F-14D. FLIGHT MANUAL (2004)

NAVAIR 01−F14AAD−1

NOMENCLATURE

FUNCTION

SAM

Steady illumination when a surface−to−air missile tracking radar is

(warning)

detected. Flashing for missile launched condition.

AAA

Steady illumination when an anti−aircraft artillery tracking radar is

(warning)

detected.

Flashing when AAA radar firing signal is detected.

Indicates continuous wave emitter detected.

(warning)

Steady illumination indicates airborne interceptor tracking condition is

(warning)

detected.

WHEELS

Flashes with flaps down more than 10_, either throttle below approxi-

(warning)

mately 85%, and any landing gear not down and locked.

BRAKES

Indicates antiskid failure or failure of priority valve in the brake power

(warning)

module to switch to combined hydraulic system (operating in AUX brake

mode). Illuminates when parking brake is pulled.

ACLS/AP

Auto pilot and automatic carrier landing system mode disengaged.

(caution)

NWS ENGA

Indicates nosewheel steering is engaged and will respond as a function of

(caution)

rudder pedal displacement.

AUTO THROT

Indicates APC has been disengaged by means other than the

(caution)

THROTTLE MODE switch.

LOCK

Indicates radar locked on target.

(advisory)

SHOOT

Indicates target meets specified LAR requirements.

(advisory)

HOT TRIG

Indicates that firing logic conditions are available. Pilot’s trigger or bomb

(warning)

button and RlO’s launch button will fire or release ordnance when

actuated.

MASTER CAUTION

Flashes when any light on the pilot’s CAUTION ADVISORY panel

(caution)

illuminates.

FIRE

Fire/overheat condition in engine nacelle.

(warning)

EMERG STORES

Indicates EMERG STORES pushbutton is activated.

JETT/ACK

(warning)

LOW ALTITUDE

Illuminates NVIS Green to indicate that the aircraft has descended below

WARNING LIGHT

the altitude set by the low altitude limit bug.

Figure 2−131. Pilot Indicator Lights (Sheet 2 of 5)

2−271

CHANGE 2

NAVAIR 01−F14AAD−1

NOMENCLATURE

FUNCTION

Note

The following lights on the CAUTION ADVISORY

panel are in alphabetical order.

ARI DGR

Indicates degraded ARI performance. If caused by loss of a Mach number

signal, LSXC and wing rock suppression functions will be inoperative.

ARI/SAS OUT

Indicates loss of either ROLL or YAW SAS and all ARI functions.

Will be illuminated if either the ROLL STAB AUG or YAW STAB AUG

switches are selected OFF.

AUTO PILOT (caution)

Indicates failure of one or more pilot relief modes.

AUX FIRE EXT (advisory)

Indicates low pressure (approximately 90 psi below the nominal 600 psi)

in the auxiliary fire extinguishing agent container.

BINGO (caution)

Indicates total fuel quantity indicator is less than BINGO preset value.

BLEED DUCT

Indicates bleed air leak sensing elements detect temperatures greater

(caution)

than 575_F between engine and primary heat exchanger. Also indicates

hot air leak detection (excess of 255_F) between primary heat exchanger

and ECS turbine compressor.

B/U OXY LOW (caution)

Indicates backup oxygen system pressure is 200 psi or less.

CADC (caution)

Indicates failure associated with central air data computer.

ENG FIRE EXT

Indicates low pressure (approximately 90 psi below the nominal 600 psi)

(advisory)

in the fire extinguishing agent container.

L ENG SEC

Indicates augmenter fan temperature controller (AFTC) is in secondary

R ENG SEC

mode. Afterburner is inoperative and thrust levels can vary from as little

(caution)

as 65% to as much as 116% of primary mode MIL thrust.

FCS CAUTION

Indicates DFCS failure has occurred. If no other lights are illuminated,

indicates loss of redundancy only (subsequent failure may result in loss of

significant DFCS functionality).

FLAP (caution)

Indicates: Disagreement between main and/or auxiliary flap position;

asymmetry lockout; CADC failure; WG SWP DR NO. 2/MANUV FLAP

(LE1) circuit breaker pulled; or, landing flaps down and airspeed greater

than 225 knots.

L FUEL LOW

Indicates fuel thermistors uncovered in aft and left or forward and right

R FUEL LOW

fuel feed group (approximately 1,000 pounds remaining in individual fuel

(caution)

feed group).

L FUEL PRESS

Indicates insufficient discharge pressure (less than 9 psi) from respective

R FUEL PRESS

turbine driven boost pump.

(caution)

L GEN

Indicates that corresponding generator is inoperative because of fault in

R GEN

generator, control unit, or electrical distribution system.

(caution)

Figure 2−131. Pilot Indicator Lights (Sheet 3 of 5)

ORIGINAL

2−272

NAVAIR 01−F14AAD−1

NOMENCLATURE

FUNCTION

HYD PRESS

Indicates hydraulic pressure from either engine−driven pump is less than

(caution)

2,100 psi.

HZ TAIL AUTH

Indicates failure of lateral tail authority actuator to follow schedule or

(caution)

CADC failure.

R INLET

Indicates AICS programmer and/or system failure.

L INLET

(caution)

INLET ICE

Indicates ice accumulated on ice detector in left inlet with ENG/PROBE/

(caution)

AICS ANTI−ICE switch in AUTO/OFF or ORIDE/ON selected.

INTEG TRIM

Indicates a discrepancy between input command signal and actuator

(advisory)

position, or an electrical power loss within the computer.

LAD/CANOPY

Advises that the boarding ladder is not in an up and locked position or

(caution)

that canopy is not in down and locked position.

LAUNCH BAR

Weight−on−Wheels:

(advisory)

• Aircraft kneeled, either throttle less than MIL, launch bar not up

and locked (normal indication until MRT checks).

Weight−off−Wheels:

• Launch bar not up and locked.

• Launch bar not within ±15_ of center, cocked nosegear.

• Nose strut not fully extended.

MACH TRIM

Indicates failure of Mach trim actuator to follow schedule.

(advisory)

OBOGS

Indicates a switchover to backup oxygen or OBOGS switch OFF.

(caution)

L OIL HOT

Indicates oil temperature too high. May be an indication of the

R OIL HOT

high−scavenge oil temperature; continued engine operation will result

(caution)

in reduced gearbox life and lubrication degradation.

OIL PRESS

Indicates left or right engine oil pressure is 11 psi or less.

(caution)

PITCH SAS

Indicates inoperative pitch channel or PITCH SAS failure.

L RAMPS

Indicates ramps are neither positioned in stow nor trail locks during

R RAMPS

critical flight conditions. (See Figure 2−5.)

(caution)

RATS

RATS operation is enabled.

(advisory)

Figure 2−131. Pilot Indicator Lights (Sheet 4 of 5)

2−273

ORIGINAL

NAVAIR 01−F14AAD−1

NOMENCLATURE

FUNCTION

READ MFD

Indicates any or all of the following warning/caution legends that appear

(caution)

on the upper left corner of the MFD.

L N2 OSP

R N2 OSP

L N1 OSP

R N1 OSP

L TBT OT

R TBT OT

L FLMOUT

R FLMOUT

L IGV SD

R IGV SD

W/S

ROLL DGR

Indicates inoperative roll channel and degraded roll authority.

RUDDER AUTH

Indicates disagreement between position and command failure of rudder

(caution)

authority actuators to follow schedule, or CADC.

SAHRS

Indicates attitude or heading information from SAHRS is unreliable.

(advisory)

SPOILERS

Indicates spoiler failure causing a set of spoilers to be locked down.

(caution)

START VALVE

Starter solenoid air valve open after start. Starter overspeed and/or

(caution)

destruction possible.

TRANS/RECT

Indicates one operable transformer−rectifier is powering the total dc load,

(advisory)

or dual transformer−rectifier failure.

WING SWEEP

Indicates failure of a single channel in the system.

(advisory)

WSHLD HOT

Indicates center windshield is overheated.

(advisory)

YAW DGR

Indicates inoperative yaw channel and degraded yaw authority.

Figure 2−131. Pilot Indicator Lights (Sheet 5 of 5)

ORIGINAL

2−274

NAVAIR 01−F14AAD−1

NOMENCLATURE

FUNCTION

INS status indicators

Not operational.

IFF

Indicates mode 4 interrogation was received, but system has not

(advisory)

generated reply.

RCV

Indicates ALQ−165 is receiving a threat identification signal.

(advisory)

XMIT

Indicates ALQ−165 is transmitting.

(advisory)

SAM

Steady illumination when a surface−to−air missile tracking radar is

(warning)

detected. Flashing when a missile has been launched.

AAA

Steady illumination when an anti−aircraft artillery tracking radar

(warning)

is detected. Flashing when an AAA radar firing signal is detected.

Indicates a continuous wave emitter is detected.

(warning)

Steady illumination indicates an airborne interceptor tracking is detected.

(warning)

MASTER CAUTION

Flashes when any caution light on the RIO’s CAUTION ADVISORY panel

(caution)

illuminates.

C&D HOT

Indicates DD and/or PTID controls and displays are overheating.

(caution)

CABIN PRESS

Indicates aircraft cabin pressure has dropped below 5−psi pressure differĆ

(caution)

ential or cockpit altitude is above 27,000 feet.

FUEL LOW

Indicates fuel thermistors uncovered in aft and left or forward and right

(caution)

fuel feed group (approximately 1,000 pounds) remaining in individual fuel

feed group.

B/U OXY LOW

Indicates backup oxygen system pressure is 200 psi or less.

(caution)

CANOPY

Indicates that canopy is not in down and locked position.

(caution)

POD HOT

Indicates LANTIRN pod overheat condition exists.

(caution)

POD FAIL

Indicates a failure with the LANTIRN pod.

(caution)

Figure 2−132. RIO Indicator Lights (Sheet 2 of 3)

ORIGINAL

2−276

NAVAIR 01−F14AAD−1

NOMENCLATURE

FUNCTION

SEAT UNARMED

Indicates either seat is in the SAFE position.

(caution)

RDR ENABLED

Indicates that radar operation on the ground is possible or failure of right

(caution)

main landing gear safety switch or wiring.

READ MFD

Indicates any or all of the following warning, caution, or advisory legends

(caution)

that appear on the upper left corner of the MFD.

SDU ALARM

IMU

ASPJ HOT

CIU HOT

JTID HOT

DP1 HOT

RWR

DP2 HOT

FWD ASPJ

SMS HOT

AFT ASPJ

AFT CG

MC1

HUD HOT

MC2

RWR HOT

MC1 HOT

DSS HOT

MC2 HOT

DEKI HOT

CIU

IRST HOT

INS

MDL HOT

GPS FAIL

BINGO

Indicates total fuel quantity indicator is less than BINGO preset value.

(caution)

SENSOR COND

Indicates coolant temperature exiting heat exchanger is 104_F, radar

(advisory)

coolant pump output pressure is below 60 psi, or the overtemperature

switch has shut down the coolant pump.

COOLING AIR

Indicates an overtemperature condition exists in the electronic forced air

(advisory)

cooling system. With degraded cabin pressure or flow, indicates possible

bleed duct failure forward of primary heat exchanger and 400° modulating

valve.

