F-14D. FLIGHT MANUAL (2004)

NAVAIR 01−F14AAD−1

PROFILE

ABC

39.

Speedbrake switch.

a. EXT−RET.

b. Verify stabilizers shift 1° nosedown (clean) or 3° nosedown (AIM−54 rails) on extension and

opposite on retraction (ITS).

ABC

40.

Flaps down.

a. Verify stabilizer shifts 3° nose up (ITS).

ABC

41.

Flight controls Ċ Trim.

Verify full range of trim authority in all axes and power approach spoiler gearing with full left/right

lateral trim and corresponding full left/right lateral stick (spoiler deflection should be reduced to

35° deployment with full trim into stick displacement). Careful attention should be given to the

operation and accuracy of the control surface position indicator during this test. This gauge is

utilized routinely to determine DFCS flight control functionality airborne and any inaccuracies

or friction in the indicator will impact the ability to resolve DFCS operation. A useful technique

is to trim full authority in one direction, observe the position indicator and then move the control

stick/rudder pedals slightly in the same direction of trim and release and note any change in the

position indicator due to inaccuracy/friction in the gauge.

a. Trim Ċ Full Nose Down, check 9° TED.

b. Stick full aft Ċ Check for free movement.

c. Trim Ċ Full nose up, check greater than 18° TEU (17 to 19 seconds).

d. Stick full forward Ċ Check for free movement.

e. Yaw trim Ċ 7° Left to 7° Right (12 to 14 seconds).

f. Trim Ċ Full Left, check 6° differential tail split.

g. Stick full left Ċ Check power approach spoiler gearing and uniform 35° to 55° spoiler extenĆ

sion.

h. Trim Ċ Full right; check 6° differential tail split (16 to 18 seconds).

i. Stick full right Ċ Check power approach spoiler gearing and uniform 35° to 55° spoiler extenĆ

sion.

ABC

42.

Flight controls Ċ Cycle.

Verify full range of control surface authority. As above identify the operation and accuracy of the

control surface position indicator. Note the 0.1 inch lateral stick deflection spoiler breakout in

the power approach (PA) configuration. Spoiler breakout in the gear up configuration is 0.5 inch.

Observe the following:

a. Longitudinal Ċ 36° TEU to 9° TED horizontal tail (33° to 12° without ITS).

b. Lateral Ċ 24° total differential tail.

c. Directional Ċ 30° rudder.

ORIGINAL

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NAVAIR 01−F14AAD−1

PROFILE

d. Longitudinal/Lateral combined Ċ 35° TEU to 15° TED.

e. Spoilers Ċ 55° extension.

Note

A stabilizer vibration may occur when the control sysĆ

tem linkage is held in contact with the tail stops fully

engaged during stick cycling checks. This vibration is

acceptable, provided it damps when the control stick

is moved to clear the stop in contact. Clearance from

the stop can best be verified by movement of the

matching stabilizer indicator needle away from its

maximum travel position.

ABC

43.

Spoiler checks.

DLC Ċ Check.

Verify DLC engagement/operation and stabilizer shift upon engagement and subsequently

upon up" DLC commands via the thumbwheel.

(1) DLC Ċ Engage. Verify stabilizer shifts 2¾° below trim. Inboard spoilers extend to 17½°.

(2) Full up DLC. Verify stabilizer returns to trim. Inboard spoilers go to −4½°.

(3) Full down DLC. Verify stabilizer remains 2¾° below trimmed position and inboard

spoilers extend to 55°.

(4) Stick 2 inches left (check spoiler gearing). Left wing outboard +30° and inboard +55°.

Right wing both inboard/outboard −4½°.

(5) Stick 2 inches right (check spoiler gearing). Right wing outboard +30° and inboard 55°.

Left wing both inboard/outboard −4½°.

(6) DLC Ċ Disengage.

SPOILER BK Ċ Select.

SPOILER BK selection to verify ground roll braking operation.

SPOILER BK/Throttle interlocks Ċ Check.

(1) SPOILER BK Ċ Deselect.

(2) Pull O/B SPOILER PUMP cb 2B3 (coordinate with RIO).

Pulling the O/B SPOILER PUMP cb will de−energize the outboard spoiler module.

The SPOILERS caution light will not illuminate until a lateral stick sweep is performed

which will be detected by the DFCS as a failure of the outboard spoiler actuators and result

in isolation of both left and right outboard spoilers. The DCP will only report fault codes

in the FAIL group of the left or right outboard spoiler pair in the direction of initial stick

displacement. MASTER RESET will reset the spoiler control logic and a subsequent initial

stick displacement in the opposite direction will result in the DCP reporting FAIL codes

for the other side. Reset cb and a MASTER RESET will extinguish the SPOILERS caution

light and remove DCP FAIL codes.

(a) Verify no SPOILERS caution light.

10−11

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NAVAIR 01−F14AAD−1

PROFILE

(b) Perform lateral stick sweep. Observe SPOILERS caution light, verify DCP FAIL fault

codes SP3 and SP4 (L or R on initial lateral stick input).

44.

Radar altimeter Ċ Test.

45.

Displays Ċ CHECK.

46.

TACAN Ċ BIT.

47.

ARA−63 Ċ BIT.

48.

Gunsight Ċ Check (manual mode).

a. Select A/A mode, Weapon select switch Ċ GUN.

b. Select manual mode via CAGE/SEAM switch.

c. Set +34 mils. Verify the manual reticle is positioned over the HUD heading tick.

d. Weapon select switch Ċ OFF.

49.

Emergency disengage paddle.

The emergency disengage paddle will not disengage SAS operation nor will it deselect any STAB

AUG switches.

a. Paddle switch Ċ Hold Depressed.

b. Verify throttles in manual mode.

c. Engines revert to SEC mode.

50.

OXYGEN Monitor Ċ TEST.

Release the TEST button as soon as the OBOGS light is illuminated. Verify OBOGS light is out

within 20 seconds.

The monitor will fail without any indication to the airĆ

crew. For this reason, it is essential that the pilot test

the monitor function prior to launch and prior to

ascending above 10,000 feet MSL. If the aircrew susĆ

pects the onset of hypoxia at any time, immediately

select BACKUP. The monitor may be tested once the

aircraft has descended to a maximum cabin altitude

of 10,000 feet by reselecting ON on the OBOGS

MASTER switch.

Note

The monitor can take up to 2 minutes to warm up,

depending on the ambient temperature. The OBOGS

light will not be illuminated during the warmup

period.

ORIGINAL

10−12

NAVAIR 01−F14AAD−1

PROFILE

f. Right throttle Ċ MIN AB.

Verify rpm increases 3 to 6 percent.

g. Right throttle Ċ MIL.

h. Left throttle Ċ MIN AB.

