. Rapid fore and aft cycling of the

stick or cycling out of phase with the pitching motion

of the aircraft will not be effective and may prevent

recovery. Pitch inputs must be abrupt and maximum

command. Pitch inputs that are smooth or less than

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3130

maximum command do not generate pitch rate as

effectively, and may prevent recovery. Normally, only

one or two correctly applied cycles are required to

break a deep stall; however, the presence of stores,

particularly a 300gallon fuel tank or 370gallon fuel

tanks, may necessitate five or more properly executed

stick cycles for recovery. Altitude loss is approximate

ly 10001500 feet per pitch rock cycle.

If inverted, the same pitch rocking procedures apply

except if no pitch motion is apparent, the first stick

command should be full forward (away from the

ground). Inverted deep stalls are generally stable,

regardless of the stores configuration. Yaw oscilla

tions may be noticed, but do not affect recovery.

If the pitch rate is still high as the aircraft recovers,

there may be a tendency for the aircraft to continue

pitching through to a deep stall in the other direction.

Attempt to stop the nose in a near vertical dive by

tracking a spot on the ground. If the aircraft does

transition to an opposite AOA deep stall , it may be

very disorienting; however, pitch oscillations are

generally high and recovery should be rapid with a

few properly executed stick cycles. Recovery is

confirmed by the nose remaining down and the AOA

remaining in the normal range. As the airspeed

increases above 200 knots, release the MPO switch,

maintain neutral roll and yaw commands, and apply

pitch commands as required to recover from the

resulting dive using MIL/AB thrust.

F

Recovery from a deep stall condition

will present a low airspeed situation in

which the aircraft may require more

than 6000 feet of altitude to attain

level flight.

F

If recovery (pitch rate stopped, AOA

within -5 to +25 degrees, and airspeed

200 knots or greater) is not apparent

by 6000 feet AGL, eject.

The engine may stall when out of control. Also, FLCS

failure indications may occur. Ignore these indica

tions and concentrate on recovery.

In the event of a departure from controlled flight,

accomplish as much of the following as required to

effect a recovery:

1.

Controls - Release.

2.

Throttle-

129

GE

 IDLE, 

PW 229

 MIL if in AB.

PW 229

 If other than AB, do not move the

throttle.

If still out of control:

Positive g, AOA indicator pegged at 32 degrees

(upright deep stall) or negative g, AOA indicator

pegged at -5 degrees (inverted deep stall).

3.

MPO switch - OVRD and hold.

Maintain firm pressure.

F

The MPO switch must be held in the

OVRD position until the deep stall is

positively broken as evidenced by the

pitch rate stopping, AOA in the normal

range (-5 to +25 degrees), and airspeed

increasing above 200 knots. Early

release of the MPO switch may delay

recovery.

F

Failure to adequately secure and

tighten lapbelt may result in inability

to reach and operate the MPO switch

during outofcontrol situations.

4.

Stick - Cycle inphase.

Pitch rocking with a high sustained

yaw rate may prevent recovery. Delay

stick inputs until yaw rotation stops or

is minimized. Pitch, roll, and yaw

oscillations associated with a deep

stall should not be confused with the

continuous yaw rotation associated

with a spin.

OXYGEN MALFUNCTION 

PX II

The OXY LOW caution light indicates oxygen

quantity below 0.5 liter or pressure below 42 psi.

If OXY LOW caution light illuminates:

1.

Cockpit pressure altitude - 10,000 feet maxi

mum.

If unable to descend immediately:

2.

Emergency oxygen - Activate.

3.

Oxygen hose - Disconnect.

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OBOGS MALFUNCTION 

PX III

An OBOGS malfunction may be indicated by either

an OXY LOW warning light or difficulty in breathing

through the oxygen mask. An OXY LOW warning

light is activated by low partial pressure of oxygen

(PPO

2

), regulator pressure falling below 5 psi, or a

monitor failure. Difficulty in breathing through the

mask may indicate an OBOGS malfunction combined

with a failure in the warning light circuit. If difficulty

in breathing through the mask occurs, activate EOS

if above 10,000 feet cockpit altitude, descend, and

land as soon as practical.

If OXY LOW warning light illuminates:

1.

OXYGEN regulator pressure and cockpit

altitude-Check.

If pressure is less than 5 psi and cockpit altitude is

above 10,000 feet, or if pressure is greater than 5 psi

and cockpit altitude is above 25,000 feet:

2.