OBOGS

Indicates a switchover to backup oxygen or OBOGS switch OFF.

(caution)

SAHRS

Indicates attitude or heading information from SAHRS is unreliable.

(advisory)

Figure 2−132. RIO Indicator Lights (Sheet 3 of 3)

2−277

ORIGINAL

NAVAIR 01−F14AAD−1

2.39.3.2

Indicator Lights Test

The RIO caution and advisory lights are tested in the

same manner on the TEST panel on the right console.

A check of all indicator lights can be performed while

airborne or during on−deck operations. The pilot caution and

2.40 STORES MANAGEMENT SYSTEM/

advisory lights, the MASTER CAUTION light, and all

JETTISON

associated circuitry are tested through the MASTER TEST

panel. The test is initiated by selecting LTS and pressing the

The SMS is the interface between aircraft stores and the

master test knob. Electrical power is routed through the

mission computer system. It provides signal processing and

circuitry to provide simulated failure signals to the caution

logic control required for inventory and identification of all

and advisory lights. Illumination of each warning, caution,

stores; preparation and test of missiles; and weapon select,

and advisory light verifies proper continuity of the indicator

arm, and launch functions. The emergency generator (1 kVA

lights. A malfunction is indicated by failure of a light to

mode) provides backup power

(28 Vdc essential) for

illuminate.

emergency jettison. The SMS has extensive self−test capabilĆ

ities and reports failures to the MCS for display to the crew.

Illumination of any caution light causes the MASTER

CAUTION light to flash. If the MASTER CAUTION light

2.40.1

SMS Weapons Replaceable Assemblies

illuminates steadily during the LTS test, it indicates a failure

of the MASTER CAUTION light primary power failure,

The SMS consists of the following WRAs:

failure of the flasher module, or that failure has been detected

1. Stores management processor

by the BIT circuits.

2. Fuel tank jettison unit

The following indicator lights are also illuminated by

the LTS test through the MASTER TEST panel:

3. Type 1 decoders

ACLS/AP

4. Type 2 decoders

Approach indexer

5. Gun control unit

AUTO THROT

6. Missile power relay unit

BRAKES

7. Missile power supply

EMER STORES

8. AWW−4.

FIRE

2.40.1.1

Stores Management Processor (SMP)

GO/NO GO

The SMP is a programmable, digital computer that

HOOK light

provides the central processing and command functions of

the SMS. It operates as a remote terminal on MBUS−2. The

HOT TRIG

SMP communicates with the SMS WRAs and acts as the bus

10. LDG GEAR transition light

controller on the armament bus. The SMP controls emerĆ

gency jettison, the gun, and some AIM−9 functions via

11. LOCK

discretes that are independent of the ARMBUS. The SMP

12. NWS ENGA

also controls weapon select, SMS and weapon BIT, monitors

aircraft safety interlocks, and controls the launch−to−eject

13. RATS

sequence.

14. JETT

2.40.1.2

Fuel Tank Jettison Unit (FTJU)

15. Refueling probe transition light

Two FTJUs, one each for stations 2 and 7, are located

16. SAM

in the engine nacelles. The FTJUs provide eject pulses to the

17. SHOOT

squibs in the jettison release mechanism for emergency,

ACM, or selective jettison of the fuel tanks.

18. WHEELS.

For a description of Type 1 decoders, Type 2 decoders,

gun control unit, missile power relay unit missile power

Note

supply, AWW−4, and SMS functions, refer to NAVAIR

01−F14AAD−1A.

The DATA LINK power switch must be on to

check the DDI lights.

ORIGINAL

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NAVAIR 01−F14AAD−1

2.40.2

Multistatus Indicator (MSI)

External fuel tanks, Phoenix, and Sparrow missiles can

be released in EMERG, ACM, and SEL jettison modes only.

The MSI (Figure 2Ć133) is a liquid crystal display

Air−to−ground (A/G) weapons loaded on BRU−32 bomb racks

located below MFD 1. The MSI is powered by the HUD

can be released in all four jettison modes. ITERs and

subsystem. MSI displays are dependent on the MCS. When

weapons loaded on ITERs cannot be released from their

the HUD PWR switch is set to TEST, all LCD segments on

parent BRU−32 bomb racks in any of the jettison modes.

the MSI are displayed. The MSI displays weapon type and

Sidewinder missiles (rail launched) cannot be jettisoned.

status of each store station. The upper row of the display

identifies the weapon. The lower row displays weapon status.

Two horizontal dashed lines at a store station indicate that the

missile at that station has FAILED or is HUNG. A blank

display on a station indicates no weapon is loaded or the

D Stores shall be jettisoned above the minimum

weapon loaded is not recognized.

fragmentation clearance altitude, when posĆ

sible, even though weapon arming and fuzing

2.40.3

Stores Jettison Modes

is safed/disabled in all jettison modes.

Four jettison modes are available:

D Jettisoning A/G stores during a normal release

train may result in store−to−store collision in

1. Emergency (EMERG)

near proximity to the aircraft.

2. Air combat maneuver (ACM)

D If jettisoned during a takeoff emergency,

external fuel tanks may collide with the airĆ

3. Selective (SEL)

craft because of their unstable characteristics.

4. Auxiliary (AUX).

D If a jettison or delivery condition existed such

Weapon arming and fuzing and missile motor ignition

that A/G stores were released from stations 3

are safed/disabled during all jettison release modes.

and 6 and not from stations 4 and 5, an AFT

CG advisory on the MFDs will not be posted.

Figure 2Ć133.ĄMultistatus Indicator

2−279

ORIGINAL

NAVAIR 01−F14AAD−1

2.40.3.1

Emergency Jettison

Note

ACM JETT selections are retained in SMP nonĆ

Emergency jettison is used to separate all jettisonable

volatile memory. This allows selections to be

stores from the aircraft as fast as possible. The only interlock

retained and enables ACM JETT without an

requirement for jettisonable stores is weight off wheels. The

operable MCS. However, ACM JETT designaĆ

emergency jettison circuit is electrically isolated from all

tions must be reselected after performing system

other release functions of the SMP and has a separate electriĆ

reset to restore ACM JETT symbology on the

cal path to each jettisonable store station. The mode is iniĆ

MFD SMS format.

tiated by depressing the EMER STORES JETT pushbutton

on the landing gear control panel with weight off wheels

ACM jettison is initiated by the pilot raising the ACM

(Figure 2Ć134). Emergency jettison has priority over all other

guard (Figure 2Ć134) and depressing the ACM JETT pushĆ

SMS functions. This momentary, nonlatching pushbutton

button. For single stores loaded on a station, stores will be

and the EMERG STORES JET (ACK) light are illuminated

jettisoned at

100−millisecond intervals in the following

for 5 seconds by the SMP to indicate emergency jettison has

sequence:

been commanded. For single stores loaded on a station, stores

1. Stations 2 and 7 simultaneously

will be jettisoned at 100−millisecond intervals in the followĆ

ing sequence:

2. Stations 1B and 8B simultaneously

1. Stations 2 and 7 simultaneously

3. Station 4

4. Station 5

2. Stations 1B and 8B simultaneously

5. Station 3

3. Station 4

6. Station 6.

4. Station 5

After the release attempt is completed, the SMS up−

5. Station 3

dates the stores inventory. Unlike emergency jettison, a store

that is not released is declared HUNG. Such stores are not

6. Station 6.

eligible for launch but are still eligible for emergency or

selective jettison. Additionally, A/G stores loaded on

After the release sequence is completed, the SMS

BRU−32s will still be eligible for auxiliary jettison.

updates the stores inventory. Unlike other jettison modes or

launch attempts, a store that is not released is not declared a

2.40.3.3

Selective Jettison

HUNG store and is eligible for subsequent jettison or launch.

Selective jettison is used to separate single jettisonable

stores station−by−station and also allows simultaneous jettiĆ

2.40.3.2

ACM Jettison

son of both fuel tanks. The RIO selects the desired station(s)

for selective jettison.

ACM jettison provides for rapid release of any preseĆ

lected combination of jettisonable stores. In addition to RIO

Selective jettison is accomplished by placing the MA

selection of those stations to be separated, the only ACM

ARM switch to ON, the LDG GEAR handle UP, the

jettison interlock is the LDG GEAR handle UP.

JETTISON STA SEL knob set to the desired station, and the

SEL JETT switch to JETT. After the release attempt is

Stations are selected for jettison via the DEU.

completed, the SMS updates the stores inventory. Unlike

Figure 2Ć134 and Figure 2Ć135 illustrates selection and disĆ

emergency jettison, a store that is not released is declared

play of external fuel tanks for ACM jettison. Only those

HUNG. Such stores are not eligible for launch, but are still

stations having a jettisonable store loaded that have not been

eligible for emergency or selective jettison. A/G stores

declared failed are available for ACM jettison selection.

loaded on BRU−32s will still be eligible for auxiliary jettison.

Each depression of a station button causes that button

display to toggle between JETT and SAFE. The DEU selecĆ

tions are not forwarded to the SMS until the enter button is

depressed. Selected stations are indicated on the MFD SMS

Do not attempt jettison of external fuel tanks

format with an inverted V" above the station number. The

until wing fuel tanks are depleted. Wing fuel may

symbol is removed if deselected by the RIO and upon

be lost if the external tank quick−disconnect

completion of an ACM jettison attempt or successful jettison.

valve sticks in the open position.

ORIGINAL

2−280

NAVAIR 01-F14AAD-1

NOMENCLATURE

FUNCTION

ACM JETT pushbutton

Enables ACM jettison. Pushbutton is under ACM switch cover.

When pressed, only those stores selected via the DEU are jettisoned.

To ensure release of all selected stores, the ACM JETT pushbutton must

be depressed and held for at least 2 seconds.

ACK light

Redundant indicator for emergency jettison activation. Illuminates for

5 seconds, indicating the SMP has acknowledged the emergency

stores jettison command.

EMERG STORES JET

Enables the separation of all jettisonable stores. When depressed with

pushbutton/light

weight off wheels, activates emergency stores jettison signal to the SMS

and illuminates light for 5 seconds, indicating the SMP has acknowledged

the emergency stores jettison command. Jettison function is disabled with

weight on wheels.

SEL JETT switch

With Master Arm on and gear up, allows RIO to jettison from selected sta-

tion(s). It is a three-position, lever-locked switch with guarded positions.

JETT Actuates normal selective jettison of the store(s) located at the

station(s) designated by the JETTISON STA SEL switch.

SAFE Normal operating position. Inhibits jettison in selective mode.

AUX Releases all A/G stores loaded on BRU-32s from the station selected

on the JETTISON STA SEL switch with a single switch movement.

JETTISON STA SEL

Allows selective jettison of Phoenix or Sparrow missiles and auxiliary tanks.

switch

Allows selective or auxiliary jettison of air-to-ground stores.

OFF Inhibits selective and auxiliary jettison.

Station Selects store(s) for jettison.

