Emergency Procedures
Carrier Qualification
CAUTION: When climbing, stay heads up for other aircraft. Stay within 5 nm of the ship: don’t
lose sight of the ship.
CAUTION: If you reach bingo fuel state or an emergency occurs that requires an immediate
landing prior to rendezvous with the lead safe, immediately proceed to your divert field and
squawk 7700 on your IFF. Cross-check your wet compass and HSI to ensure that heading is
properly aligned. A lead safe will attempt to join on you and escort you to the bingo field.
ON FLIGHT DECK
Never taxi to a catapult for launch with a known communication malfunction. Give the communication
failure signal to the yellow shirt (point at ears or mask followed by a thumbs down) and follow the yellow
shirt’s signals to a parking area. Troubleshoot the malfunction when practicable (cycle the switches and
check the mask and helmet connections).
LANDING WITH A BLOWN MAIN TIRE
Upon touchdown, with a single blown main tire, the aircraft will begin an immediate and rapid yaw or
swerve into the side of the blown tire. Additionally, the aircraft will establish an AOB of approximately
3 degrees opposite the direction of yaw (i.e., right yaw, left AOB). During the initial swerve, and subse-
quent pilot inputs to correct it, cockpit lateral accelerations (side-to-side) can reach up to 0.5 g that can be
very uncomfortable. Landing area lateral deviations will vary depending on how rapidly correct control
inputs (rudder inputs opposite the swerve) are applied. Due to these characteristics, a short field, fly-in
arrestment is the highly recommended procedure to recover the aircraft.
For a short field arrestment, request LSO assistance and expect a “talk down” to a fly-in arrestment. The
LSO may elect to use a shallower glideslope than usual; visual glideslope information provided by the
Fresnel lens may conflict with LSO calls. Under these circumstances, disregard visual glideslope informa-
tion and respond solely to LSO calls. A normal, on-speed approach should be flown using half or full flaps.
Reconfigure the flaps only after visual inspection confirms no flap damage from the blown tire. During the
approach to land, the pilot should be prepared for the distinct possibility of a bolter and be ready to perform
an immediate go-around. Normal touch-and-go or bolter technique should be used with an additional and
simultaneous rudder application (requiring up to 180 pounds of force) to counter the effects of the blown
tire. Prompt but smooth aft stick application, up to full aft stick, will reduce time on deck. Once airborne,
center the rudder pedals (to prevent a rudder-induced roll) and maintain a flyaway attitude. Power should
be reduced only when arrestment is assured, either by an LSO call or deceleration is felt by the pilot.
For a shipboard arrested landing attempt, the LSO may elect to adjust the touchdown point by targeting
the 2-wire. The pilot should be prepared for the possibility of a bolter/hook skip. Should this occur,
aggressive and rapid rudder pedal deflection after touchdown (requiring up to 180 pounds of force within
0.25 seconds) is required to counter the swerve of a single blown tire to stay within the lateral confines of
the landing area. Once airborne, center the rudder pedals and establish a flyaway attitude.
If arresting gear is not available, perform a flared landing with half flaps (if able) using the longest and
widest runway available consistent with wind direction and speed. Simulations have shown that landing
with a crosswind component of greater than 5 knots on the side corresponding to the blown tire was
extremely hazardous due to loss of directional control below approximately 60 KIAS. Crosswinds of up to
15 knots on the side corresponding to the good tire were controllable to a full stop. If landing distance
permits, a quartering tailwind corresponding to the side of the good tire is preferable to a headwind landing
with the crosswind corresponding to the side with the blown tire. Prior to attempting a tailwind landing, the
Landing Distance Chart (section XI) should be referenced to verify that an adequate runway exists. Offset
to land on the side of the runway corresponding to the good tire. Upon touchdown, simultaneously retard
power to idle and counter swerve with rudder. Nosewheel steering (NWS) effectiveness can be increased
by applying forward stick, up to full forward. Do not use high gain NWS until the aircraft has slowed to taxi
(7-01) Original
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