T.O. BMS1F-16CM-1
BMS 4.34 Change 2.00
BMS 4.34 Dash 1
© Red Dog 2012-2019
Page: 221
3.8. LANDING EMERGENCIES
In case of suspected or fully developed in-flight failure the type of landing pattern should be decided
according to the following factors:
•
Nature of the emergency
•
Weather and time of day
•
Fuel
•
Aircraft response to pilot inputs
A straight-in landing is recommended to minimise inputs on hydraulic, flight controls and electrical
systems.
A simulated flameout pattern may be best suitable if engine failure is possible. If the engine fails the
SFO pattern will provide sufficient energy to land the damaged aircraft safely.
3.8.1 LANDING WITH A BLOWN TYRE
The main danger from landing with a blown tyre is the blown tyre gear collapsing and lack of
directional control on the landing run. If a blown tyre condition is suspected gross weight should be
reduced to a minimum before landing. External fuel tanks should be retained if empty. In that case
they should be depressurised to reduce probability of explosion. This is done by opening the AR door
at the expense of the NWS in BMS. Landing with the AR door open will prevent the NWS system
being engaged. Since
explosion isn’t really modelled NWS might be more critical.
Land on the side away from the blown tyre. Use roll control to relieve pressure on the blown tyre and
NWS to maintain directional control. Brake on the good tyre (if you have differential braking).
Stop the aircraft straight ahead and shut down the engine. Do not attempt to taxi unless an emergency
situation exists.
3.8.2 LG EXTENSION MALFUNCTIONS
Malfunctions in the landing gear are usually indicated by a constant illumination of the gear handle red
light or by lack of corresponding green wheel down lights. The lollipop (handle) red light indicates a
problem and the wheel down green lights indicate the localisation of the problem.
In BMS the landing gear handle will always move down (unlike in real life) but gear malfunction may
occur nevertheless and is usually a consequence of over-speeding the aircraft above maximum
undercarriage down speed, or a hydraulic failure.
Alternate gear extension provides a pneumatic ‘use only once’ means to lower the landing gear.
It should be accomplished at the lowest possible airspeed below 300 knots and preferably below 190
knots.
Alternate gear extension should be confirmed visually if at all possible. Any human wingman can
confirm the correct position of the landing gear.
If the gear is confirmed down and locked, land normally. If any landing gear is still unsafe or up refer to
LANDING WITH GEAR UNSAFE/UP below.
Summary of Contents for F-16C/D 4.34
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