Figure 2-134. Jettison Controls

2-281

CHANGE 1

NAVAIR 01−F14AAD−1

2.40.3.4

Auxiliary Jettison

clearance of 16 feet is required when opening the radome.

The radar antenna must be stowed before opening the

Auxiliary jettison is a nonejection release mode for

radome. Antenna stow position is 0_ azimuth and 60_ tilted

single A/G stores loaded on BRU−32s (Figure 2Ć134). Like

down.

selective jettison, this mode requires the MA ARM switch to

be set to ON and the LDG GEAR handle UP. This mode is

Note

activated by the RIO selecting the station to be jettisoned via

After the nose radome is raised and the jury strut

the jettison STA SEL switch and then selecting AUX on the

fastened in position, release hydraulic pressure to

SEL JETT switch. Auxiliary jettison of an A/G store loaded

take the load off the hydraulic system.

directly on a BRU−32 is via gravity force only.

2.41.3

Systems Test and System Power

Ground Panel

The SYS TEST and SYS PWR ground check panel

(Figure 2Ć136) is on the RIO right console panel (accessible

Since auxiliary jettison for single A/G stores

from the boarding ladder with the canopy open) for

loaded directly on BRU−32s is a gravity drop

controlling the activation of electrical circuits using ground

rather than an ejection separation, the aircraft

external power. The panel cover is designed so that, when it

will be restricted in its flight envelope when jettiĆ

is closed, the switches inside are in the proper position for

soning through this mode.

flight. In addition, when the landing gear handle is in UP, all

switches are deactivated. The panel serves a maintenance

2.41 MISCELLANEOUS EQUIPMENT

and preflight purpose and is not intended for use by the

flightcrew.

2.41.1

Boarding Ladder

A boarding ladder consisting of three folding sections

is housed in the left fuselage between the two cockpits. It is

held in the closed position by two mechanical locking pins

actuated by the ladder control handle in the face of the

boarding ladder. The ladder must be manually released or

stowed from the ground level. Unfolding the remaining two

sections places the ladder in a fully extended position. The

bottom rung of the ladder is approximately 26 inches above

the deck when in a fully extended position, with the nosegear

unkneeled, and 12 inches above the deck if the nosegear is

kneeled. A LAD/CANOPY caution light on the pilot caution

advisory panel advises the pilot that the boarding ladder is not

in a full up−and−locked position.

2.41.1.1

Boarding Steps and Handhold

There are two positive locking board steps, one on

either side of the boarding ladder directly below each

cockpit. They may be opened or closed from either cockpit

or while standing on the boarding ladder. A single handhold

is directly above the boarding ladder. It is a spring−loaded

door that fairs with the fuselage when released.

2.41.2

Nose Radome

The nose radome is attached to the aircraft by a top

hinge and bottom mounted latches, permitting it to be rotated

up for access and maintenance. A jury strut attached to the

Figure 2Ć136.ĄSystems Test and System Power

lower part of the dome can be fastened to the aircraft

Ground Panel

bulkhead to hold the dome open. A minimum overhead

2−283

ORIGINAL

NAVAIR 01−F14AAD−1

2.41.4

External Baggage Container (CNU−188/A)

of two sets of seatbelt straps that form a crossover pattern to

secure baggage to the shelf. The external baggage container

The external baggage container (Figure 2Ć137) is a

may be loaded with any equipment that fits within the

modified Aero ID 300−gallon fuel tank that incorporates

confines of the shelf, does not exceed the shelf weight, and

forward and aft baggage compartments. Each compartment

maintains the cg limits. Locate baggage as near the center of

has an access door (forward, left side, aft, right side), a shelf

the shelf as possible. Care should be taken to ensure that

and abaggage tiedown harness. The tiedown harness consists

straps are tight to preclude any significant shift of cargo.

Figure 2Ć137.ĄCNU−188/A External Baggage Container

ORIGINAL

2−284

NAVAIR 01−F14AAD−1

CHAPTER 3

Servicing and Handling

3.1

SERVICING DATA

refueling is controlled by two precheck selector valves and

the vent pressure gauge adjacent to the refuel receptacle on

The following servicing data is for use by the flightĆ

the ground refuel and defuel panel. Positioning of these

crew and maintenance crews who are unfamiliar with servicĆ

valves can be used for selective ground refueling of either the

ing the aircraft (Figure 3Ć1). When operating in and out of

fuselage or wing and drop tanks. The direct reading vent

military airfields, consult the current DOD IFR Supplement

pressure gauge indicates pressure in the system vent lines.

for compatible servicing units, fuel, etc. Figure 3Ć2 provides

When aircraft fuel tanks are full, fueling stops automatically.

a tabulation of servicing data and power units required to

For hot refueling procedures, refer to paragraph 7.6. For

support the aircraft.

defueling procedures, refer to NAVAIR 01−F14AAD−2−1.

3.1.1

Ground Refueling

The maximum refueling rate is approximately

500Ăgpm at a pressure of 50 psi. Nominal and minimum

Single−point refueling is provided for pressure filling

pressure is approximately

15 psi; maximum pressure is

of all aircraft fuel tanks through a standard refueling recepĆ

50Ăpsi.

tacle on the lower right side of the forward fuselage. Ground

Figure 3Ć1.ĄAircraft Servicing Locations

3−1

ORIGINAL

NAVAIR 01−F14AAD−1

DOD IFR

DESIGNATION

NATO

COMMERCIAL

SUPPLEMENT

ITEM

SPECIFICATION

CODE

EQUIVALENT

CODE

REMARKS

FUEL

MIL−T−5624 (JP−5)

F−44

Jet A

JP−5

Selector (main engine

MIL−T−5624 (JP−4)

F−40

Jet B

JP−4

control) on both engines

MIL−T−83133 (JP−8)

F−34

Jet A−1

JP−8

should be set for

type fuel in use.

(JP−8 is equivalent

to JP−5.)

Engine oil

MIL−L−23699

0−156

None

0−156

Use MIL−L−7808 when

MIL−L−7808

0−148

None

0−148

ground temperature is

−40_F (−40_C).

Integrated Drive

MIL−L−23699

0−156

None

0−156

Use MIL−L−7808 when

Generator (IDG)

MIL−L−7808

0−148

None

0−148

ground temperature is

Transm

iss

ion oil

−40_F (−40_C).

Hydraulic fluid

MIL−H−83282

None

Oxygen

MIL−O−27210 Type I

None

HPOX LPOX

Survival kit shall be

(Gaseous)

removed from aircraft

for servicing emergency

oxygen bottle.

Nitrogen

BB−N−411

None

Use clean, oil−free

(Type I, Grade A)

filtered dry air,

if nitrogen

is no

available.

Liquid Coolant

Coolant 25, 25R

None

Either coolant may be

(Monsanto

mixed without adverse

Chem ica l Co)

reaction.

Chevron Flo−Cool

None

180

(Chevron

Chemical Co)

Wipe On Rain

MIL−W−6882

None

Clean and dry

Repellant Fluid

windshield.Apply with

cloth using overlapping

wipes. Aft

1−m

inu

drying, w

ipe c

lean with

sof

t cloth.

Figure 3Ć2.ĄAircraft Servicing Data (Sheet 1 of 2)

ORIGINAL

3−2

NAVAIR 01−F14AAD−1

POWER

PNEUMATIC

ELECTRICAL

AIR

STARTING

POWER

CONDITIONING

HYDRAULIC

Acceptable USN

ASHORE:

NC8A

NR 5C (Electrical)

AHT−63/64

Units

NCPP−105

MD−3

NR 8 (Diesel)

TTU-228/E (AHT-73)

RCPT−105

MD−3A

MA−1

MJ−3

A/M47A−4

MD−3M

MA−1A

MA−3MPSU

A/M32C−5

AFLOAT:

A/M32A−60

A/M32C−6

A/S47A−1

A/M32A−60A

Ground Support

200 lb/min at 75 ± 3psi

115 ± 20 V ac,

70 lb/min at 3 psi

50 gal/min maximum

Equipment

(STD. DAY)

400 ± 25 Hz,

and 60_F

at 3,000 psi

Requirements

60 kVA, 3 phase

rotation

PNEUMATIC PRESSURE

TIRES

SYSTEM

PRESSURE

TYPE

OPERATION

PRESSURE

Emergency Landing Gear

3,000 psi at

70_F

Nose (2)

Ashore

105 psi

22 × 6.6−10

Combined Hydraulic

1,800 psi at

70_F

20 Ply

Afloat

350 psi

Flight Hydraulic

1,800 psi at

70_F

Main (2)

Ashore

245 psi

37 × 11.50−16

Canopy Normal

3,000 psi at

28 Ply

Afloat

350 psi

(1,200 psi Minimum)

70_F

Canopy Auxiliary

3,000 psi at

(800 psi Minimum)

70_F

Note

Wheel brake accumulators (2)

1,900 psi at 70_F

Dry nitrogen, specification BB−N−411, Type 1,

Arresting Hook Dashpot

800 ± 10 psi

Grade A is preferred for tire inflation and chargĆ

ing pneumatic systems since it is inert, and thereĆ

Main Gear Shock Struts (2)

980 psi

fore will not support combustion.

Nose Gear Shock Strut

1,300 psi

Figure 3−2. Aircraft Servicing Data (Sheet 2 of 2)

3−3

ORIGINAL

NAVAIR 01−F14AAD−1

Ensure that both the fueling unit and the aircraft

D Lubricating oil (MIL−L−23699) is toxic and

are properly grounded, bonding cable is conĆ

flammable. Protection includes chemical

nected between aircraft and refueling source, and

splashproof goggles, gloves, and good venĆ

that fire extinguishing equipment is readily

tilation; keep sparks, flames, and heat away.

available.

Keep lubricating oil off skin, eyes, and

clothes; do not breathe vapors. Wash hands

thoroughly after handling.

D Do not overservice oil storage tank. OverĆ

servicing can cause scavenge pump failure

During ground refueling operations, the direct−

and subsequent engine failure.

reading vent pressure indicator shall be observed

and refueling stopped if pressure indication is in

Note

the red band (above 4 psi).

Engine oil level should be checked within

Note

30Ăminutes of engine shutdown, otherwise run

engine at 80 percent or greater for 10 minutes to

D If the aircraft is being regularly serviced with

ensure proper servicing.

JP−4 type fuel, the main fuel−control, fuel−

grade (specific gravity adjustment) selector

3.1.3

Integrated Drive Generator Oil

on each engine should be reset to the JP−4

position. If the aircraft is being regularly serĆ

The IDG has a filter bypass indicator at the bottom of

viced with JP−8 or JP−5 fuel, the fuel−control,

fuel−grade

(specific gravity adjustment)

the filter bowl (Figure 3Ć3, sheet 2). Extension of the indicaĆ

tor indicates contamination of the filter and the need for filter

selector on each engine should be reset to the

JP−8 or JP−5 position. Satisfactory engine perĆ

element replacement. Refer to NAVAIR 01−F14AAD−2−1 for

IDG oil filter replacement and servicing.

formance depends upon trimming of the

engine fuel controls to ensure rated thrust to

prevent exceeding engine temperature limits,

IDG oil level is checked at the IDG mounted on the

and to ensure airflow compatibility with the

forward right side of the forward accessory gearbox of each

air inlet duct opening.

engine. It is serviced at the pressure fill port on the right side.