Verify rpm increases 3 to 6 percent.

i. Left throttle Ċ MIL.

j. THROTTLE MODE switch Ċ MAN.

k. Both throttles Ċ IDLE.

l. THROTTLE MODE switch Ċ BOOST.

m. Hook handle Ċ UP.

Verify hook stowed and RATS light out.

n. Perform AICS programmer reset.

o. Throttles Ċ MIL.

p. Flight control wipeout.

10.3.6

Takeoff and Climb

53.

Landing gear Ċ Retract (9 to 15 seconds nominal).

54.

Servo and radar altimeters Ċ Check below 5,000 feet.

55.

REFUEL PROBE switch Ċ EXT−RET.

56.

AFTC Ċ Check.

Note

D SEC mode transfer while in minimum AB may result

in pop stalls. Non−emergency manual selection of SEC

mode airborne should be performed in basic engine

with the power set above 85−percent RPM.

D If the fan speed limiter circuit has failed, engine rollĆ

back may occur with the selection of SEC mode. In the

event of engine rollback, PRI mode must be reselected

above 59−percent rpm or flameout will occur and an

airstart will not be possible.

a. L ENG mode switch Ċ SEC.

b. Left throttle Ċ Check basic engine power response.

c. L ENG mode switch Ċ PRI.

d. R ENG MODE switch Ċ SEC.

ORIGINAL

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NAVAIR 01−F14AAD−1

PROFILE

e. Right throttle Ċ Check basic engine power response.

f. R ENG MODE switch Ċ PRI.

g. Cycle AICS cb’s at a constant subsonic Mach.

Note

Cycling AICS cb’s while airborne may illuminate the

FCS CAUTION and ARI DGR lights.

10.3.7

Ten Thousand Foot Checks

57. OXYGEN monitor Ċ TEST.

Release the TEST button as soon as the OBOGS light is illuminated. Verify OBOGS light is out

within 20 seconds.

The monitor will fail without any indication to the airĆ

crew. For this reason, it is essential that the pilot test

the monitor function prior to launch and prior to ascendĆ

ing above 10,000 feet MSL. If the aircrew suspects the

onset of hypoxia at any time, immediately select

BACKUP. The monitor may be tested once the aircraft

has descended to a maximum cabin altitude of 10,000

feet by reselecting ON on the OBOGS master switch.

Note

The monitor can take up to 2 minutes to warm up,

depending on the ambient temperature. The OBOGS

light will not be illuminated during the warmup

period.

58. ECS check (Airspeed 250 KCAS).

In CV environment, ensure external tanks are empty

prior to ECS checks.

ECS check should be performed at altitudes above 8,000 feet so cabin pressurization can be

checked, but low enough to prevent large cockpit pressure changes when cockpit air is secured.

a. Cabin altitude approximately 8,000 feet.

b. Air distribution Ċ CANOPY DEFOG/CABIN AIR.

c. WCS switch Ċ STBY (coordinate with RIO).

d. AIR SOURCE pushbutton Ċ OFF.

Cockpit pressurization will quickly bleed off and cabin pressure altimeter should indicate

aircraft altitude.

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NAVAIR 01−F14AAD−1

PROFILE

e. CABIN PRESS switch Ċ DUMP.

Cockpit will completely depressurize.

f. RAM AIR switch Ċ INCR (35 to 50 seconds to fully open ram air door).

As ram air door opens (up to 50 seconds to open fully), there will be an increase in cockpit

airflow.

g. AIR SOURCE pushbutton Ċ RAM.

With RAM selected, 400° manifold is re−pressurized, which maintains canopy seal, airbags,

and antenna waveguides pressurization. As canopy seal re−inflates, cockpit pressurization

available from ram air will be much more apparent.

h. RAM AIR switch Ċ DECR/CLSD.

Observe reduction in cockpit airflow.

i. CABIN PRESS switch Ċ NORM.

j. AIR SOURCE pushbutton Ċ BOTH ENG.

k. WCS switch Ċ XMT (Coordinate with RIO).

10.3.8

Fifteen Thousand Foot Checks

ABC

59.

Fuel transfer Ċ Check.

60.

Basic SAS checks (Airspeed 300 KCAS).

Deselection of the ROLL and/or YAW SAS switch should result in an ARI/SAS OUT caution light.

Deselection of the PITCH SAS switch should not illuminate any caution lights.

a. Pitch pulse forward and aft Ċ PITCH SAS OFF/ON.

Pitch pulse is executed with a partial fwd/aft motion and release of the control stick followed

by observation of resultant aircraft motion. Observe increased damping of aircraft response

with PITCH SAS ON.

b. Full stick roll Ċ ROLL SAS OFF/ON.

Note ARI/SAS OUT light when ROLL SAS OFF. Note full extension of down wing spoilers.

Check for 14° of differential stab split with ROLL SAS OFF, and >20° of stabilizer split with

ROLL SAS ON. Full stick roll acceleration with ROLL SAS OFF will be significantly less than

with ROLL SAS ON because of reduced horizontal tail authority. In addition residual aircraft

motion will be less dampened with the ROLL SAS OFF. Observe slight reduction in differential

tail at high roll rates with ROLL SAS ON due to roll rate feedback limiting.

c. Rudder pulse left and right Ċ YAW SAS OFF/ON.

Note ARI/SAS OUT light when YAW SAS OFF. Rudder pulse is executed with a partial

left/right motion and release of the rudder pedals followed by observation of resultant aircraft

motion. Observe Dutch roll response with YAW SAS OFF. Yaw excursions should cease

immediately upon engagement of YAW SAS ON.

ORIGINAL

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NAVAIR 01−F14AAD−1

PROFILE

61.

Wing−sweep and maneuver devices check (airspeed 0.5 Mach).

Lateral trim check. Observe <2° differential tail split.

Trim aircraft for hands off level flight turn needle/ball and yaw string centered. Observe normal

lateral trim requirement. Do not retrim during subsequent wing sweep checks. Aircraft

horizontal stabilizer rigging should require <2° differential tail split to maintain wings level

flight throughout wing program schedule. (<500 lb wing fuel split or wings empty).

Maneuver devices Ċ EXT.

WING SWEEP MODE switch Ċ AFT (check that wings stop at 50°).

Maneuver flaps partial up with thumbwheel. Ensure that devices retract.

WING SWEEP MODE switch Ċ BOMB.

(1) Verify maneuver devices automatically retract and then wings sweep to 55°.

WING SWEEP MODE switch Ċ MAN FULL AFT.

(1) Note whether aircraft requires retrim of rudder or differential stab to remain wings level/

no sideslip.

(2) Release controls and measure elapsed time to 30° bank angle. If <6 seconds, reattempt

check with wing fuel cells empty.

WING SWEEP MODE switch Ċ AUTO.

EMERGENCY WING SWEEP handle Ċ Cycle 22_, 68_, 22_.

