BMS F-16C/D 4.34, Руководство по эксплуатации самолета, Страница: 225 / 234

T.O. BMS1F-16CM-1 BMS 4.34 Change 2.00
BMS 4.34 Dash 1
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Page: 225
Takeoff in crosswind should be done on the upwind side of the runway centreline and directional
control should be maintained with the rudder until the ARI (Aileron Rudder Interconnect) kicks in.
In BMS the crosswind will mostly be felt once the main wheels leave the runway. The FPM will drift
towards one side of the HUD.
Landing in crosswind may be a little bit more complicated. There are usually two techniques for
crosswind landings in aviation. The first is to put one wing down and side slip with rudder to the
runway, the second is to simply crab the aircraft wings level into the wind all the way to the runway.
Because of the ARI that connects Aileron to Rudder, the wing down sideslip is to be avoided with the
F-16. The rudder should not be used when landing the F-16!
The wing level crab is the
only technique for landing the F-16. Take your feet off the rudder pedals
and point the aircraft nose into the wind. In high crosswind situations the FPM may drift outside the
HUD field of view and you may have to centre the FPM with the DRIFT C/O switch and estimate your
flight path.
Always plan your touch down point on the upwind side of the runway.
On touchdown the ARI switches out and undesirable yaw transients may occur if roll control is being
applied at this time. The aircraft will steady itself after a short while. Refrain the urge to counter with
flight controls and let the aircraft steady itself.
Maintain aerobraking and use the rudder and aileron to maintain directional control.
As airspeed decreases the amount of rudder input needed to maintain directional control increases.
Once the nose gear is firmly on the ground you can start braking and maintain directional control with
the rudder, differential braking and NWS once below control speed.
Excessive differential braking may result in a hot brakes condition.