D Removal of JP−8 type fuel from the aircraft is

3.1.4

Hydraulic Systems

not required before refueling with JP−5. If

removal of JP−8 from the aircraft aboard ship

The main hydraulic systems are serviced at the flight

is necessary, it shall not be defueled into the

and combined hydraulic system ground servicing panels. A

storage tanks containing JP−5.

hydraulic pressure filling cart is required to service the sysĆ

tems with fluid, and an air−nitrogen cart is required to preload

3.1.2

Engine Oil

the reservoirs. The outboard spoiler backup module is serĆ

viced at the servicing panel on the outboard nacelle of the

Engine oil level is proper when overflow oil starts to

port engine. Additional hydraulic servicing is required at the

exit the discharge port during servicing. For normal servicĆ

main landing gear shock strut (Figure 3Ć3, sheet 2), the noseĆ

ing, the sight gauge on the oil storage tank is the primary

wheel shock strut (Figure 3Ć3, sheet 2), and the arresting

indicator determining when servicing is required. During

hook dashpot (Figure 3Ć3, sheet 1).

servicing, overflow oil exits the overflow discharge port

when the tank is properly serviced (Figure 3Ć3, sheet 2).

The flight reservoir fill and ground hydraulic power

Servicing is accomplished using PON−6 servicing cart.

access panel and the flight system filter module (Figure 3Ć3,

Normal oil consumption is 0.03 gallon per hour with the

sheet 1) are on the starboard side. The combined hydraulic

maximum being 0.1Ăgallon per hour. For oil servicing proĆ

system reservoir fill and filter module (Figure 3Ć3, sheet 3)

cedures,ărefer to NAVAIR 01−F14AAD−2−1. The protrusion

are on the port side of the aircraft. Indication of hydraulic

of a bypass indicator underneath the oil scavenge pump indiĆ

system fluid contamination can be detected by the position

cates a clogged filter element and requires replacement.

of the buttons on the Delta−P type filter units.

ORIGINAL

3−4

NAVAIR 01−F14AAD−1

Temperature recording gauges at the filter modules

D Suction at the air intake is strong enough to

indicate the maximum temperature attained by the hydraulic

kill or seriously injure personnel by drawing

fluid during the last turnup or flight. After a reading has been

them into or against the inlet.

taken, the temperature gauges must be reset prior to the next

D All personnel in the immediate area shall

turnup.

wearăear protection whenever an engine is

operating.

3.1.5

Pneumatic Systems

Note

The pneumatic power supply systems, which provide

for normal operation of the canopy and for emergency extenĆ

D If engines are run up in front of a blast deflecĆ

sion of the landing gear, are ground charged through a comĆ

tor, exhaust jet wake is deflected up and to the

mon filler in the nose wheelwell (Figure 3Ć3, sheet 3). The

sides resulting in distortion of the patterns

auxiliary canopy open pneumatic bottle is in the turtleback

shown.

behind the cockpit (Figure 3Ć3, sheet 1). Additional pneuĆ

D At maximum afterburner power, nozzles are

matic servicing points are at both hydraulic systems servicing

nearly fully open; at military power, the

panels, brake systems, and arresting hook.

nozzles are nearly fully closed.

Individual pneumatic servicing point and pressure

gauges are provided for the auxiliary and parking brake

3.2.2

Radar Radiation Areas

systems.

The following paragraphs describe the hazards to perĆ

Note

sonnel, hazards of electromagnetic radiation to ordnance

Dry nitrogen, specification BB−N−411, Type 1,

(HERO), and fuel ignition hazards generated during AN/

Grade A, is preferred for tire inflation and for

APG−71 radar operation.

charging pneumatic systems since it will not supĆ

port combustion.

3.1.6

Backup Oxygen Supply

The backup gaseous oxygen supply is serviced to a

Illumination of RDR ENABLE caution light on

maximum of 2,100 psi from an access in the forward right

RIO CAUTION ADVISORY panel indicates

side of the fuselage. Servicing pressure can be observed on

possible radar radiation on deck.

a gauge in the pilot’s cockpit.

3.2.2.1

Hazards to Personnel

3.2

GROUND HANDLING

Minimum safe distances for personnel from ground

3.2.1

Danger Areas

operating radar are indicated in Figure 3Ć5, sheets 1 and 2.

When the planar array radar antenna is not radiating, miniĆ

Engine exhaust and intake danger areas are shown in

mum safe distance from other radiating antennas is 6ăfeet.

Figure 3Ć4. Noise danger areas are shown in Figure 3Ć6.

(Figure 3Ć4 shows temperature distribution with afterburners

3.2.2.2

HERO Condition

at maximum nozzle opening for idle, military, and maximum

power.) Figure 3Ć4 shows exhaust jet wake velocity distribuĆ

HERO conditions exist when ordnance or weapons

tion with afterburner at maximum nozzle opening for idle,

containing electroexplosive devices (EED) are present. HazĆ

military, and maximum power.

ard to personnel and equipment is greater because of the

lower power density level at which EED react to radio freĆ

quency radiation. The requirement to maintain a minimum

safe distance from ground operating radar causes the RF

radiation hazard area to increase in size, thereby overlapping

into previously safe areas for personnel. During HERO conĆ

ditions, minimum safe distances (personnel) from ground

D The high temperature and velocity of the

operating radar (Figure 3Ć5, sheets 1 and 2) shall not be conĆ

engine exhaust is extremely dangerous.

sidered safe. Minimum safe distances during HERO condiĆ

Stayăoutside engine exhaust area included

tions are shown in Figure 3Ć5, sheets 3 and 4.

within a 90_ cone extending 900 feet behind

the aircraft.

ORIGINAL

3−8

NAVAIR 01−F14AAD−1

HERO unsafe ordnance conditions include assembly/

3.2.2.4

Transmission Aboard Carrier

disassembly of ordnance systems, tests involving electrical

connections to the ordnance, such as primer resistance check,

Radar transmission aboard carrier shall be limited to

continuity checks, bare squibs, primers, blasting caps, and

over−the−side operation at the discretion of the commander.

other EED having exposed wire leads and unshielded

The aircraft shall be spotted so the nose radome overhangs

ordnance subassemblies such as rocket motors, warheads,

the side of the carrier. All necessary safety precautions shall

and exercise heads.

be enforced to prevent injury to personnel and damage to

equipment aboard the carrier and on adjacent ships that may

HERO susceptible ordnance systems are any ordnance

accidentally stray into the main beam of the radar.

systems proven

(by tests) to contain EED that can be

adversely affected by RF energy to the point that the safety

3.2.3

Towing Turn Radii and Ground Clearances

and/or reliability of the system is in jeopardy when the

system is employed in expected RF environments. Some

Forward and rearward towing

(Figure 3Ć7 and

systems are susceptible to the RF environment for only a

Figure 3Ć8) can be accomplished with a standard tow bar

small part of the stockpile−to−launch sequence. For example,

(NT−4 aircraft universal tow bar) and the tow tractor. The

the connection of an umbilical cable in the loading procedure

pilot cockpit shallăbe manned with qualified personnel durĆ

may be the only time the system is considered susceptible. At

ing towing operations.

all other times in the system’s life, it may be considered

HERO safe ordnance. HERO safe ordnance are any ordnance

sufficiently shielded or protected that all EED contained by

the item are immune to adverse effects that degrade safety or

reliability when employed in its expected RF environment

(provided that general HERO requirements have been comĆ

Before and during towing, ensure that the

plied with).

needle(s) in the AUX/PARK brake pressure

gauge(s) remains in the green band to ensure sufĆ

3.2.2.3

Fuel Ignition Hazard

ficient pressure to lock the wheels.

When performing fueling or defueling operations, use

3.2.4

Tiedown Points

minimum safe distances outside of radiation hazard areas.

Fuel ignition hazard occurs within 90 feet of the aircraft

Aircraft tiedown points are illustrated in Figure 3Ć9.

where RF radiation induced sparks could ignite flammable

When mooring a parked aircraft, do not depend upon chocks

vapors of fuels. Fuel ignition hazard is based on 5W/cm²

alone to hold the aircraft in position. Tiedowns shall be

peak power density.

installed in a symmetrical pattern being careful not to chafe

against the aircraft structure.

Good housekeeping operations are of utmost imporĆ

tance in areas where radar transmission is anticipated. RF

The normal six−point tiedown (Figure 3Ć9, sheet 1)

radiation may cause steelwool to be set afire or metallic chips

locations permit all maintenance servicing, including engine

to produce sparks, which in turn may ignite spilled fuels or

removal, jacking, and weapons loading. Standard chain−type

oils around aircraft and buildings. Keep all areas clean and

tiedowns are used for an 18−point symmetrical tiedown durĆ

refuse in approved containers.

ing heavy weather (Figure 3Ć9, sheet 2).

3−15

ORIGINAL

NAVAIR 01-F14AAD-1

CHAPTER 4

Operating Limitations

4.1

LIMITATIONS

2. Maximum canopy open speed

60 knots.

This section includes the aircraft and engine limita-

tions that must be observed during normal operations. The

aerodynamic and structural limitations in this section apply

only to F-14D aircraft for the store station configurations

shown in Figure 4-1. Engine limitations apply to all aircraft

Use of antiskid must be in accordance with the

with the F110-GE-400 engine.

following procedures:

D Select antiskid while stopped on the runway

4.1.1

Engine Limits

in the takeoff position; after landing, turn

antiskid off once slowed below 15 knots

Engine instrument markings for various operation lim-

prior to clearing the runway.

itations are shown in Figure 4-2. Engine operating limita-

tions are shown in Figure 4-3.

D Use only during landing or aborted takeoff.

D Do not use antiskid while taxiing.

The engine secondary (SEC) mode may be intention-

ally selected in flight only under the following conditions:

4.1.6

Ejection Seat Operation Limits

1. Engine operating between 85-percent rpm and mili-

See ejection envelope curves, Chapter 16, Figure 16-1.

tary power.

1. Maximum speed (seat)

600 knots.

2. Airspeed less than 1.0 IMN.

4.1.2

Starter Limits

The starter cranking limits are as follows:

Ejection above 350 knots is hazardous, the deci-

1. Cross bleed

2 minutes.

sion to exceed 350 knots rests with the aircrew.

2. Start cart

5 minutes.

4.1.7

Autopilot Limits

When the time limit is reached, 10 minutes cooling is

required between cranking.

Autopilot should not be used under the following

conditions:

4.1.3

Airstart Envelope

1. Airspeeds greater than 400 KCAS/0.9 IMN.

The engine spooldown andwindmill airstart envelopes

2. Altitude above 42,500 feet.

are shown in Chapter 14, Figure 14-3.

4.2

AIRSPEED LIMITATIONS

4.1.4

Crosswind Limits

The limits and restrictions in this part represent the

Crosswind takeoffs and landings are permitted with a

maximum capability of the aircraft commensurate with safe

crosswind component not to exceed 20 knots at 90 .

operations. Aerodynamic and structural excesses of these

limits shall be entered on the maintenance action form for

4.1.5

Ground Operations Limits

appropriate maintenance action.

