Text from Super Hornet F/A-18E/F NATOPS.
"...Enter the carrier landing pattern at 800 feet AGL (figure 8-2) with the hook down. Make a level break from a course parallel to the Base Recovery Course (BRC), close aboard to the starboard side of the ship. Below 250 KCAS lower the gear and flaps. The speedbrake function automatically retracts when the FLAP switch is moved to HALF or FULL. Descend to 600 feet AGL when established downwind and prior to the 180° position. Complete the landing checklist and crosscheck AOA and airspeed (136 KCAS at 44,000 lb GW minus 1.5 KCAS for each 1,000 lb decrease in GW).
NOTE
Flaps HALF or FULL may be used for landing provided the minimum
wind-over-deck (WOD) requirements of the Aircraft Recovery Bulletin
(ARB) are met. As WOD increases above 30 kt, handling qualities in
flaps HALF are slightly improved over flaps FULL and are
recommended to avoid "settle at the ramp" situations.
To assist in achieving the desired abeam distance of 1.1 to 1.3 nm: select the 10 nm scale on the HSI display, select ship’s TCN, and adjust the course line to the BRC. On downwind fly to place the wingtip of the HSI airplane symbol on the course line. Ensure the ground track pointer is on the exact reciprocal of the BRC. Select ILS if desired and available.
With 25-30 kt winds over deck begin the 180° turn to the final approach when approximately abeam the LSO platform or when the "white" of the round down becomes visible.
Use an instrument scan from the 180 to the 90. Fly the pattern as described in the VFR Pattern and Approach section of Chapter 7. Adjust the 90 altitude up slightly to account for the height of the ship’s deck, usually 500 feet AGL versus 450 feet AGL. Target 360 feet crossing the wake. The rate of descent required to maintain glideslope may be slightly less than on FCLP approaches due to wind over deck. Expect slightly higher throttle settings. When the meatball is acquired, transmit “SIDE NUMBER, RHINO, BALL, (fuel state in thousands of pounds to the nearest 100 pound), AUTO” (if using ATC for approach) e.g. "206, RHINO, BALL, 7.5, Auto"...."
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TEXT/Diagram as mentioned above for 'VFR Pattern' below:
7.7.2 VFR Landing Pattern Entry. See figure 7-3. Typically, the VFR landing pattern can be entered through several methods: the break, downwind entry, VFR straight-in, or low approach/touch-and-go from a GCA. Regardless of the entry method, enter the pattern at the altitudes and airspeeds prescribed by local course rules.
A normal break is performed by executing a level turn to downwind with the throttles reduced to IDLE and the speedbrake function enabled (if required to reduce airspeed). The desired abeam distance is 1.0 to 1.3 nm. The g-level required to achieve the desired abeam distance will be a fallout of break airspeed.
As airspeed decelerates below 250 KCAS, lower the LDG GEAR handle and place the FLAP switch to FULL. If enabled, the speedbrake function will retract automatically when the FLAP switch is moved from the AUTO position. Continue to decelerate to on-speed AOA (8.1 deg). Longitudinal trim inputs are required with the flaps in HALF or FULL. The MI code for on-speed AOA is unit 14, address 15743, data 3300.
WARNING
In-flight Memory Inspect (MI) of FCC (UNIT 14 or 15) addresses (ADDR)
greater than six digits long is prohibited since it may cause all four FCC channels
to shut down which will result in loss of aircraft control.
With MC OFP H3E AND UP, the pitch trim AOA value is displayed on the HUD while trimming and for two seconds after trimming, and continuously on the FCS page with WoffW and flaps in HALF or FULL. The HUD value is displayed with or without ATC engaged but will not be displayed with autopilot engaged. If the autopilot is ″paddled off″ and AOA is greater than or equal to 6°, pitch trim is automatically set to on-speed. Trim the aircraft hands-off and on-speed. Compare airspeed and AOA. Onspeed AOA is approximately 136 KCAS at 44,000 lb gross weight (max trap). Subtract (add) 1˝ KCAS for each 1,000 lb decrease (increase) in gross weight. Complete the landing checklist. When wings level on downwind, descend to pattern altitude (600 ft AGL for the low pattern). Ensure the ground track pointer is on the exact reciprocal of runway heading.
7.7.2.1 Landing Checks.
1. Landing checklist - COMPLETE:
WHEELS
FLAPS
HOOK
ANTI SKID
HARNESS
DISPENSER
EJECT SEL
AOA
2. Report - AFT INITIATE, 3 DOWN AND LOCKED, FLAPS FULL (HALF), AOA CROSSCHECKED
7.7.3 VFR Landing Pattern and Approach. At the abeam position, pick a spot on the ground as a reference point.
(At the ship, TACAN will be used to adjust abeam distance). Remember this abeam position, as all abeam distance corrections will use it as a reference. From the abeam position, time 20 seconds to arrive at a no-wind 180° position. To compensate for winds, subtract one second for each knot of final approach headwind component. At the 180, roll into 27 - 30° AOB, add power, and adjust rate of descent to 300 to 400 fpm. Maintain on-speed AOA. This should place the velocity vector about 1° below the horizon with its wingtip below the horizon bar. If required, adjust rate of descent to arrive at the 90° position at 450 ft AGL.
Develop an instrument scan for the turn from the 180 to the 90, because an instrument scan will be required at the ship.
At the 90, glance at runway centerline and the lens and adjust AOB to arrive on extended centerline. From the 90, rate of descent must be increased by reducing power and adjusting the velocity vector to 1˝ to 2° below the horizon, on-speed. This will produce a rate of descent of 400 to 500 fpm to arrive at the 45° position at 320-370 feet AGL. From the 45, continue to increase rate of descent to approximately 500-600 fpm with a power reduction to arrive at ″the start″ on centerline, at 220 to 250 feet AGL, with 650 to 750 fpm rate of descent, on-speed. The optimum rate of descent will vary with glideslope angle, approach speed, and headwind component.
The approach turn from a pattern altitude greater than 600 ft AGL is slightly different. At the 180, adjust rate of descent between 400 - 700 fpm to arrive at the 90 at approximately 500 ft AGL. This requires a power reduction at the 180 rather than a power addition. Power will need to be added at the 90 to break the rate of descent to 400 to 500 fpm in order to arrive at the 45 at the same flight conditions as the low pattern.
7.7.4 Pattern Adjustments. Deviations to the standard no-wind pattern will be required based on headwind, crosswind, approach speed, and starts by adjusting abeam distance. Adjust the ground reference point and fly exactly the same AOB as the previous pass. Correct for long-in-the-groove or not-enough-straight-away starts by adjusting the timing from the abeam to 180° positions. Correct for high or low starts by adding or subtracting 20 to 50 feet from the target altitudes at and inside of the 90. The purpose of pattern adjustments is to determine a repeatable pattern technique which will produce consistent starts.
7.7.5 Final Approach. The desired final approach is flown by maintaining a centered ball to touchdown on runway centerline and on-speed. Timely, well-controlled power corrections will be required to capture and/or maintain the desired glideslope. A complete discussion of glideslope geometry and glideslope corrections will be covered during the FRS training syllabus and/or by squadron LSOs...."
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