(1) Verify spider detent is engaged, emergency WING SWEEP warning light out.

(2) MASTER RESET pushbutton Ċ Depress, check WING SWEEP advisory light out.

Maneuver devices Ċ EXT.

Accelerate to >0.79 Mach and check maneuver devices remain retracted (maneuver devices

start automatic retraction at 0.68

$0.02 Mach).

Decelerate to <0.68 Mach and check maneuver devices remain retracted.

WING SWEEP MODE switch Ċ AUTO. Verify wings are in AUTO mode.

ABC

62.

ASYM LIMITER switch Ċ Check (airspeed 300 KCAS).

a. Throttles Ċ MIL or Less.

b. ASYM LIMITER switch Ċ OFF.

c. Left throttle Ċ MAX AB.

Observe full AB available.

d. ASYM LIMITER switch Ċ ON.

Observe reduction to min AB (12−percent).

e. Repeat steps a through d for right engine.

ABC

63.

High AOA Mach lever/AUTO MAN devices.

a. Throttles Ċ IDLE.

10−17

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NAVAIR 01−F14AAD−1

PROFILE

b. Slowly increase aircraft AOA and allow aircraft to stabilize; maneuver devices extended at

10.5 units AOA.

This is the first comparison of ARI alpha nose−probe (radome) and ADD AOA side−probe

(left fuselage) AOA inputs and any disparity could indicate potential limited DFCS

functionality.

Note

The maneuver device AOA signal from the ARI alpha

nose−probe to the CADC has a faster response rate

than the signal from the ADD AOA side−probe to the

AOA indicator, causing a low reading (error) on the

indicator. This error is directly proportional to the airĆ

craft AOA maneuver rate. Therefore, to determine

when maneuver device extension occurs, perform the

high−AOA maneuver device check by slowly increasĆ

ing/decreasing aircraft AOA and allowing aircraft to

stabilize.

c. Recover to <8 units AOA. Verify maneuver devices retract at 8 units AOA.

Maneuver devices should retract at 2 units less than extension to provide a deadband" to

reduce stress associated with automatic extension/retraction commands on the maneuver

flaps/slats.

ABC

64.

UA−ARI checks. Approaches to stalls.

Clean stall with maneuvering devices extended.

(1) Stabilize in level flight, speedbrakes out, 15 units AOA.

(2) Verify maneuvering devices extended.

(3) Slowly decelerate to buffet onset. Note AOA (light airframe buffet at 13 to 14 units AOA).

(4) Differential Tail Fadeout (DTF) / Lateral Stick−to−Rudder Interconnect (LSRI) check.

DTF/LSRI functionality is active between approximately 10 to 28 units AOA. The

functionality reduces full lateral stick differential tail authority from a 24° to 4° split as

aircraft AOA and Mach increase.

(a) Stabilize at 10−12 units AOA. Make full lateral stick input, note no initial rudder

deflection in direction of lateral stick and full differential tail available (>20° split).

(b) Continue deceleration to stabilize at 25−28 units AOA. Make full lateral stick input,

note initial 19° rudder deflection in direction of stick input and reduced differential

tail authority (10

$ 4° total split). Observe roll in direction of stick input.

(5) Wing Rock Suppression (WRS) check.

WRS functionality is active between approximately 20 to 30 units AOA. The functionality

is designed to prevent wing rock from starting and may only be marginally effective at

reducing an established wing rock.

(a) Stabilize at 22−25 units AOA.

(b) Observe no wing rock.

ORIGINAL

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NAVAIR 01−F14AAD−1

PROFILE

inputs.

(d) Select ROLL SAS switch Ċ ON, hold stick/rudder centered and observe reduction or

elimination of wing rock.

(6)

Low Speed Cross Control (LSXC) check.

LSXC functionality is effective above 30 units AOA and below 0.4 Mach. During this

maneuver the pilot should slowly continue to decelerate to full aft stick with the nose less

than 30° pitch attitude. The pilot should then input full left lateral stick and observe the

4° differential tail fadeout and full 19° rudder in the direction of stick. When the pilot

inputs full right rudder pedal the differential tail fadeout will be overridden and allow a 20°

differential tail split LWD and a full 30° right rudder as commanded. The low speed cross

control functionality will provide for a sluggish right roll/yaw response with rudder at high

AOA.

(a) Continue deceleration to full aft stick, <30° pitch attitude (>30 units AOA).

(b) Lateral stick Ċ Full left. Observe 4° differential tail split LWD and 19° left rudder.

tail split LWD, 30° right rudder, and aircraft right roll/yaw response.

Note

Reduction to original authorities can occur if AOA

falls below 30 units or yaw rate exceeds 20 deg/sec as

the LSXC functionality is overridden.

(7)

Recover to <15 units AOA, retract maneuvering devices when proper DFCS control inputs

and right roll/yaw response observed or when aircraft <30° nose down pitch attitude.

Clean stall with maneuvering devices retracted.

(1) Stabilize in level flight, speedbrakes out, 15 units AOA.

(2) Ensure maneuver devices retracted using thumbwheel, maintain power setting.

(3) Slowly decelerate to buffet onset and note AOA (light airframe buffet at 12 to 13 units,

increasing to moderate intensity at 15 units AOA).

(4) Continue deceleration to 28 units AOA. Note any abrupt or significant rolloff tendencies.

10.3.9

Ten Thousand Foot Checks

ABC

65.

Structural integrity check (airspeed 0.9 Mach at 10,000 feet).

a. High−speed dash Ċ MIL THRUST.

b. High−g turn.

c. Anti−g valve operation.

d. Accelerometer Ċ Check.

10−19

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NAVAIR 01−F14AAD−1

PROFILE

10.3.10 Airstarts (Twenty Thousand Feet)

66.

Radar power switch Ċ OFF (coordinate with RIO).

67.

Spooldown airstart.

a. Stabilize at 300 KCAS.

b. Right throttle Ċ OFF, then IDLE at 60−percent rpm.

Note

Sub−idle stall can be cleared by cycling the throttle to

OFF and immediately returning it to IDLE.

c. Stabilize at 300 KCAS.

d. Left throttle Ċ OFF, then IDLE at 60−percent rpm.

Note

D Sub−idle stall can be cleared by cycling the throttle to

OFF and immediately returning it to IDLE.

D A left generator transient may cause a Mach fault illuĆ

minating the FCS CAUTION, ARI DGR, HZ TAIL

AUTH, RUD AUTH and MACH TRIM lights. This

should clear with a MASTER RESET.

68.

Radar power switch Ċ XMT (coordinate with RIO).

10.3.11

Climb to Thirty−Five Thousand Feet

69.

Fuel management.

Left

Right

FEED

FUS

WING

EXT

TOTAL

70. ECS check

a. Automatic cabin temperature control.

b. Manual cabin temperature control.

c. Cabin altitude schedule (approximately 14,000 feet at 35,000 feet).