EOS - Activate.

3.

Altitude - Descend to cockpit altitude below

10,000 feet.

4.

Land as soon as practical.

If pressure is less than 5 psi and cockpit altitude is

below 10,000 feet:

2.

Land as soon as practical.

Do not exceed cockpit altitude of 10,000 feet.

If pressure is greater than 5 psi and cockpit altitude

is below 25,000 feet:

2.

Diluter lever - 100%.

If OXY LOW warning light goes off within 10 seconds:

Partial pressure of oxygen is sufficient for

operation in 100% but is not sufficient for operation

in NORM.

3.

Continue mission with diluter lever in 100%.

If OXY LOW warning light remains on or diluter lever

was in 100% when light illuminated:

4.

OBOGS BIT switch-BIT.

If OXY LOW warning light remains on steady:

Partial pressure of oxygen is not sufficient.

5.

EOS-Activate if cockpit altitude is above

10,000 feet.

6.

Altitude - Descend to cockpit altitude below

10,000 feet.

7.

Land as soon as practical.

If OXY LOW warning light begins flashing when BIT

is selected:

OBOGS monitor has failed.

5.

OBOGS BIT switch-BIT.

Returns OXY LOW warning light to steady.

6.

Altitude - Descend to cockpit altitude below

10,000 feet.

7.

Land as soon as practical.

PBG MALFUNCTION

A malfunction of the oxygen regulator while in PBG

may cause excessive pressure or failure of pressure to

decrease when g is reduced.

If excessive pressure is experienced or high pressure

continues after g is reduced:

1.

OXYGEN mode lever-ON.

If pressure is not relieved:

2.

Oxygen hose-Disconnect.

3.

Cockpit pressure altitude-10,000 feet maxi

mum.

If unable to descend immediately:

4.

Emergency oxygen-Activate.

5.

Land as soon as practical.

SMOKE OR FUMES

All unidentified odors will be considered toxic. Do not

take off when unidentified odors are present. Do not

confuse ECS condensation for smoke.

If smoke or fumes are detected:

1.

OXYGEN REGULATOR - Check ON, 100%,

and EMER.

NOTE

The emergency oxygen bottle is not

recommended for use in the smoke and

fumes environment unless aircraft

oxygen supply contamination is sus

pected. Activation of the emergency

oxygen bottle does not prevent cockpit

smoke or fumes from entering the

oxygen mask.

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2.

Altitude - 25,000 feet maximum.

3.

Airspeed - 500 knots maximum.

4.

AIR SOURCE knob-RAM.

External fuel cannot be transferred in OFF or

RAM. Consider jettisoning tank(s) to

decrease drag if range is critical and the ECS

cannot be turned on for short periods of time

to transfer fuel.

PX III

 If AIR SOURCE knob is placed to

OFF or RAM, OBOGS is inoperative.

Activate EOS if OXY LOW warning

light illuminates above 10,000 feet

cockpit altitude.

5.

Nonessential electrical equipment-Off.

NOTE

If in VMC and the ADI and HSI are not

required for flight, the EGI/INS should

be considered nonessential.

6.

Determine cause of smoke or fumes and

correct (if possible).

NOTE

F

Smoke in the cockpit may be indicative

of an engine oil system malfunction. If

possible, retard throttle to lowest

setting possible to sustain flight and

monitor the OIL pressure indicator.

Refer to OIL SYSTEM MALFUNC

TION, this section, if appropriate.

F

Any odor that smells of burning flesh

may be indicative of bird ingestion into

the engine. Monitor engine instru

ments for signs of abnormal operation.

7.

Land as soon as possible.

If cockpit visibility precludes safe operation:

8.

Airspeed-180 knots maximum.

9.

Seat-Full down.

10. ALT FLAPS switch-EXTEND.

11. Canopy-Jettison.

LANDING EMERGENCIES

Generally, the type of pattern flown in an emergency

is either an SFO or straightin approach and depends

on several factors:

F

Nature of the emergency.

F

Weather conditions.

F

Day or night.

F

Proximity of a suitable landing runway.

F

Fuel status.

STRAIGHTIN LANDING

A straightin landing is recommended for emergen

cies which dictate minimum maneuvering inputs

such as hydraulic, flight control, or electrical

problems or situations which result in a relatively

high thrust level being maintained to touchdown

such as a stuck or closed nozzle or when the engine is

operating satisfactorily in SEC. A controllability

check should be accomplished prior to commencing

the approach if minimum flying airspeeds or control

difficulties are experienced or are anticipated.