1. Maximum tire speed

190 knots.

4-1

CHANGE 1

NAVAIR 01−F14AAD−1

AIRCRAFT STORE STATION

STORE

CONFIGURATION

3, 4, 5, & 6

1A(*)

−

1B1

AIM−9

−

AIM−9

1B2

AIM−9

−

AIM−9

−

TANK

−

TANK

−

2A(*)

−

4 AIM−7

−

2B1

AIM−9

−

4 AIM−7

−

AIM−9

2B2

AIM−9

−

4 AIM−7

−

AIM−9

2B3

AIM−9

AIM−7

−

4 AIM−7

−

AIM−7

AIM−9

2B4

−

AIM−7

−

4 AIM−7

−

AIM−7

−

2C(*)

−

TANK

4 AIM−7

TANK

−

2C1

AIM−9

TANK

4 AIM−7

TANK

AIM−9

2C2

AIM−9

−

TANK

4 AIM−7

TANK

−

AIM−9

2C3

AIM−9

AIM−7

TANK

4 AIM−7

TANK

AIM−7

AIM−9

2C4

−

AIM−7

TANK

4 AIM−7

TANK

AIM−7

−

3A(*)

−

4 AIM−54

−

3B1

AIM−9

−

4 AIM−54

−

AIM−9

3B2

AIM−9

−

4 AIM−54

−

AIM−9

3B3

AIM−9

AIM−7

−

4 AIM−54

−

AIM−7

AIM−9

3B4

−

AIM−7

−

4 AIM−54

−

AIM−7

−

3B5

AIM−9

AIM−54

−

4 AIM−54

−

AIM−54

AIM−9

3B6

−

AIM−54

−

4 AIM−54

−

AIM−54

−

3C(*)

−

TANK

4 AIM−54

TANK

−

3C1

AIM−9

TANK

4 AIM−54

TANK

AIM−9

3C2

AIM−9

−

TANK

4 AIM−54

TANK

−

AIM−9

3C3

AIM−9

AIM−7

TANK

4 AIM−54

TANK

AIM−7

AIM−9

3C4

−

AIM−7

TANK

4 AIM−54

TANK

AIM−7

−

3C5

AIM−9

AIM−54

TANK

4 AIM−54

TANK

AIM−54

AIM−9

3C6

−

AIM−54

TANK

4 AIM−54

TANK

AIM−54

−

(*) These store configuration limits also apply when multipurpose stub pylons are carried at stations 1 and 8.

Flight operating limitations applicable to the above configurations are also applicable to down loadings, except down load of external

tank to MXU−776/777 which shall be considered as a clean store station for limitation purposes.

For captive carriage of inert or live AIM−54, installation of ejector cartridges in LAU−132 is mandatory in order to provide jettison

capability.

For captive carriage of inert or live AIM−7, installation of ejector cartridges in LAU−92 is mandatory in order to provide jettison

capability. Thisădoes not apply to CATM−7F−2 missiles used for ballast (refer to NAVAIR 01−F14AAD−75 Weapon Stores Loading

Manual).

For shore−based operations all CATM−7F−1 (Sparrow training rounds) shall be configured with a modified shear wafer to preclude

inadvertent activation of the guidance and control unit, and subsequent ejection of the missile.

Simultaneous loading of AIM−7 on store station 4 and AIM−54 on store stations 3 and 6 is an authorized configuration. Limitations of

fuselage AIM−54 apply for carriage, individual missile limitations apply for launch/jettison.

AIM−9 configurations include both LAU−7 and LAU−138 carriage.

D In all cases the center of gravity position must remain within limits. The aft limit can be easily exceeded

if stations 3 and 6 are not loaded.

D With MA ARM ON and all conditions satisfied for AIM−54 launch, an ATM−54 (training round) will be

ejected if the trigger or launch button is depressed.

D With MA ARM ON and all other conditions satisfied for AIM−7 launch, a CATM−7F−1 (Sparrow training

round) will be ejected when the trigger or launch button is pressed unless a modified shear wafer is

installed. Emergency/selective jettison of a CATM−7F−1 is still possible with a modified shear wafer

installed.

Figure 4Ć1.ĄStore Station Configuration

ORIGINAL

4−2

NAVAIR 01−F14AAD−1

4.2.1

Maximum Airspeeds

4.2.1.3

In−Flight Refueling

Maximum speeds are presented in calibrated knots and

1. Refueling probe  400 KCAS/0.8 TMN.

true Mach number. These values are derived from the posiĆ

2. In−flight refueling (cruise configuration)  200 to

tion error−correction curves of the production pitot−static−

300 KCAS/0.8 TMN.

operated airspeed and altitude system. AOA is presented

utilizing the conventional indicated units AOA while sideslip

3. In−flight refueling (approach configuration)  170

angle limits are presented in terms of degrees of rudder

to 200 KCAS.

deflection.

4.3

ACCELERATION LIMITS

Note

Unless otherwise specified, the limits presented

herein pertain to flight with the stability

D Limits are based on a gross weight of 49,548

augmentation system on.

pounds. See Figure 4Ć5 for the variation of

maximum load factor with gross weights

4.2.1.1

Cruise Configuration

greater than 49,548 pounds.

D Coordinated turns with small rudder and latĆ

With wing sweep in the MANUAL or AUTO mode, the

eral stick inputs are defined as symmetrical

maximum allowable airspeeds are shown in Figure 4Ć4.

flight.

In emergency wing−sweep mode, the following comĆ

4.3.1

Cruise Configuration

bination of Mach and wing−sweep schedule must be used:

See Figure 4Ć5 and Figure 4Ć8.

≤ 0.4 TMN  20°.

4.3.2

Approach Configuration

≤ 0.7 TMN  25°.

1. Landing gear and/or landing flaps and slats

≤ 0.8 TMN  50°.

extended  0 to 2.0g (symmetrical or rolling).

≤ 0.9 TMN  60°.

4.4

ANGLE−OF−ATTACK LIMITS

> 0.9 TMN  68_.

4.4.1

Cruise Configuration

4.2.1.2

Approach Configuration

AOA is limited by the maximum allowable load factor

Landing gear  280 KCAS.

of Figure 4Ć5. For wing sweep not in AUTO, AOA limits of

Figure 4Ć7 still apply. Since ROLL SAS now increases deparĆ

Landing flaps and slats  225 KCAS.

ture resistance at higher AOA, it should be left on for all flight

conditions. With operating ARI, subsonic pilot control inputs

with landing gear retracted are not limited by AOA or sideĆ

slip and therefore Figure 4Ć8 applies only with ROLL SAS

OFF or a Degraded DFCS condition.

D With the landing gear extended or in transit,

abrupt rolls or uncoordinated turns above 225

KCAS can cause structural failure of the landĆ

ing gear doors.

D Aircraft has significantly improved roll rate

capability with ROLL SAS ON, which

D After takeoff, move the FLAP handle to the

increases susceptibility to inertia coupled

UP position passing 180 KCAS to ensure flap

departures due to overly aggressive multi−axis

and slat airspeed limits are not exceeded.

control inputs.

D With ROLL SAS ON, departure resistance is

increased because of DFCS ARI functionality

and therefore should remain on at all times.

4−5

ORIGINAL

NAVAIR 01−F14AAD−1

4.4.2

Approach Configuration

D If outboard spoilers fail with airspeed greater

than 400 KCAS and wing sweep less than 62°,

Maximum allowable AOA and rudder deflection with

limit lateral stick deflection to one−half pilot

landing gear and flaps extended is shown in Figure 4Ć6.

authority.

4.5

MANEUVERING LIMITS

Note

AOA limitations shown in Figure 4Ć7 apply to

4.5.1

Approach Configuration

designated configurations (wing sweep not in

AUTO, pylon mounted AIM−54).

With landing gear and/or landing flaps and slats

extended, abrupt yaws are prohibited. Refer to Figure 4Ć6 for

4.5.4

Sideslip Limits

approach configuration sideslip limits.

4.5.4.1

All External Store Configurations

With landing gear extended or in transit, abrupt

rolls and uncoordinated turns shall not be performed above

1. Below 0.7 TMN  Rudder inputs as required to

225 KCAS.

maneuver aircraft at high AOA.

4.5.2

Cruise Configuration

2. Above 1.7 TMN  Intentional sideslips prohibited.

With maneuver slats/flaps extended, maximum allowĆ

able load factor is 6.5g or the limits of Figure 4Ć5, whichever

is less. No additional g and/or AOA limits are placed on

ROLL SAS ON maneuvering, or cross control inputs.

If a supersonic engine stall and/or failure occurs,

arrest roll rate with lateral stick only. Yaw SAS

will maintain sideslip angle within acceptable

limits.

Maneuvering with YAW SAS OFF or inoperative

Note

shall not be conducted above 15 units AOA with

landing gear retracted.

Use of full available rudder is permitted at all

airspeeds if required to counteract adverse yaw

Since inoperative auto−maneuvering devices may

encountered in maneuvering flight.

signal improper operation of DFCS primary AOA input,

uncoordinated lateral control inputs shall not be used in the

4.5.5

Prohibited Maneuvers

area of the flight envelope indicated in Figure 4Ć8 when auto−

maneuvering flaps/slats are not operating.

The following additional maneuvers are prohibited:

4.5.3

Rolling Limits

1. Intentional spins.

2. During afterburner operations:

With maneuver slats and flaps extended, maximum

allowable load factor is 5.2g or the limits of Figure 4Ć9

e. Sustained 0 to −0.5g flight.

whichever is less. Rolling limits are shown in Figure 4Ć9.

f. Flight from

−0.5g to

−2.4g’s for more than

10 seconds.

3. At MIL power or less: zero or negative−g flight for

more than 20 seconds.

D Do not initiate full lateral stick inputs above

4.5g if a 5.2g limit applies or above 3.5g if a

4.0g limit applies. Control system dynamics

may cause load factor to increase beyond

limits.

ORIGINAL

4−10

NAVAIR 01−F14AAD−1

Figure 4Ć8.ĄManeuvering Limits  Cruise Configuration (Roll SAS Off or Degraded DFCS)

4. AIM−9 launch with landing flaps and slats extended.

4.7

TAKEOFF AND LANDING FLAP AND SLAT

AND TRANSITION LIMITS

5. Fuel dumping with afterburner operating or with

speedbrakes extended.

4.7.1

Clean and Symmetric Stores Loading

6. Dual−engine afterburner takeoffs, waveoffs, bolters,

or catapult launches.

See Figure 4Ć10.

7. Use of maximum AB in event of engine failure durĆ

1. All transitions will be made in less than 45° bank

ing takeoff, catapult launch, waveoff or bolter.

angle, ROLL SAS ON.

8. Rolling maneuvers with AOB change greater than

2. All normal (flaps and slats fully down) takeoff

360° are prohibited.

transitions will be initiated at a minimum altitude of

200 feet AGL.

4.6

SAS LIMITS

3. All other transitions will be made at standard field

FCS CAUTION

Airspeed < 600 kts/1.3TMN

operating altitudes, but no less than 800 feet AGL.