71. Afterburner light−off Ċ Check (airspeed 210 KCAS).

a. ASYM LIMITER switch Ċ OFF.

b. Throttles Ċ MAX AB (verify AB light−off within 10 seconds).

ORIGINAL

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NAVAIR 01−F14AAD−1

PROFILE

f. Compare pitot−static instruments (pilot and RIO). Pilot should report Mach in increments of

0.1 Mach. RIO should indicate 0.1 Mach less than pilot’s Mach indication.

Pilot STBY

RIO STBY

Calibrated

Altitude

Airspeed

Note

A significant difference between front and rear airĆ

speed indications may result in compressor stalls

because of inlet ramp mispositioning.

g. Throttles Ċ IDLE (MIL if idle−lockup check failed).

Monitor rpm decay while retarding throttles to idle to

ensure proper idle lockup operation. Discontinue idle

lockup check if rpm decays more than 2 percent above

1.1 Mach. Place throttles to MIL and decelerate.

10.3.13 Zoom Climb (Forty Thousand Feet)

75. Pitch up to Flight level 400.

76. Cabin pressurization and ECS Ċ Check (approximately 17,000 feet at 40,000 feet).

10.3.14 Twenty Thousand Foot Checks

77. Autopilot modes check (airspeed 250 to 350 KCAS).

a. Attitude hold.

(1) Autopilot Ċ Engage. Verify no transient.

(2) Check for smooth operation in CSS.

b. Heading hold.

(1) Heading hold Ċ Engage.

(2) Left and right pedal sideslip Ċ Check return to reference heading.

(3) CSS left or right to 5° bank angle Ċ Aircraft should return to 0° bank angle.

c. Altitude hold.

(1) ALT hold Ċ Select. Verify A/P REF legend appears.

(2) A/P REF/NWS pushbutton Ċ Depress. Verify A/P REF legend goes out.

(3) Check for altitude control.

(a)

$30 feet in level flight.

(b)

$60 feet in 30° of bank angle.

(4) Check for stick force breakout function.

ORIGINAL

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NAVAIR 01−F14AAD−1

PROFILE

d. Ground track hold.

(1) GT hold Ċ Select. Verify A/P REF legend appears.

(2) A/P REF Ċ NWS pushbutton Ċ Depress. Verify A/P REF legend goes out.

(3) Check A/P establishes crab into wind to hold selected track.

e. Emergency disengage paddle Ċ Depress. Verify autopilot disengages, AUTOPILOT caution

light illuminates, and clears with a MASTER RESET.

78.

Air−to−air check (coordinate with RIO).

Radar modes Ċ Check.

PDCP Ċ A/A, MASTER ARM switch − TNG.

Weapon select switch Ċ PH (IFT).

(1) Attack steering Ċ LAR Ċ Vc.

(2) Collision steering.

Weapon select switch Ċ SP (IFT).

(1) Attack steering Ċ LAR Ċ Vc.

(2) Collision steering.

(3) TCS HUD/VDI display.

Weapons select switch Ċ SW (IFT).

(1) Attack steering Ċ LAR Ċ Vc.

(2) Collision steering.

WCS checks against suitable airborne target.

(1) VSL high.

(2) VSL low.

(3) Pilot VSL.

(4) MRL.

(5) PLM.

(6) PAL.

Gunsight Ċ Check.

(1) Weapon select switch Ċ GUN.

(2) Observe proper HUD display.

(3) Uncage gunsight.

(4) Fly level coordinated turn pulling enough g’s to place the center of reticle 15 mils from

the center of the ADDITIONAL along the horizontal line of the ADL.

(5) Results should be 3 g turn in 45

$ 6 seconds with reticle displaced 15 mils horizontally.

(6) Weapon select switch Ċ OFF.

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PROFILE

79. Negative alpha/FOD check (airspeed 300 KCAS)

It is imperative that the procedures in this check be folĆ

lowed exactly and negative−g maneuvering at high

gross weight (over 56,000 pounds) should be avoided

because of the high probability of engine stalls and/or

aircraft departures.

a. Throttles Ċ MIL.

b. Raise nose to 10 degrees above horizon, roll inverted (ensure wings level).

c. Smoothly apply forward stick pressure (not to exceed ć1.0 g).

d. Check for normal engine operation and FOD or loose gear.

e. Release forward stick and perform a coordinated roll to upright wings level attitude.

10.3.15 Fifteen Thousand Foot Checks

80.

Fuel dump check.

a. Speedbrake switch Ċ EXT.

b. DUMP switch Ċ DUMP (observe no fuel dump)

c. Speedbrake switch Ċ RET (observe fuel dump).

d. DUMP switch Ċ OFF (observe no fuel dump).

81.

Fuel system transfer check (total fuel less than 8,000 pounds).

a. WING/EXT TRANS switch Ċ OFF.

b. FUEL FEED switch Ċ FWD/R.

Monitor 500 pound split, AFT/L high.

c. FUEL FEED switch Ċ AFT/L.

Monitor 500 pound split, FWD/R high.

d. FUEL FEED switch Ċ NORM.

Verify FWD/R high split remains constant.

ABC

82.

PA−ARI checks. DLC, autothrottles, and dirty stall.

a. Approach configuration check.

(1) Perform landing checklist.

(2) DLC Ċ Engage.

(a) Observe no significant lateral trim requirements.

(b) Observe no significant pitching with DLC commands.

ORIGINAL

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PROFILE

(3) AUTO THROTTLE/DLC.

(a) Response to longitudinal stick.

(b) Response to turn entry, steady rollout.

(d) Response in HOT/NORM/COLD.

(e) AUTO THROT light.

1) Manual override.

2) CAGE/SEAM pushbutton.

Dirty Stall, 15,000 feet.

(1) Slowly decelerate in level flight to 16.5 to 17.0 units AOA.

(2) Throttles Ċ MIL.

(3) Continue to decelerate to a maximum of 25 units AOA (NATOPS limit is 25.6 units above

5,000 ft AGL). Check lateral control effectiveness at 2 unit intervals up to 20 units AOA.

(4) Note pedal shaker at 20.5

$ 1.5 units AOA.

(5) Note any abrupt or significant rolloff tendencies.

Attempt speedbrake extension at MIL power.

Verify throttle interlock does not permit speedbrake extension at MIL power.

AăC

83. PA−ARI checks. LSRI, yaw damping, and spiral mode stability.

a. Lateral Stick−to−Rudder Interconnect check.

(1) Input lateral stick, ROLL SAS Ċ ON;

Observe initial coordinating rudder in direction of lateral stick input.

(2) Input lateral stick, ROLL SAS Ċ OFF;

Observe no initial rudder in direction of lateral stick input.

(3) ROLL SAS Ċ ON.

b. Yaw Damping check.