NOTE

When landing in SEC, an increased

ground roll distance is required due to

higher idle thrust.

SIMULATED FLAMEOUT (SFO) LANDING

Anytime engine failure is anticipated (abnormal

engine response, oil system failures, low fuel, etc.), an

SFO landing should be performed. At or just prior to

high key, turn the EPU on, and if engine seizure is not

anticipated, turn the JFS on

 

and verify their

operation (EPU run and JFS RUN lights on). If the

engine is still running at touchdown, the JFS shuts

down at WOW.

Fly the SFO pattern and landing in accordance with

the procedures for FLAMEOUT LANDING, this

section.  If the engine fails, this action provides

sufficient energy to safely land the aircraft or to zoom

and eject if a safe landing cannot be made.

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An SFO landing is not recommended when landing

with the engine operating satisfactorily in  SEC. The

higher level of  idle thrust may result in a long and

fast landing and difficulty stopping the aircraft.

To simulate an engine out glide with the LG up, use

idle thrust and 30 degrees speedbrakes. From the

front cockpit, this equates to the intersection of the

top of the speedbrakes and a line drawn from the tip

of the horizontal tail to the top of the vertical tail root

fairing. To simulate an engine out glide with the LG

down, use idle thrust and 20 degrees speedbrakes.

From the front cockpit, this equates to the

intersection of the top of speedbrakes and a line

drawn from the tip of the horizontal tail to the base of

the vertical tail root fairing. The additional drag

produced during an engineout condition is equiva

lent to retaining stores with a drag index of 170 with

the LG up or 70 with the LG down. If stores are

retained, adjust speedbrake deflection accordingly. If

the engine fails, close speedbrakes and jettison

stores.

When flying an SFO approach with the engine

operating at a higher thrust level than normal idle,

control descent rate and airspeed with the speedbra

kes rather than adjust the ground track. If thrust is

excessively high or if landing on a runway where

stopping distance may be critical, the procedures for

ABNORMAL ENGINE RESPONSE, this section,

should be considered.

On runways with less than 8000 feet

and without arresting gear or drag

chute, there may be insufficient

distance to safely stop the aircraft.

After touchdown from an SFO landing, use a normal or

short field stopping technique as required by the

stopping distance available. Extend the hook if

required. If the engine rpm is greater than normal with

the throttle in IDLE or some other malfunction requires

excessive braking action to maintain a safe taxi speed,

the brakes may absorb a high amount of energy in a

short period of time. If required, refer to HOT BRAKES,

this section. 

CONTROLLABILITY CHECK

When structural damage or any other failure that

may adversely affect aircraft handling characteris

tics is known or suspected, a controllability check

should be performed.

The following items should be accomplished:

1.

Attain safe altitude.

NOTE

In the event that structural damage of

unknown extent is encountered or if

continued control of the aircraft is in

doubt, consider accomplishing applicable

steps of EJECTION (TIME PERMIT

TING), this section, prior to proceeding

with CONTROLLABILITY CHECK.

2.

GW-Reduce (as required).

3.

LE FLAPS switch-LOCK (if required).

If LEF damage is observed, consider locking

LEF's.

4.

Determine optimum configuration available

for landing.

If a condition which might cause

asymmetric TEF extension exists, consid

er alternate LG extension with the LG

handle in UP to preclude TEF extension.

If the LG handle remains up:

F

Final approach airspeed is 20

knots higher than normal.

F

The TO/LDG CONFIG warning

light may illuminate.

F

PW 229

 Nozzle remains closed,

resulting in higher than normal

landing thrust.

F

NWS is inoperative.

F

BRAKES CHAN 2 must be

selected.

F

FLCS remains in cruise gains.

Consider positioning AIR RE

FUEL switch to OPEN to obtain

takeoff and landing gains.

F

The LG handle warning light

remains on to indicate the position of

the gear handle is not in agreement

with the actual gear position.

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3134

5.

Stores-Selectively jettison (if required).

Refer to SELECTIVE JETTISON, this section.

6.

Slow only to that AOA/airspeed which allows

acceptable handling qualities.

If the aircraft is not controllable down

to a reasonable landing speed (given

consideration to weather, runway

condition, facilities, pilot experience,

pilot arm fatigue, etc.), an ejection is

recommended.

