Manual

three (3) nmStraight in Approach from thecarrier. Lowvisibilityoperations areinherentlymore risky soyou shouldkeep yourspeed a littlehigher thanusual in caseof emergency.An extra 10knots ofairspeed10 NM should do thetrick.At three miles,tap the BrakeB(B Key) so thatyour airspeedMarshal Point B drops below300 knots.Extend yourThe Straight In approach is Landing Gearused during periods of Low (G Key). Don’t(or No) Visibility because it forget to retractplaces less strain on the your airbrakes.pilot.During the nexttwo miles,gradually descend so that at one (1) milefrom the carrier your altitude falls to 460 ftand slow your approach to 180 knots.At one mile you’re are considered to beon final approach. Continue slowing downuntil you are flying at approximately 150knots. Begin your final descent. The flightdeck should become visible at this point.Peg the Vertical Velocity Indicator (VVI) ata spot on the flight deck and keep it there.As you get nearer to the carrier, you canfine tune this aiming point. Throttle Back(- Key) so that you are flying just a fewknots above stall speed (135 knots).Once again, when you are this close tothe carrier- never bank your wings. Youwant to touch down with your wings level.Therefore, always use the rudder keys,Rudder Left (, Key) and Rudder Right (.Key) to make minor course adjustments.Okay- great job! If you followed theseinstructions to the letter you should catchthe #3 wire without any trouble.Whooops! Nowhere in these instructionsdid it say anything about lowering yourLanding Hook (H Key). You went to allthat trouble just to bolter.Don’t panic. By sheer coincidence, thefollowing section covers exactly what youshould do in case of a bolter or missedapproach.MISSED APPROACH PROCEDURESA “missed approach” is a landing attemptthat for whatever reason, has gonewrong. Missed approaches can occur asa result of excess landing speed, strayingfrom the glideslope, even forgetting to putdown your landing gear. But just becauseyou miss an approach doesn’t meanyou’re a bad pilot. It happens all the time.You must expect a few missed attempts.The point is that a pilot should know howto recover quickly and safely from abotched landing.The key to recovery is recognising amissed approach for what it is early on.It’s no sin to have to go around foranother try. Just think of it as additionalpractice. Many pilots will continue to fighta bad landing past the point of no return.The problem is that in trying to correct abad approach you are likely to overcompensate. Small problems rapidlybecome big ones the closer you get to thecarrier.Rule #1: Never waste time trying tocorrect a good approach gone bad.