(1) Perform rudder pulse, YAW SAS Ċ ON;

Observe deadbeat yaw damping (no overshoot).

(2) Perform rudder pulse, YAW SAS Ċ OFF;

Observe decreased yaw damping (approximately one overshoot).

(3) YAW SAS Ċ ON.

c. Spiral Mode Stabilization check.

Trim airplane to stabilized wings level with ROLL SAS OFF to neutralize SAS actuators.

Re−engage ROLL SAS switch to activate lateral stick roll rate command functionality. Stabilize

in a

10° bank angle and release stick. Aircraft should maintain this bank angle and

10−25

ORIGINAL

NAVAIR 01−F14AAD−1

PROFILE

not deviate to double or half original bank angle in <20 seconds. This functionality will be

degraded at steeper bank angles.

(1) Trim laterally wings level, ROLL SAS Ċ OFF.

(2) Select ROLL SAS Ċ ON and smoothly stabilize left and right 10° bank angle, hands off

stick.

(3) Observe approximately neutral spiral stability (test valid if time to double or half amplitude

>20 sec).

84. Air−to−Ground check (coordinate with RIO).

Recovery from 30° dive delivery profiles should be a

5 g pull, started no later than 4,000 ft AGL.

Select PDCP Ċ A/G, Weapon select switch Ċ OFF.

RIO select COMPTR/TGT attack mode and MK−84L.

(1) Verify symbology.

(2) Execute 30° dive 12,000 foot AGL roll−in.

(3) Designate target, verify solution.

(4) Maneuver, verify designator remains on target.

(5) Complete 30° dive.

RIO selects COMPTR/PILOT attack mode.

(1) Verify symbology.

(2) Execute 30° dive 12,000 foot AGL roll−in.

(3) Fly impact point over target.

(4) Complete 30° dive.

Air−to−ground GUN sight Ċ COMPTR/PILOT check.

(1) Weapon select switch Ċ GUN.

(2) RIO select A/G GUN switch Ċ OFF.

(3) Dive angle greater than 10°.

(4) Verify symbology when in range (gun Ċ 6,000 feet) diamond disappears.

RIO select MANUAL attack mode.

(1) Verify symbology.

Exit A/G.

ORIGINAL

10−26

NAVAIR 01−F14AAD−1

PROFILE

10.3.16 Approach and Landing

ABC

85.

Landing Checklist complete.

ABC

86.

ACLS/ARA−63 Ċ Check.

ABC

87.

Airspeed and AOA (15 units AOA) Ċ Check.

a. AOA, INDEXER, HUD.

D Gross weight _____________ pounds.

D Airspeed _______ KCAS

121 KCAS $ 4 KCAS at 42,000−pounds gross weight. Add 3 KCAS per 2,000 pounds over

42,000 pounds.

ABC

88.

Approaches.

a. Perform normal landing approaches followed by lateral offset or overshooting approaches that

require centerline correction to verify proper function of DFCS PA−ARI control laws.

ABC

89.

Exhaust nozzle check.

a. Verify less than 26 percent.

b. Three to seven seconds after touchdown, nozzles 100 percent.

ABC

90.

Walkaround inspection Ċ Complete.

10.4

FUNCTIONAL CHECKFLIGHT PROCEDURES (RIO)

10.4.1

Prestart

ICS.

a. Normal.

b. Backup.

c. Emergency.

ABC

IND LT Ċ TEST.

Seat adjustment Ċ Check.

Canopy rigging.

a. Both cockpit handles same position during operation.

b. BOOST not required to close.

ABC

NAV MODE switch Ċ ALIGN.

a. After displays are on, verify and/or enter alignment coordinates.

10.4.2

Poststart

Multifunction display.

a. Verify navigation display.

ALR−67 Ċ BIT.

10−27

ORIGINAL

NAVAIR 01−F14AAD−1

PROFILE

8. Altimeter Ċ Set and Check; Record Error _______________.

When the local barometric pressure is set, all altimeters should agree within 75 feet at field

elevation in both modes, and the primary or standby readings should agree within 75 feet. In

addition, the allowable difference between primary mode readings of altimeters is 75 feet at all

altitudes..

10.4.3

Taxi

9. BDHI Ċ Cross−Check Heading With HUD.

10. NSV Ċ Check (at takeoff end of runway).

Groundspeed

Time

10.4.4

Takeoff and Climb

11. Engine runup Ċ Check at MIL.

Left

Right

Limits

NOZ position (%)

nominal 3 to 10

OIL (psi)

25 to 65

95 to 104 nominal

RPM (%)

107.7 maximum

EGT (_C)

935_

FF (PPH)

9,000 to 12,000

12. Airspeed Ċ Check (200 knots).

Pilot Standby

RIO Standby

HUD

____________KIAS

____________KCAS

13. Altimeter Ċ Check.

INS/SAHRS

ALTIMETER

14. TACAN and NSV position Ċ Cross−Check.

15. INS navigation and radar mapping check.

a. Radar map Ċ Check All Range Scales.

10.4.5

Ten Thousand Foot Checks

16. ECS check.

a. Set radar power switch Ċ STBY (prior to ECS check).

10.4.6

Fifteen Thousand Foot Checks

ABC

17. Structural integrity check.

a. Anti−g valve operation.

ORIGINAL

10−28

NAVAIR 01−F14AAD−1

CHAPTER 11

Flight Characteristics

11.1 PRIMARY FLIGHT CONTROLS

11.1.3

Directional (Yaw) Control

Primary flight controls are devices that change the

Twin rudders furnish directional control. Through

flightpath of the aircraft. They consist of the differential

strong dihedral effect (roll because of sideslip), good roll

horizontal stabilizer for pitch and roll control, the spoilers for

control is also available from rudder inputs at medium and

supplementary roll control, and the rudders for directional

high AOA. Rudder power is sufficient to provide adequate

control. A stability augmentation system is provided for the

control under all asymmetric store loading conditions.

three axes of aircraft motion.