> 0.5TMN/10 units AOA

4. All flap and slat extensions and retractions will be

− No cross controls

made at a maximum of 12 units AOA.

> 0.6TMN/15 units AOA

− Coordinate all lateral stick

PITCH SAS

No Limitations

ROLL DGR/YAW DGR

and/or ARI DGR

Airspeed <1.0TMN

ARI/SAS OUT

Airspeed <1.0TMN

− AOA: max 15 units

− No aggressive maneuvering

4−13

ORIGINAL

NAVAIR 01−F14AAD−1

STORE

FLAP LIMITATIONS (INCH−POUNDS)

ORDNANCE/STATION

SIDEWINDER

27,220

24,820

−

24,820

27,220

−

SPARROW

−

63,000

10,500

63,000

−

PHOENIX

−

126,000

15,000

126,000

−

TANKS (EMPTY)

−

14,260

TANKS (FULL)

−

126,852

WING FUEL

WINGS 20° ONE WING FULL, OTHER EMPTY

431,405

Note

Do not attempt shipboard landing with inoperative ROLL SAS and greater than

170,000 in−lbs asymmetry unless divert field unavailable.

FLAP TRANSITIONS:

UP TO 66,000 IN−LBS

GREATER THAN 66,000 IN−LBS

CLEAN OR SYMMETRICAL

ASYMMETRY

1. Less than 45° angle of bank

1. Wings level

2. ROLL SAS ON

3. Minimum 200 feet AGL on

3. Minimum 200 feet AGL

3. Minimum altitude of 1,200 feet AGL for

takeoff

takeoff and landing

4. Dirty−up altitude minimum

4. Dirty−up at minimum

4. Minimum 180 knots.

800 feet AGL

5. Minimum 180 knots

Available roll control will be marginal

to inadequate in event of asymmetric

flap/slats without lockout.

Note

Incompatibility of flap transition limit

with existing Case I procedures recĆ

ognized. Although improvement of

flap/slat system reliability has been

accomplished, not enough data is

available concerning failure mode/

rate of improved asymmetry sensor.

Minimum flap transition altitude may

be waived in cases of operational

necessity.

Figure 4Ć10.ĄFlap Limitations

4−17

ORIGINAL

NAVAIR 01−F14AAD−1

4.7.2

External Stores Loading With Up to

4. Only normal minimum descent rate landings are

66,000 Inch−Pounds (5,500 Foot−Pounds)

permitted while carrying AIM−7E/F and/or AIM−9

Asymmetry (AIM−7 on Stations 1B or 8B

on the multipurpose pylon, or AIM−7E/F missiles on

equals 63,000 inch−pounds)

fuselage stations until the following AAC are incorĆ

porated:

1. All transitions will be made in wings−level flight

with ROLL SAS ON.

a. AAC 618  Modifies multipurpose pylon.

2. All normal (flaps and slats fully down) takeoff tranĆ

b. AAC 673  Modifies fuselage backup structure.

sitions will be initiated at a minimum altitude of 200

c. AAC 688  Modifies pylon−mounted swayĆ

feet AGL.

braces.

3. All flap and slat extensions and retractions will be

made at a maximum of 12 units AOA.

4.9

BARRICADE ENGAGEMENT LIMITS

1. Wings at full forward sweep angle (20°)  51,800

4.7.3

External Stores Loading With Greater

pounds (maximum).

Than 66,000 Inch−Pounds (5,500

Foot−Pounds) Asymmetry

a. Flaps and slats extended or retracted.

1. All transitions will be made in wings−level flight

b. No external stores except AIM−7 or AIM−54 on

with ROLL SAS ON at a minimum altitude of 1,200

fuselage stations only.

feet and at a maximum of 12 units AOA.

c. Empty external fuel tanks permitted only for

4.8

GROSS WEIGHT LIMITS Ċ TAKEOFF,

landing gear malfunction.

LAUNCH, AND LANDING

2. Wing−sweep angle greater than 20° up to 35_ 

1. Catapult launch  76,000 pounds.

46,000 pounds (maximum).

a. Flaps and slats extended or retracted.

b. No external stores, except empty external fuel

tanks for landing gear malfunction.

Single−engine rate of climb at

76,000−pound

gross weight using optimum flight control

3. Wing−sweep angle greater than 35°  Not perĆ

technique is predicted to be between 300 and 600

mitted.

fpm. Emergency jettison of stores may be

required to establish adequate rate of climb.

4.10

CENTER OF GRAVITY POSITION LIMITS

1. Field takeoff and emergency landing (minimum rate

Unless otherwise stated, the following cg limits apply:

of descent only)  72,000 pounds.

2. Field landings  60,000 pounds.

MAXIMUM

STORE CONFIGURATIONS

FORWARD

AFT

3. Carrier landings  54,000 pounds

Field carrier landing practice  54,000 pounds.

1A, 2A

6.3% MAC

18.5% MAC

Note

1B1, 1B2, 1C, TARPS,

6.3% MAC

17.5% MAC

2B1−4, 2C, 2C1−4

Landing approaches to touchdown should not

All other

6.3% MAC

17.0% MAC

exceed 17 units AOA to avoid nozzle/ventral fin

configurations

damage.

ORIGINAL

4−18

NAVAIR 01−F14AAD−1

Throughout these flight operating limits, all cg posiĆ

4.11.2

External Baggage Container (CNU−188/A)

tions are quoted at the following reference conditions:

The external baggage container (blivet) may be carried

1. Zero fuel gross weight (includes weight of stores

on station 4 or 5 with all loadings authorized for the TARPS

carried on flight).

pod. Simultaneous carriage of a blivet and a TARPS pod or

two blivets is not authorized. The blivet must be configured

2. Wing−sweep angle equals 20°.

with a long tail cone and no fins.

3. Landing gear and flaps extended.

1. Maximum airspeed  520 KCAS/0.90 TMN.

2. Acceleration limit  LBA.

WARNING

3. AOA limit  Figure 4Ć7.

The aft cg limit will be exceeded if all stations are

4. Jettison  Not authorized.

configured for AIM−54 missiles or MK 83/84

bombs and only stations 4 and 5 are loaded or

5. Carrier operations  Authorized.

remain as a result of firing, dropping, or jettison

of stations 1, 3, 6, and 8. If the aft cg limit is

6. Maximum load:

exceeded, airspeed/AOA control may be diffiĆ

200 pounds maximum  forward shelf

cult. Fuel states of 5,000 to 6,000 pounds result

150 pounds maximum  aft shelf

in the most favorable cg position. Slightly aft

350 pounds total.

wing−sweep positions of 25_to 30_ will move the

neutral point aft and should restore normal

4.11.3

Gun Burst Limits

longitudinal stability.

1. Burst limit  200 rounds.

4.11 EXTERNAL STORES AND GUN LIMITS

If two consecutive

200−round bursts are

fired, a

4.11.1

280−Gallon External Fuel Tank Limits

30−second cooldown period is required.

1. Catapult launch with a partially filled external

4.11.4

Launch Limits

tank is not authorized because of surge load

considerations.

Maximum flight conditions for launch of

external

stores are listed in the following paragraphs.

2. Carriage of external tanks not incorporating AYC

598 is limited to 300 KCAS/0.72 TMN.

4.11.4.1

AIM−7F/M

Note

Missiles with K−9 autopilot are identified by a

segmented black line under the missile serial

CV arrestment, CV touch and go, or normal field

number or letters POP" after the serial number.

landings with full or partial fuel in the external

tanks is not authorized because of overload of the

1. Stations 1B and 8B  V_min to 1.3 TMN, all altiĆ

nacelle backup structure. Only minimum descent

tudes, +1g to limits of basic aircraft for non−zero

rate landings are authorized.

bank angles and limits of basic aircraft for zero bank

angle.

2. Stations 3 and 6  V_min to V_max for 0g to +2g, V_min

to 1.4 TMN for +2g to +4g, and V_min to 1.2 TMN

greater than +4g, all altitudes, +1g to limits of basic

Dive angles in excess of 10_ nose down with

aircraft for non−zero bank angles and 0g to limits of

900 pounds or more fuel in an external tank will

basic aircraft for zero bank angle.

result in fuel venting (dumping).

4−19

ORIGINAL

NAVAIR 01-F14AAD-1

3. Station 4

Vmin to 0.9 TMN for less than 15,000

4.11.5.1

AIM-7F/M

feet MSL for 0g to +1g, V_min to V_max greater than

15,000 feet MSL for 0g to +1g, and V_min to V_max

1. Stations 1 and 8

Vmin to Vmax, all altitudes, +1g

greater than +1g, all altitudes, +1g to limits of basic

to limits of basic aircraft for non-zero bank angles

aircraft for non-zero bank angles, and 0gto limitsof

and 0g to limits of basic aircraft for zero bank angle.

basic aircraft for zero bank angle.

2. Stations 3 and 6

Vmin to 350 KCAS, all altitudes,

4. Station 5

Vmin to 650 KCAS less than 30,000 feet

+1g for straight and level flight.

MSL for 0g to +1g, V_min to V_max greater than 30,000

feet MSL for 0g to +1g, and V_min to V_max greater

3. Stations 4 and 5

Vmin to 400 KCAS, all altitudes,

+1g for straight and level flight.

than+1g, all altitudes, +1gtolimitsofbasic fornon-

zero bank angles, and 0g to limits of basic aircraft

for zero bank angle.

4.11.4.2

AIM-9L/M

1. All stations

AIM-7 on stations 3 and 6 exhibit pronounced

Vmin to Vmax, all altitudes, -1.0g to

limits of basic aircraft.

outboard movement when jettisoned.

4.11.5.2

AIM-54C

1. Stations 1B and 8B V_min to V_max, all altitudes,

+ 1g to +6g for non-zero bank angles and 0g to +6g

for zero bank angle.

AIM-9 launch is prohibited with landing flaps

and slats extended.

2. Stations 3 and 6

Vmin to 1.4 TMN, all altitudes,

Note

+1g for non-zero bank angles and 0g to +1g for zero

Engine stall may result from firing of AIM-9

bank angle.

missiles. Engine exhaust gas temperature should

be monitored after each firing.

3. Stations 4 and 5

Vmin to Vmax, all altitudes, +1g

for non-zero bank angles and 0g to +1g for zero bank

angle.

4.11.4.3

AIM-54C

Note

1. Stations 1B and 8B — V_min to V_max, all altitudes,

For zero bank angle, limit V_min to V_max, all alti-

+1g to limits of basic aircraft for non-zero bank

tudes, 0g to limits of basic aircraft.

angles, 0g to limits of basic aircraft for zero bank

angle.

4.11.5.3

Capped 280-Gallon External Fuel Tank

2. Stations 3 and 6 — V_min to V_max 0g to +2g and Vmin

(Landing Gear and Flaps Retracted)

to 1.4 IMN +2g to +6g, all altitudes, +1g to +6g for

1. Full, partial, or empty tanks - Less than 0.90 TMN,

non-zero bank angles and 0g to +6g for zero bank

all altitudes, +1g to +3g.

angle.

