G B

Upon Bolter or Waveoff, climb to 600 feet and remain onspeed in the current configuration. For CASE I/II. The bolter/waveoff pattern for CASE III is significantly different.

That would be like saying the break is at 800 feet for some airwings and not others. The Bolter/Waveoff pattern is CV NATOPS. It’s standardized universally and individuals (or individual airwings) cannot simply deviate.

Point of order: BRC does not exist during CASE III recoveries. Only FB does. They differ by about 9-10 degrees. Edit: on an unrelated note: for the CASE III Bolter/Waveoff pattern...retract the gear and retract the flaps to half. Speed 150.

The CNATRA document has a lot of artificialities for flight students. It is not entirely correct for what real fleet pilots do.

Red crown is still a thing. And the only light signals are from the IFLOLS. During zip lip, the cut lights are used as “Roger ball” and then subsequent actuations are for “power” unless Paddles uses the radio for that one.

The E bracket needs to be aligned with the VV. The VV needs to be where you want it to be. Putting the VV on the Horizon Line is where you’ll maintain altitude.

Timing begins upon aircraft touching the centerline of the PLAT. In the case of an angling approach, it is when the aircraft is sufficiently rolled out and can reasonably be assumed to be flying the ball. <9 = underline NESA 9-11 = NESA 12-14 = (NESA) 15-18 = Good 19-21 = (LIG) 22-24 = LIG >24 = underline LIG Not me being a hardass. Universal standards for groove length. Enjoy :)

In any certain configuration, on speed AOA is the same regardless of weight. On speed IAS will vary.

There is a page on Weight On Wheels system failure that may have the answers you seek :). Edit: this was meant to quote JUICE

Full brakes with anti skid off should cause your tires to explode rather quickly.

His SHB also left him way long in the groove...didn’t work out so well ;).

The FCS is doing some of the work. Not all of it. The technique I described above is the way it is done. Some of the answers you are looking for are in Chapter 11. Additionally, in other sections you may read about rudder toe-in, which enhances takeoff, go-around, and bolter capability (and explains why more rotation is needed in GAIN ORIDE).

I don’t recall being taught a published speed. We simply wait until it says 100 in the HUD and then pull back. Simple as that. I would imagine that with very light loads and full flaps that 1200 could cause a rotation with full aft stick (not that you’d go flying). Realize your technique that you described is not at all ever done IRL (if you care). Speedbrakes are extended upon touchdown, stick aft is applied below 100, flaps are never retracted on the rollout. On sufficiently long runways, pilots will give the brakes a quick test after touchdown and then let the jet roll until 100 or less before getting on the brakes to exit the runway. Of course on runways that aren’t that long, brakes will be applied as required.

The Hornet calls it a VV, not a FPM like in other jets. The “gouge” is to put it on the crotch of the ship, not the #1 cat. And that is just gouge. That’s NOT the official Navy way. The official technique is a scan of “meatball, lineup, AOA” and you may notice that VV is not in there. Pitch/trim for on speed AOA, power for glideslope. With a centered ball at the start, add power to raise the ball slightly, then bring it back towards center, then repeat. The theoretical perfect pass to an LSO is (TMPIM) (HIC) (HCDAR). Glideslope corrections should be made using 3-part power corrections. 1) the correction 2) the recorrection 3) the setting of the new neutral power point...repeat as necessary.

IRL that is normal to do on landing (or aborted takeoff) below 100 knots.

This is a fact. A request to start engines from ATC is very very rare in the USA. Don’t know if any airports in the USA that require this off the top of my head.

The start times are a preset time before the scheduled launch time. Not some grand plan by all the ops officers. On shore, there is no request from ATC to start at Navy bases. The start time is either whenever the pilots want, or at an exact prebriefed time that the flight lead happens to decide.

You will get a HYD 2A caution on the DDI. The accumulators power the E brakes and those are partially charged by trickle charge circuitry in the HYD 2B system.

I haven’t seen that happen after BFM in US Hornets.

Paddle Switch + Reset clears the BLINs to zero out. It doesn’t actually solve the problems. Fun fact, the IBIT is done in AUTO in the Super Hornet.

Was referring to the Hornet but that was actually pretty interesting! Thanks.

They happen on rare occasion. I’ve seen one come aboard myself. If a suitable divert is available and fuel is not an issue, it is often better to head to that divert.

For clarity I’ll add that if you have BLINs after the IBIT, it’s most likely accompanied by a DEGD instead of a GO after the IBIT is complete.

The FCS reset happens before the IBIT. Realize the reset is not a test.

BLIN is BIT Logic Inspect. These are faults within the FCS. Anything from an aileron servo failure to a degraded NWS motor, to a broken ATC. Even having the wings folded will produce BLINs (not so in the Rhino however). After an FCS IBIT you should have GO on the BIT page and zero BLINs. If you have a BLIN, maintenance troubleshooting is then required. Examples of troubleshooting techniques include running Test Groups (TGs) on the BIT page as mini-IBITs, running the FCS exerciser, cycling the FCS circuit breakers, etc. however, if the BLIN doesn’t clear, the jet is almost certainly down. It is normal to have BLINs immediately after start before you do an FCS reset and IBIT.