CABLE ARRESTMENT

Refer to figure 55 for hook engagement limits. If

there is any doubt about stopping on the remaining

runway, lower the hook. Engage the cable as close to

center as possible, nosewheel on the runway with

brakes off and aircraft aligned with the runway.

Place the HOOK switch to DN at least 1500 feet

before reaching the desired arresting cable and

reduce speed as much as possible; however, if

brakes and NWS are inoperative, use flaperons and

rudder as required to maintain directional control.

As the aircraft slows to below 70 knots, directional

control is reduced and the aircraft drifts right.

For most approachend arrestments, touchdown

should be at least 500 feet in front of the cable to

allow sufficient time to lower the nosewheel to the

runway prior to engagement. For an approachend

arrestment with one MLG up or damaged as

described in LANDING WITH LG UNSAFE/UP,

this section, maintain landing attitude after

touchdown and prior to engagement. Immediately

after touchdown, retard throttle to IDLE.

After engagement, rollback should be controlled by

the throttle. For cable disengagement, place HOOK

switch to UP and use approximately 1015 percent

increase in rpm to allow a rollback disengagement.

F

Cable arrestment at speeds greater

than emergency arrestment speed,

with offcenter distances greater than

35 feet, or with the nosewheel in the air

could result in structural failure of the

NLG, hook, and/or hook backup

structure.

F

The hook may miss the cable if the

aircraft is not slow enough to compress

the MLG struts sufficiently to make

WOW or if forward stick pressure is held.

F

To prevent hook bounce and possible

missed engagement, avoid runway

centerline lighting.

NOTE

F

Under certain conditions, arrestment

may produce a bouncing motion which

is readily apparent.

F

Offcenter engagement results in air

craft yaw motions during cable runout.

F

Up to 5 seconds (after activation) are

required to fully raise the BAK14

cable.

1.

GW-Reduce (as required).

2.

HOOK switch-DN.

S

Approachend arrestment:Touch down at

least 500 feet in front of the cable.

S

Departureend arrestment:HOOK switch to

DN at least 1500 feet before reaching the

cable.

3.

SHOULDER HARNESS knob-LOCKED.

4.

Consider options available if a missed

engagement occurs.

Prior to cable engagement:

5.

Throttle-IDLE.

6.

NWS-Engage (if required).

7.

Engage cable as close to center as possible;

nosewheel on the runway (if required) and

brakes off.

Using forward stick pressure to keep

an abnormally fast aircraft on the

runway for cable engagement will

probably result in a missed engage

ment or failure of the nose tire/NLG.

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3135

Do not use brakes while the cable is

stretched or while being pulled back

ward. This action can result in aircraft

tipping backward. Control rollback

with the throttle.

NET ARRESTMENT

Refer to NET ARRESTMENT LIMITATIONS,

section 5. Engaging a net barrier requires minimal

pilot action as there is no hook to lower and little roll

back after the aircraft's forward motion stops.

1.

SHOULDER HARNESS knob - LOCKED.

2.

Brakes - Release prior to engagement.

3.

Throttle - Off prior to engagement.

4.

Engage net perpendicular, preferably in the

center portion of the runway.

The canopy should be retained

throughout the engagement to provide

pilot protection. Barrier netting will

not prevent subsequent canopy open

ing/jettison.

Engage net perpendicular to preclude

aircraft rotating sideways during the

arrestment. Avoid steering back to

ward the center of the runway just

prior to engagement as this could

result in a nonperpendicular engage

ment. Nosewheel steering is not

required; however, if engaged, it may

be left engaged. The throttle should be

retarded to off prior to engagement to

reduce the possibility of foreign object

damage.

LANDING WITH A BLOWN TIRE

When landing with a blown MLG tire, the landing

gear may collapse during landing roll if portions of

the tire remain and cause a wheel imbalance

condition. To avoid possible directional control

problems associated with landing gear collapse, an

approachend arrestment is preferred over a normal

approach and landing. To reduce the possibility of

damage, the lowest practical landing GW and

airspeed should be attained. Jettison stores if

possible. Retain empty external fuel tanks. Stores/

suspension equipment at stations 3 and/or 7 may

cause external fuel tanks at stations 4 and 6 to move

inboard when jettisoned. If an approachend

arrestment is not available and a normal approach

and landing is flown, leave the antiskid system on

to minimize the possibility of skidding on the good

tire. If the wheel with the blown tire does not turn

after landing, the antiskid system switches to the 

b2t

alternate braking mode, 

LESS 

b2t

  pulsating antiskid

mode. Use roll control to relieve pressure on the blown

tire and NWS to maintain directional control.