11.1.4

Stability Augmentation System

11.1.1

Pitch Control

PITCH SAS increases damping of the longitudinal,

The horizontal tail is effective from under 100 KIAS to

short−period dynamic response, but the aircraft can be

over Mach 2. Its effectiveness gives the aircraft several

operated safely throughout the flight envelope without it.

capabilities not enjoyed by other fighters, including low

ROLL SAS increases roll acceleration during the

takeoff rotation speeds and the ability to reach or exceed limit

initial lateral stick input. The SAS reduces differential tail

load factor over much of the subsonic and supersonic

deflection to limit maximum roll rate to less than 200 deg/sec

envelope; it is also an excellent drag device below 100 KIAS

to reduce aft fuselage loads and to prevent roll coupling in the

on landing rollout. The major disadvantages of the large

transonic speed range. The DFCS ROLL SAS differential tail

horizontal stabilizer authority are that the pilot can generate

authority has been tailored to reduce structural loads and

high enough pitch rates

(particularly in the nosedown

provide expanded, simplified rolling maneuver envelopes

direction) to cause coupling under certain conditions, and

defined in Chapter 4. ROLL SAS differential tail inputs

that a pitch attitude sufficient to scrape tailpipes and ventral

are automatically faded out over the airspeed range from

fins can be attained on landing rollout or takeoff rotation.

approximately 400 to 500 KIAS. An undesirable byproduct

11.1.2

Roll Control

of the roll−rate limiting is an oscillatory roll rate perceived

as a nonlinear roll response encountered in aggressive

Differential deflection of the horizontal tail surfaces

rolling maneuvers at medium subsonic speeds and higher.

provides primary roll control throughout the flight envelope

Because ROLL SAS provides structural protection, flight

and is the only roll control when the wings are swept beyond

above 1.0 TMN is prohibited without ROLL SAS with

62_ (disabling the spoilers).

wing−mounted AIM−54 (loadings 3B5, 3B6, 3C5, 3C6).

Note

Should tactical considerations necessitate violating this

restriction, restrict rolls to less than full lateral stick

Spoilers are activated to

62° of wing sweep,

deflection and to not more than 180_ of bank angle change

reducing aft fuselage structural loads during roll

at one time. This minimizes the possibility of aircraft

maneuvers.

damage. Initial roll acceleration is slower without ROLL

Spoilers are very effective at low to medium AOA for

SAS. High AOA handling qualities are significantly imĆ

roll control, and reduce the aft fuselage torsional loads

proved by keeping ROLL SAS on (see paragraph 11.6).

induced by the differential tail. The spoilers are also the

Over the majority of the flight envelope, YAW SAS is

primary mechanism for direct lift control and spoiler braking.

the most critical of the stability augmentation functions.

With flaps down, the spoilers provide the majority of

Directional dynamic response (yaw oscillations or dutch roll)

available roll control power.

11−1

ORIGINAL

NAVAIR 01−F14AAD−1

is poorly damped without it. In regions of reduced directional

means to slow the aircraft is to reduce thrust while applying

stability above 24 units AOA or when supersonic, the SAS

g, since the speedbrakes are marginally effective at moderate

dampens yaw rates that might otherwise cause loss of control,

to low speeds. Extension and retraction of the speedbrakes

or structural damage. Below 1.0 TMN,with YAW SAS OFF,

results in a pitch trim change that varies with flight conditions.

normal maneuvering can be accomplished if extra care is

In general, this change is not objectionable except at higher

taken to control yaw and sideslip excursions with rudder

airspeeds where the rapidity of the change (1.5 seconds for

(maintain coordinated flight), but high AOA maneuvering

full extension) may prevent fine (± 3 mil) gunsight tracking

(above approximately 15 units AOA) should be avoided due

and possibly lead to a minor case of pilot−induced oscillation.

to increased probability of departure from controlled flight.

11.3 GENERAL FLIGHT CHARACTERISTICS

At high AOA flight conditions, both the ROLL and

11.3.1

Static Longitudinal Stability

YAW SAS are required to provide automatic rudder interconĆ

nect

(ARI) functions which significantly improve the

Static longitudinal stability indicates the direction of

handling qualities, departure resistance, and recovery capaĆ

longitudinal stick force required with changing airspeed

bility of the aircraft.

from a trim condition. At slow speeds where the wings are not

sweeping, static longitudinal stability is slightly positive

11.2 SECONDARY FLIGHT CONTROLS

(forward stick is required for increasing speeds, aft stick is

Secondary flight controls affect the flightpath of the

required for decreasing speeds). At speeds where the wings

aircraft although they have other primary purposes, such as

are automatically sweeping aft, static stability becomes

increasing lift or drag. Secondary flight controls of the

neutral to slightly negative.

aircraft include main, auxiliary, and maneuver flaps, leading

In the transonic region, from Mach 0.8 to 1.5, static

edge slats, speedbrakes, DLC, and the variable sweep wing.

longitudinal stability is essentially neutral. There is, howevĆ

11.2.1

Maneuver Flaps and Slats

er, a minor reversal in the stick force gradient (forward stick

force may have to be relaxed to maintain level flight when

Maneuver flaps and slats provide increased turn

accelerating) at approximately Mach 0.95. Above Mach 1.5,

performance

(increased turn rate/decreased turn radius)

the stick force gradient becomes neutral. Since the engine

when extended. Additionally, the extension of the maneuver

line of thrust is below the aircraft cg, reducing power causes

slats decreases departure susceptibility by increasing posiĆ

a slight nosedown pitch; power addition causes a noseup

tive dihedral effect (roll because of sideslip). The longitudiĆ

pitch.

nal trim change upon extension and retraction of the devices

is slight

(2 to 4 pounds aft on extension, approximately

11.3.2

Dynamic Longitudinal Response

2 pounds forward on retraction).

Characteristics

11.2.2

Landing Flaps, Slats, and DLC

The initial response of the aircraft to a longitudinal

stick input is greatly dependent on the dynamic longitudinal

Trim changes during extension and retraction of

response or short period" characteristics. Dynamic longituĆ

flaps/slats are significant. During extension of flaps/slats at

dinal response to pilot inputs is somewhat sluggish in cruise

200 KIAS, an initial push force of approximately 5 pounds

and approach configurations when compared to most other

is required followed by a pull force of up to 15 pounds.

modern day fighters. In cruise configuration this may not be

Engagement of DLC at approach speeds causes essentially

evident until high gain, close coupled tasks, such as fine

no trim change. Forces during retraction of the flaps/slats are

gunsight tracking, are attempted. Here, the pilot’s tendency

generally opposite and of approximately the same magniĆ

is to overdrive the aircraft with the control stick resulting in

tude. The force required during retraction of flaps/slats may

a slight porpoising of the nose. This can be avoided by

be less objectionable than those during extension, as the flaps

applying a longitudinal stick input and waiting for a nose

are generally raised at a slower airspeed and, therefore,

response before applying a further correction.

require less opposing force.

In approach configurations, the sluggish nose response

Note

will be most noticeable during approaches without DLC, as

Retracting the flaps with DLC engaged may

more nose movement must accompany the larger power

require up to 30 pounds push force to maintain

adjustments required to maintain onspeed AOA when flying

pitch attitude when the DLC automatically

the ball.

disengages as the flaps pass 25_.

11.3.3

Maneuvering Stick Force

11.2.3

Speedbrakes

Maneuvering stick force, or stick force per g of the

aircraft, is predictable throughout most of the flight

The speedbrakes provide some deceleration capability

envelope.

throughout the flight envelope. However, the most effective

ORIGINAL

11−2

NAVAIR 01−F14AAD−1

That is, an increase in force commands a corresponding

at high airspeeds. Smoother and/or smaller lateral stick

increase in g (approximately 4 pounds per g). The stick force

inputs will reduce or eliminate this oscillatory roll response

per g generally changes very little with altitude, airspeed,

at these flight conditions.

loading, or cg position.