2. Landing gear and/or flaps extended (emergency

3. Stations 4 and 5 — V_min to V_max, all altitudes, +1g

only) Less than 225 KCAS, all altitudes, +1g for

to +5g for non-zero bank angles and 0g to +5g for

straight and level flight.

zero bank angle.

4.12 BANNER TOWING RESTRICTIONS

4.11.5

Jettison Limits

1. Airspeed

220 KCAS maximum recommended.

Flight conditions for jettison

(emergency only) of

external stores are listed in the following paragraphs.

2. Maximum angle of bank

30 , 20_ throttles at idle

below 5,000 feet.

3. Use of speedbrakes Prohibited in flight.

CHANGE 1

4-20

NAVAIR 01−F14AAD−1

Note

D During takeoff, adequate clearance exists to

use speedbrakes for takeoff abort without conĆ

tacting tow cable.

MACH TRIM circuit breaker should be reset

prior to landing. Attempt reset below 0.6 TMN

D The maximum aircraft gross weight for a shipĆ

above 5,000 feet, if possible, to minimize trim

board banner launch is 67,000 pounds.

change transients. Failure to reset circuit breaker

may result in reduced nosedown longitudinal

4.13 TACTICAL AIR RECONNAISSANCE POD

control authority. Reduced authority may deĆ

SYSTEM LIMITATIONS

grade the pilot’s ability to counter pitchup during

waveoffs with aft cg.

See F14A/B/D A/G Tactical Manual (NWP 3−22.5−

F14A/B/D, Volume III, NAVAIR 01−F14AAD−1T−2) for airĆ

5. AIM−54 carriage/launch is not authorized at any

speed limits and store loadings authorized with TARPS pod.

station.

4.13.1

Authorized Stores Loading

6. Special weight and balance information for TARPS

pod configuration is available. Refer to handbook of

1. Downloading is authorized for store stations 1, 2, 7,

weight and balance (NAVAIR 01−1B−40).

and 8 only. Stations 3 and 6 must remain loaded for

cg control.

4.13.2

Interim AIM−7 as Ballast

2. Carrier and field arrestment operations are

TARPS−equipped aircraft are authorized to use

authorized.

specially configured interim AIM−7 missiles as ballast.

AIM−7 missiles specially configured for TARPS use will be

3. Aft cg limit is 17.5−percent MAC, nonjettisonable

designated as CATM−7E−2 or CATM−7F−2. Until then,

(captive carry) AIM−7 missiles, specially configĆ

R40293, R40268, R40302, R40264, R40144, R40298,

ured interim AIM−7 missile or AIM−54 rails and

R40674, R40297, R40274, R40267, and R40235 are

fairings on stations 3 and 6 shall be carried for cg

authorized as TARPS ballast, and weight and balance

control

(see Interim AIM−7 as ballast). Full

information provided for AIM−7F missiles shall be used to

ammunition pod, ALQ−100/126 or other authorized

determine weight and balance of aircraft.

equipment substitution may be required along with

AIM−7 missiles or AIM−54 fairings and rails to

1. CATM−7E−2  360 pounds per missile located at

maintain cg within aft limit. Individual weight and

aircraft station 381.7.

balance calculations shall be performed to ensure cg

limits are not exceeded.

2. CATM−7F−2  440 pounds per missile located at

aircraft station 381.7.

4. Pulling MACH TRIM circuit breaker will eliminate

stick force requirement during low−altitude, high−

speed flight.

4−21 (Reverse Blank)

ORIGINAL

NAVAIR 01−F14AAD−1

CHAPTER 5

Indoctrination

5.1

GROUND TRAINING SYLLABUS

5.1.1.5

Field Carrier Landing Practice/Carrier

Qualification Flight Support Lectures

5.1.1

Minimum Ground Training Syllabus

1. Mirror and Fresnel lens optical landing system

The ground training syllabus sets forth the minimum

2. Day landing pattern and procedures

ground training that must be satisfactorily completed prior to

operating the F−14D. If the aircrewmember has a current

3. Night landing pattern and procedures

F−14A/B NATOPS qualification, the ground syllabus will

consist of the F−14D unique systems. The ground training

4. Shipboard procedures and landing patterns

syllabus for each activity will vary according to local condiĆ

tions, field facilities, requirements from higher authority, and

5. CCA/ACLS procedures

the immediate unit commander’s estimate of squadron readiĆ

ness. The minimum ground training syllabus for the pilot and

6. In−flight refueling (day/night).

the RIO is set forth in the following paragraphs.

5.1.2

Waiving of Minimum Ground Training

5.1.1.1

Familiarization

Requirements

Flight physiological training as appropriate

All F−14D flight crewmembers shall be instructed on

the differences from model in which qualified and comply

F−14D flightcrew academic course

with those items listed below, as directed by the unit comĆ

manding officer.

F−14D MFT/WST (within 5 days).

Where recent crewmember experience in similar airĆ

5.1.1.2

Flight Support Lectures

craft models warrant, unit commanding officers may waive

the minimum ground training requirements provided the

F−14D flightcrew academic course.

flight crewmember meets the following mandatory

qualifications:

5.1.1.3

5.1.1.1 Intercept Flight Support

1. Has obtained a current medical clearance

F−14D flightcrew academic course.

2. Is currently qualified in flight physiology

5.1.1.4

Weapons Firing Flight Support Lectures

3. Has satisfactorily completed the NATOPS flight

Weapons preflight procedures

manual open− and closed−book examinations

Arming/dearming procedures

4. Has completed at least one emergency procedure

period in the MFT/WST (within 10 days)

Firing procedures

5. Has received adequate briefing on normal and

Safety procedures

emergency operating procedures

Jettison/dump areas.

6. Has received adequate instructions on the use and

operation of the ejection seat and survival kit.

5−1

ORIGINAL

NAVAIR 01−F14AAD−1

5.2

FLIGHT TRAINING SYLLABUS

5.2.2.3

Weapons System Employment

5.2.1

Flightcrew Flight Training Syllabus

Qualification is in accordance with existing training

and readiness directives.

Before flight, all flight crewmembers will have com-

pleted the familiarization and flight support lectures pre-

5.2.2.4

Field Carrier Landing Practice and

viously prescribed. A qualified FRS instructor pilot will

Carrier Qualifications

occupy the rear seat for the first familiarization flight. A

qualified FRS instructor RIO can occupy the rear seat if the

Qualification is in accordance with existing training

pilot in command has been previously NATOPS qualified in

and readiness directives.

the F−14A/B. The geographic location, local command re-

quirements, squadron mission, and other factors will influ-

5.3

OPERATING CRITERIA

ence the actual flight training syllabus and the sequence in

which it is completed. The specific phases of training are

5.3.1

Ceiling/Visibility Requirements

listed in the following paragraphs.

Before the pilot becomes instrument qualified in the

5.2.2

Flightcrew Flight Training Phases

aircraft, field ceiling, visibility, and operating area weather

must be adequate for the entire flight to be conducted in a

5.2.2.1

Familiarization

clear airmass according to visual flight rules. After the pilot

becomes instrument qualified, the following weather criteria

Military power takeoffs

apply:

Buffet boundary investigation

CEILING AND VISIBILITY

F−14D HOURS

(FEET) (MILES)

Approach to stalls

Less than 10

VFR

Slow flight

10 to 20

800 and 2; 900 and 1½;

1,000 and 1

Acceleration run to Mach 1.3

20 to 45

700 and 1; 600 and 2;

500 and 3

Subsonic and supersonic maneuvering

and above

Field minimums or 200

and

Investigate all features of the DFCS/stab aug

½, whichever is higher.

Formation flight

F−14A/B FLEET

Aerobatics

EXPERIENCED

AIRCREW

CEILING AND VISIBILITY

10. Single−engine flight at altitude and airstarts

(F−14D HOURS)

(FEET) (MILES)

11. Simulated single−engine landings

Less than 10

VFR

10 to 30

700 and 1; 600 and 2;

12. Landing with full and with no flaps

500 and 3

13. Acceleration runs at various altitudes.

30 and above

Field minimums or 200 and

½, whichever is higher.

5.2.2.2

Instruments

Where adherence to these minimums unduly hampers

Basic instrument work

pilot training, commanding officers may waive time−in−

Penetration and approaches

series requirements for actual instrument flight, provided

pilots meet the following criteria:

Local area round−robin (day and night) flights.

1. Have a minimum of 10 hours combined time in the

An F−14D pilot is considered instrument qualified if

F−14A/B/D

currently instrument qualified in the F−14A/B.

2. Completed two simulated instrument sorties

CHANGE 2

5−2

NAVAIR 01−F14AAD−1

3. Completed two satisfactory TACAN penetrations

5.3.2.3

NATOPS Currency

4. Completed five satisfactory ground−controlled

Flight crewmembers who have more than 45 hours in

approaches.

F−14A/B/D aircraft model are considered current in aircraft

series, provided they continue to satisfy the following

5.3.2

NATOPS Qualification and Currency

requirements:

Requirements

1. Have satisfactorily completed the ground phase of

F−14 NATOPS qualifications are for a specific aircraft

the NATOPS evaluation check, including OFT/

series. The following terms are defined for use in interpreting

COT/WST/MFT emergency procedures check (if

the F−14 qualification and currency requirements.

available) and have completed a NATOPS evaluaĆ

tion check with a grade of Conditionally Qualified

1. Aircraft type  The broadest classification of airĆ

or better within the past 12 months.

craft as to its physical characteristics (e.g., fixed

wing or rotary wing).

2. Have flown 10 hours in aircraft model, 5 hours of

which shall be in aircraft series, and made five

2. Aircraft model  The basic mission symbol and deĆ

takeoffs and landings in aircraft model within the

sign number of an aircraft (e.g., P−3, F−14, H−3).

last 90 days.

3. Aircraft series  The specific version of an aircraft

3. Are considered qualified by the commanding offiĆ

model (e.g., F−14A, F−14B, or F−14D).

cer of the unit having custody of the aircraft.

5.3.2.1

Initial NATOPS Qualification in Aircraft

Flight crewmembers who are current in the F−14A and

Series

F−14D are considered current in the F−14B. NATOPS requaliĆ

fication for the F−14A, and F−14B can be accomplished

Initial F−14 NATOPS qualification in series shall inĆ

during the same evaluation check, provided the NATOPS

clude satisfactory completion of the following requirements:

open, closed, boldface, and currency requirements are met

for each series.

1. Formal ground phase training.

5.3.2.4

Currency Renewal

2. The NATOPS open−book, closed−book, and boldĆ

face exams.

Flight crewmembers who have not remained current

shall complete the following requirements in order to

3. A flight syllabus at a fleet replacement squadron.

reestablish currency:

The syllabus shall include 10 flight hours under

instruction,

4 hours of which may be flown in a

1. Fight crewmembers who have not maintained

CNO−approved flight simulator for the same aircraft

10 hours in model, 5 hours of which shall be in

series.

aircraft series, and five takeoffs and landings in

aircraft model within the last 90 days, shall do the

4. A NATOPS evaluation check in a CNO approved

following:

flight simulator by an FRS instructor. If a simulator

is not available, a separate NATOPS evaluation

a. Complete a safe−for−flight simulator check with

checkflight is required.

a squadron NATOPS instructor.