With a blown tire, avoid centerline

lights as they may cause wheel damage

and subsequent loss of directional

control.

Stop straight ahead and shut down the engine as soon

as firefighting equipment is available. Do not attempt

to taxi unless an emergency situation exists.

If the blown tire is on the NLG, directional control

may be a problem due to a reverse castering effect. An

approachend arrestment with the nosewheel off the

runway is recommended. Depending on GW and

speed at the time of engagement, type of cable

engaged, and height of nosewheel above the runway,

it is possible for NLG strut failure and/or inlet

structural damage to occur. To reduce the possibility

of such damage, the lowest practical landing GW and

airspeed should be attained. Jettison stores if

possible. Retain empty external fuel tanks. Stores/

suspension equipment at stations 3 and/or 7 may

cause external fuel tanks at stations 4 and 6 to move

inboard when jettisoned. Landing should be made

with the remaining internal fuel in the aft system.

After touchdown from a 13 degree AOA approach,

pitch attitude should be reduced to approximately 5

degrees prior to cable engagement. The HUD gun

borecross can be used to determine pitch attitude.

During the arrestment, the aircraft is likely to turn

slightly right before stopping.

If an approachend arrestment is not available, refer

to procedures for aborting with a blown nose tire in

BLOWN TIRE ON TAKEOFF, this section, or

consider an all LG up landing (refer to LANDING

WITH LG UNSAFE/UP, this section).

T.O. GR1F16CJ1

3136

Landing With A Blown Main Gear Tire

Prior to landing:

1.

Stores - Jettison.  Refer  to  JETTISON,  this

section.

Retain empty external fuel tanks.

2.

GW-Reduce (if practical).

3.

TANK INERTING switch-TANK INERT

ING even if Halon is not available.

4.

AIR REFUEL switch-OPEN, if external fuel

tank(s) is installed.

Failure to depressurize external fuel

tank(s) significantly increases the prob

ability of tank explosion and fire if the

aircraft departs the runway.

NOTE

Delay placing the AIR REFUEL switch

to OPEN until all external tanks are

empty.

5.

ANTISKID switch-ANTISKID.

Use of antiskid minimizes skidding on good

tire during braking.

6.

HOOK switch-DN.

An approachend arrestment is recom

mended. Refer to CABLE ARRESTMENT,

this section.

7.

Final approach AOA-13 degrees.

If a missed approachend cable arrestment occurs or

no approachend cable is available:

NOTE

If no approachend cable is available,

land on the side of runway away from

the blown tire.

8.

NWS-Engage (if required).

The NWS light does not illuminate when

NWS is engaged if the AIR REFUEL switch

is in OPEN.

9.

Brake-As desired on good tire.

Landing With A Blown Nose Gear Tire

Prior to landing:

1.

Stores-Jettison. Refer to JETTISON, this

section.

Retain empty external fuel tanks.

2.

GW-Reduce (if practical).

Plan to land with approximately 1500 pounds

of fuel on board.

3.

Fuel distribution-All fuel in aft tank system

(if practical).

At 3000 pounds fuel remaining, place ENG

FEED knob to FWD. When forward reservoir

is empty, place ENG FEED knob to NORM.

(Emptying forward tank system takes

approximately 

C

 15 minutes, 

D

 9 minutes if

fuel flow is 4000 pph. When forward tank

system empties, the fuel in aft tank system is

approximately 

C

 2000 pounds, 

D

 2400

pounds.)

4.

TANK INERTING switch - TANK INERTING

even if Halon is not available.

5.

AIR REFUEL switch-OPEN, if external fuel

tank(s) is installed.

Failure to depressurize external fuel

tank(s) significantly increases the

probability of tank explosion and fire if

the nose gear collapses during the

arrestment.

6.

HOOK switch - DN.

An approachend cable arrestment with the

nosewheel off the runway is recommended.

Refer to CABLE ARRESTMENT, this sec

tion.

7.

Final approach AOA - 13 degrees.

After touchdown:

8.

Stick - Lower nose to approximately 5 degrees

pitch attitude for arrestment.

After cable engagement:

9.

Stick - Apply aft stick after nose starts down

to reduce load on the NLG.

If a missed cable engagement occurs:

10. Maintain pitch attitude and go around.