At high angles of attack, the up−and−away

(UA)

Stick displacements required during maneuvering are

UA−ARI control functions dramatically improve the roll

relatively large and may be uncomfortable to some pilots.

response of the aircraft. The roll reversal characteristic

While the stick forces are not especially high, the stick must

experienced without ARI is eliminated throughout the

be placed relatively close to the pilot’s torso to attain a given

majority of the available AOA range. Roll response is in the

g. This gives the pilot less leverage with his arm and is more

direction of commanded lateral stick up to and beyond 30

tiring, especially at lower airspeeds and higher AOA, where

units AOA. Some variation in normal roll response may be

stick force per g can be as high as 10 pounds per g.

seen due to aircraft control system and/or wing sweep and

flap rigging tolerances, external store loading, or wing fuel

11.3.4

Roll Performance

imbalance. Maximum roll rate commanded by lateral stick

The roll performance (maximum roll rate attainable) is

decreases as AOA increases, decreasing to near zero above

generally satisfactory, particularly at high airspeeds. At

30 units AOA, without pilot commanded coordinating rudder

lower speeds, however, the high−aspect ratio and roll inertia

inputs. Proper sense roll response can be attained at

of the aircraft restrict its time to roll to considerably less than

increasingly higher AOA through use of pilot coordinating

that of smaller, more nimble tactical aircraft (A−4, F−16).

rudder. At very low airspeed and high AOA conditions (less

than 0.4 Mach and above 30 units AOA), the Low Speed

Note

Cross Control feature (LSXC) can be safely utilized to obtain

Although DFCS improves maximum roll rate caĆ

a transient roll maneuvering capability. This feature is

pability at low airspeed and high AOA, these

enabled by applying rudder in the desired roll direction,

flight conditions are definite tactical limitations.

while applying an opposite lateral stick input. Peak roll rate

of approximately 60 deg/sec is available through the use of

Large aft stick inputs applied with lateral stick during

LSXC. If long duration inputs are utilized, the roll response

supersonic rolling maneuvers result in increased adverse

may become oscillatory, with hesitations in bank angle and

sideslip and should be avoided. High Mach number, high−alĆ

roll rate. Precise bank angle control is typically not possible

titude rolling maneuvers may result in oscillatory sideslip

with LSXC, but the feature can be effectively utilized during

and roll ratcheting during aggressive maneuvering with

sustained slow speed / high AOA maneuvering such as a flat

ROLL SAS off. Depending on the phasing of these dynamics,

scissors engagement.

centering lateral stick may be insufficient to stop the rolling

motion and opposite lateral stick may be required in order to

In the landing configuration, the power approach

(PA−ARI) control functions and modified spoiler gearing

terminate roll.

provide a crisp roll response to pilot lateral stick inputs.

Control gains are scheduled with AOA to provide a linear roll

response of approximately 20 deg/sec roll rate per inch of

lateral stick deflection. This responsiveness may lead to a

tendency to overcontrol bank angle if large amplitude stick

Large sideslip angles generated during full laterĆ

inputs are utilized. Therefore, relatively small stick deflecĆ

al stick supersonic rolling maneuvers at high altiĆ

tions are required to perform these corrections. Once

tudes may result in engine stalls.

accustomed to the increased roll response in the landing

11.3.5

Roll Response

configuration, pilot workload to perform lateral corrections

and precisely maintain lineup will be significantly reduced,

In the cruise configuration, the roll response to lateral

allowing the pilot to devote valuable time to controlling both

stick inputs is generally satisfactory throughout the flight

glideslope and AOA.

envelope. The increased roll acceleration and peak roll rate

attainable with ROLL SAS on significantly improves the

11.3.6

Dutch Roll

tactical maneuvering capability. However, at high airspeeds,

Dutch roll is characterized by a wallowing, snaky

the roll command augmentation (CAS) and roll rate limiting

motion of the nose that severely degrades heading and/or

feature of the ROLL SAS can cause high roll accelerations

lineup control. Large lateral stick inputs can excite the Dutch

and marked variations in roll rate during aggressive rolling

roll mode of the aircraft in the cruise configuration, but the

maneuvers with large lateral stick inputs. This effect is most

most severe degradation in flying qualities from the Dutch

pronounced at high subsonic airspeeds (from approximately

roll is in the approach configuration. The period of this

0.7 to

0.93 Mach) and medium to low altitudes (below

motion is quite long and has the unfortunate result that the

approximately 20,000 feet). This characteristic may lead to

pilot perceives a heading error when referenced to centerline,

bank angle overshoots during maximum roll rate maneuvers

11−3

ORIGINAL

NAVAIR 01−F14AAD−1

when in fact the flightpath is correct. In the landing

via directional yaw trim first then followed by lateral stick

configuration, the PA−ARI control functions provide a nearly

roll trim.

deadbeat directional response. Precise lineup control is

exhibited due to the increased Dutch roll damping and the

automatic stick to rudder interconnect function which

provides coordinating rudder inputs with lateral stick

deflection. Additional pilot coordinating rudder inputs are

Excessive lateral trim requirements will result in

typically not required during approach, but may be used for

increased roll rates and structural loads during

aggressive bank and/or lineup corrections if desired.

rolling maneuvers opposite the direction of trim.

11.3.7

Trim Characteristics

This is particularly evident at transonic and suĆ

personic flight conditions. For this reason, trim

The trim rate in pitch is slow. During acceleration runs

yaw first, then roll.

in MAX power at low altitude, trim may have to be run nearly

continuously to maintain longitudinal stick force at or near

Changes in thrust settings normally require a trim

zero. Lateral control authority and roll rates at slow speeds

change, particularly in the approach configurations. A

will be reduced by almost one−half with full stick deflection

reduction in power causes a slight nosedown pitch.

in the direction of full lateral trim because of decreased spoiler

In the landing configuration, the DFCS includes a roll

deflection

(see spoiler gearing schedules in Figure 2Ć63).

rate command function. Pilot lateral stick deflection comĆ

Therefore, when maximum lateral control authority is

mands a desired roll rate, which is provided through

required, such as during an asymmetric flap condition, trim

differential tail and spoiler inputs. Once this commanded roll

in the direction of stick displacement should be avoided.

rate is achieved, ROLL SAS inputs will stabilize the aircraft

Runaway trim in any axis is controllable. During field

at the commanded rate. Likewise, any roll rate not commandĆ

landings, the aircraft can be recovered safely with runaway

ed by lateral stick deflection

(gust, turbulence, lateral

trim; however, carrier approaches with full runaway pitch

asymmetry, etc.) is sensed as a roll rate error. The ROLL SAS

trim may be difficult.