5. Fleet replacement squadron commanding officers

b. Be considered qualified by the commanding offiĆ

may waive the flight hour requirement for radar

cer of the unit having custody of the aircraft.

intercept officers.

2. Flight crewmembers who are current in series exĆ

5.3.2.2

Continued NATOPS Qualification

cept for a NATOPS evaluation check within the last

12 months shall do the following:

To maintain a continued NATOPS qualification after

initial qualification in aircraft series until currency is estabĆ

lished, pilots and RIOs shall comply with the minimum flight

hour requirements in each specific phase as determined by

the unit commanding officer.

5−3

ORIGINAL

NAVAIR 01−F14AAD−1

a. Complete a NATOPS evaluation check (includĆ

Have a valid instrument card.

ing emergency procedures simulator check,

NATOPS open−book, closed−book and boldface

Have completed at least one night familiarization

examinations) with the squadron NATOPS

flight in the F−14A/B/D or fly with a qualified

instructor.

instructor RIO.

b. Be considered qualified by the commanding offiĆ

Have completed maintenance checkout for servicĆ

cer having custody of the aircraft.

ing aircraft.

Flight crewmembers without a current NATOPS

5.3.3.4

Cross Country  RIO

evaluation check and who have not maintained

10 hours in model, 5 hours in aircraft series, and five

Have completed at least one night familiarization

takeoffs and landings in aircraft model within the

flight in the F−14A/B/D or fly with a qualified

last 90 days shall do the following:

instructor pilot.

a. If 6 months or less since last flight:

5.3.3.5

Air−to−Air Missile Firing  Pilot

(1) Perform an emergency procedures and

Have a minimum of 15 hours combined time in the

safe−for−flight check in a CNO−approved

F−14A/B/D, 5 of which must have been flown in

simulator.

the F−14D.

(2) Fly one flight with squadron NATOPS

Be considered qualified by the commanding officer.

instructor.

5.3.3.6

Air−to−Air Missile Firing  RIO

(3) Complete a NATOPS evaluation check

(including NATOPS open−book, closed−

Have a minimum of 25 hours combined time in the

book, and boldface examinations).

F−14A/B/D as crewmember, 10 of which must be in

the F−14D.

(4) Be considered qualified by the commanding

officer of the unit having custody of the

Have satisfactorily completed a minimum of two inĆ

aircraft.

tercept flights during which simulated firing runs

were conducted utilizing the voice procedures and

b. If greater than

6 months since last flight, a

clear−to−fire criteria to be utilized in live firing.

repeat of the initial NATOPS qualification

requirements is required at the fleet replacement

Be considered qualified by the commanding officer.

squadron.

5.3.3.7

Carrier Qualifications

5.3.3

Requirements for Various Flight Phases

Each crewmember will have a minimum of 50 hours

5.3.3.1

Night  Pilot

combined time in the F−14A/B/D (15 hours minimum in

F−14D), of which 15 hours is night time (5 night hours

1. Combined time in F−14A/B/D not less than

in F−14D) and meet the requirements set forth in the CV

10 hours.

NATOPS manual. Minimum hour requirement for radar

intercept officers may be waived by the commanding

5.3.3.2

Night  RIO

officer based upon individual experience level and crew

composition.

1. Combined time not less than 3 hours in the F−14A/

B/D as crewmember.

5.3.4

Mission Commander

5.3.3.3

Cross Country  Pilot

The mission commander shall be a NATOPS−qualified

pilot or RIO, qualified in all phases of the assigned mission,

1. Have a minimum of 15 hours total in the F−14A/B/D

and designated by the unit commanding officer.

as first pilot or fly with a qualified instructor RIO.

ORIGINAL

5−4

NAVAIR 01−F14AAD−1

5.3.5

Minimum Flightcrew Requirements

Steel−toed flight safety boots

Life preserver

The pilot and the RIO (or two pilots) constitute the

normal flightcrew for performing the assigned mission for all

Harness assembly

flights. Unit commanders may authorize rear−seat flights for

personnel other than qualified pilots and RIOs provided such

Shroud cutter

personnel have received thorough indoctrination in the use of

the ejection seat and oxygen equipment and in the execution

Sheath knife

of rear−seat functions and emergency procedures. Where opĆ

erational necessity dictates, unit commanders may authorize

10. Flashlight (for all night flights)

flights with the rear seat unoccupied provided the requireĆ

ment for such flight clearly overrides the risk involved and

11. Strobe light

justifies the additional burden placed on the pilot. In no case

is solo flight authorized for shipboard operations, combat, or

12. Pistol with tracer ammunition or approved flare gun

combat training missions.

13. Fire−retardant flight gloves

5.4

FLIGHT CREWMEMBER FLIGHT EQUIPMENT

14. Identification tags

REQUIREMENTS

15. Antiexposure suit in accordance with OPNAVINST

In accordance with OPNAVINST 3710.7, the flying

3710.7

equipment listed below will be worn or carried, as applicable,

by flight crewmembers on every flight. All survival

16. Personal survival kit

equipment shall be secured in such a manner that it will be

easily accessible and will not be lost during ejection or

17. Other survival equipment appropriate to climate of

landing. All equipment shall be the latest available as

the area

authorized by the Aircrew Personal Protective Manual,

NAVAIR 13−1−6.

18. Full pressure suit and Mk 4 life preserver on all

flights above 50,000 feet MSL

1. Protective helmet

19. Pocket checklist

2. Oxygen mask

20. Navigation packet.

3. Anti−g suit

4. Fire−retardant flightsuit

5−5 (Reverse Blank)

ORIGINAL

NAVAIR 01−F14AAD−1

CHAPTER 6

Flight Preparation

6.1

PREFLIGHT BRIEFING

Ordnance and stores carried/preflight/restrictions

on use

Preflight briefings shall be conducted immediately

Communications plan

before the launch of scheduled flights and must be carried out

in an expeditious but thorough manner. Ample time should

Area/NOTAMs

be given for briefing with external assets as well as for

conducting internal element briefs. When scheduling a brief,

10. Clearance/NAVAIDs

consideration should be made to ensure that enough time is

given for the aircrew to finish briefing, don all flight gear,

11. Ground/deck procedures

check out any special items required for the mission

12. Takeoff/departure/rendezvous

(authenticators, cameras, guns), read the aircraft discrepancy

book, and man up the aircraft in order to make the scheduled

13. En route/formation

launch time. For this reason, it is imperative that all pilots and

RIOs be in flightsuits ready for the brief at the designated

14. Tanking plan

time.

15. Combat checks/alpha check

The brief should optimally be conducted in a desigĆ

nated briefing room, free of distractions, with a white dry

16. Recovery procedures (VFR/IFR)

erase board and ¹/72 scale aircraft models. A briefing board

should be put up prior to the brief, depicting applicable admin

17. Joker/bingo fuel

items, mission objectives, flight conduct, special instrucĆ

tions, and necessary diagrams. Aircrew should utilize apĆ

18. NORDO procedures

propriate tactical manuals and current weapon school manuĆ

19. Emergencies/diverts/SAR/birdstrike

als and journals for mission planning. The brief shall include,

but not be limited to, the following.

20. Training rules

6.1.1

Administration

21. Contingencies.

The following items should be covered for each flight,

6.1.2

Missions

regardless of the mission.

1. Event number

Aircrew should brief each section that applies to their

expected mission. Missions not specifically discussed in this

2. Launch/recovery times/recovery order

chapter should be covered using the appropriate tactical

manual.

3. Lineup/call signs/avionics plan

6.1.2.1

Low−Level/Strike Ingress

4. Mission assigned/alternate missions

1. Time hack

5. External assets/call signs

2. Controlling agency route brief

6. Weather

a. Restrictions/hot areas

a. Base, en route, target, area, divert

b. Water/air temperature, sea state

6−1

ORIGINAL

NAVAIR 01−F14AAD−1

Current charts/Chart Update Manual

Weaponeering/switchology

Entry/exit times

a. Target type

Formation/altitude/airspeed

b. Weapon

Navigation mode/plan

c. Attack/delivery mode

a. Waypoint LAT/LONG

d. Fuze/delay

Communications

e. Functioning delay

Checkpoints/turnpoints

f. Interval

Timing/corrections

g. Stick length

10. Radar plan/search contracts

h. Frag pattern

11. Threat awareness (SAM, AAA, A/A)

i. Manual MIL setting

12. DECM/RWR/expendables

j. Stations selected

13. Target area ingress Ċ Initial point/target

k. Laser codes

14. Abort criteria/procedures

Release conditions

15. Safety.

a. Dive angle

6.1.2.2

Air−to−Ground Strike

b. Airspeed/Mach

c. Release/recovery altitude

Time hack

A/G checklist complete

d. Heading

e. Slant range

Range/area

Time on target

f. Time of fall

10. Off−target rendezvous/egress/RTF

Communications

11. Hung ordnance/jettison

Swing fighter consideration

Target area tactics

12. Abort criteria/procedures

13. Safety.

a. SEAD window

b. Target ID/acquisition

6.1.2.3

Air−to−Air

c. Tactic/backup tactic

Mission type/objectives/strike integration/friendly

assets

d. Aircraft interval/sequence

Threat awareness (A/A, SAM, AAA)

e. Aim points/backup aim points

ROE/PID criteria

f. Threat awareness (SAM, AAA, A/A)

GCI/control/bullseye

g. DECM/RWR/expendables

ORIGINAL

6−2

NAVAIR 01−F14AAD−1

Precommit

Postmerge/egress

a. Position/time/CAP management

a. Target area considerations/frag

b. Formation/visual lookout

b. Flow/new ROE

c. Radar gameplan

d. Defense in depth

d. Visual lookout doctrine/commit

Commit

e. Rendezvous

a. Authority/criteria

10. Defensive considerations

b. Abort/reset

a. Communications

Intercept

b. Threat/nose position/RWR

a. Geometry/flow

c. Missile/guns defense

b. Formation/altitude/airspeed

d. E−pole.

c. Communications (cadence/priority)

6.1.2.4

TARPS

d. Radar search responsibilities

Mission type

e. Meld/targeting

a. SSC/mapping/standoff/point target

f. Sort/lock range/no sort

Pod checks  on deck/airborne

g. Missile employment

Operating area/route/TOT

h. Crank/expendables

Navigation mode/plan  primary/secondary

i. Drop criteria/factor bandit range

a. INS/GPS/visual/DR

j. Degrades

b. Checkpoint

k. Float/split

c. Post target IPs

l. Preplanned coordinated maneuvers

d. Topography/terrain

m. Radar warning receiver

Target acquisition/ID/placement

n. Abort/reset

Sensors

8. Approaching the merge/merge

a. Primary/secondary/tertiary

a. Fuel package

b. Vg/H settings

b. IRCM

c. Troubleshooting

c. Section/division maneuvering

d. Engage/blowthrough

6−3

ORIGINAL

F-14D. FLIGHT MANUAL (2004) - page 6