will automatically provide inputs through the roll series

servos to stop this uncommanded rate. Sufficient gain exists

Trimming the aircraft to level flight can be broken

in this control function to essentially provide an auto−trim"

down into two areas. At airspeeds slower than those using

capability in the roll axis for many lateral asymmetry

automatic wing−sweep programming, the aircraft is relativeĆ

situations. Because of this characteristic, precise lateral trim

ly easy to trim to level flight because it has positive

may be slightly more difficult to achieve in the landing

longitudinal static stability. At airspeeds where the wings

configuration. In some cases, it may be possible to slowly

automatically move with a change in airspeed, it becomes

move lateral stick trim from left to right with no appreciable

very difficult to achieve a hands−off trim. Because of the

change in aircraft bank angle or roll rate. Because much of

change in aircraft pitching moment caused by movement of

the lateral trim is now being provided through biasing of the

the wings, the nose tends to pitch further down with each

roll series servos in one direction, the aircraft may subseĆ

increase in speed or further up with each decrease in speed.

quently exhibit an asymmetric roll rate in response to pilot

Trimming the aircraft laterally/directionally may be

lateral stick inputs. Should this bias become objectionable,

required to compensate for lateral asymmetry resulting from

the aircraft can be trimmed both laterally and directionally

either asymmetric stores, wing fuel imbalance, or control

with the ROLL SAS OFF, reselecting ROLL SAS ON once

surface rigging tolerances. Lateral trim requirements will

trim is established. This action should eliminate any bias

result in a stick displacement and a corresponding differential

present in the roll series servos and provide symmetric roll

tail split that will reduce the amount of effective differential

response.

tail authority in the direction of trim and increase the amount

of effective differential tail authority opposite trim. As a

11.4 ASYMMETRIC THRUST FLIGHT

result, aircraft response will be reduced for lateral stick

CHARACTERISTICS IN COMBAT

deflections in the direction of trim and increased for lateral

AND CRUISE CONFIGURATION

stick deflections opposite the direction of trim. The comĆ

bined effects of lateral trim and any CG displacement

11.4.1

General

associated with the asymmetry may result in increased

With one engine inoperative, flight characteristics are

departure susceptibility and severity. In addition, excessive

considerably affected by the thrust asymmetry generated by

lateral trim requirements will result in increased roll rates and

the operating engine. The distance of the engines from the

structural loads during rolling maneuvers opposite the

aircraft centerline produces flight control requirements and

direction of trim. This is particularly evident at transonic

flying qualities not present in centerline thrust aircraft. Flight

and supersonic flight conditions. For this reason, lateral/

control requirements are a function of the thrust setting on the

directional trim requirements should be managed primarily

ORIGINAL

11−4

NAVAIR 01−F14AAD−1

operating engine. The thrust required to maintain flight, and

should be engaged from startup to shutdown. ATLS can be

therefore the magnitude of the thrust asymmetry, is a function

turned off if required for tactical considerations such as a

of the following.

single−engine ACM bugout.

11.4.1.1

Gross Weight

11.5 ENGINE STALLS AND FLAMEOUT

Heavier gross weights require higher thrust settings to

The F110 engines demonstrate exceptional operability

maintain level flight and, therefore, larger control deflections

throughout the flight envelope. No hung stalls" (similar to

to counter the greater asymmetric thrust.

the classic TF−30 stall) have been observed in flight tests.

Self−clearing pop" stalls, which may produce an audible

11.4.1.2

Configuration

bang," may occur above 35,000 feet when below 100 knots

in MAX power and usually occur in conjunction with an

Aircraft configuration varies the amount of thrust

afterburner blowout. To date these stalls have resulted in no

required at a particular flight condition. At cruise configuraĆ

tion airspeeds, control requirements will be significantly

engine damage, are self−clearing in approximately 1 second,

and have required no pilot action for engine recovery.

reduced compared to landing configurations, which will

However, throttles should be reduced to idle when subsonic

require significantly higher thrust settings and in turn larger

(MIL when over 1.1 Mach) to minimize the possibility of

control forces to maintain desired flightpath.

engine damage during all engine stalls. A supersonic stall

11.4.1.3

Airspeed

may cause inlet buzz resulting in a rough, bumpy ride (+2.5

to −1g at 6 cycles per second). Inlet buzz should subside when

At maximum endurance airspeeds, minimum thrust is

decelerating below 1.2 Mach. When supersonic, any wing

required to maintain level flight; therefore, the smallest

drop tendencies should be controlled with lateral stick alone.

asymmetric moment is produced. Higher or lower airspeeds

will require higher power settings and, therefore, increased

11.5.1

Medium and High−Subsonic Airspeed

control forces. At airspeeds above maximum endurance, the

Above approximately 100 knots, sufficient controllaĆ

greater asymmetry will be offset largely by the additional

bility exists to control a maximum AB/stalled engine thrust

control power available. Minimum control speed is reached

asymmetry with operative ATLS. Aircraft response to an

at the point when maximum rudder deflection is no longer

engine failure is generally mild and is characterized by slow

sufficient to maintain directional control.

buildup in yaw rate followed by slowly increasing rolloff in

11.4.1.4

Altitude

the same direction as yaw. This response is insidious since the

aircrew will only notice the roll as it masks the yaw rate.

Net thrust is strongly dependent on altitude. For

Rudder is the primary control to offset yawing moment from

a constant throttle setting, the asymmetric thrust is conĆ

asymmetric thrust. Higher airspeeds provide more rudder

siderably higher at sea level than at higher altitudes. The

effectiveness and increase pilot ability to control yaw caused

F110 produces considerably more thrust than the TF−30

by asymmetric thrust.

powered F−14A. At maximum afterburner, the F110’s thrust

at 10,000 feet is equivalent to that of the TF−30 at sea level.

11.4.1.5

Bank Angle

Bank angle increases induced drag and, therefore,

The use of lateral stick to offset the uncommanĆ

requires higher thrust settings to maintain level flight. The

ded roll caused by yaw from asymmetric thrust

higher thrust setting demands increased rudder deflection in

at high AOA will generate adverse yaw and agĆ

a turn compared to that required in level flight at the same

gravate the yaw caused by asymmetric thrust.

airspeed. Turn direction into or away from the failed engine

The result may be a yawing, rolling departure.

significantly affects rudder requirements. In straight−line

Although DFCS reduces this effect due to differĆ

flight, some amount of rudder deflection will be required to

ential tail fadeout and automatic stick−to−rudder

offset the yawing moment from asymmetric thrust at zero

interconnect functions reduce this effect, deparĆ

bank angle. A five degree bank angle into the good engine

ture could still result.

will introduce a side force component countering the thrust

Yaw rate increase after an engine stall or failure may be

asymmetry and thereby reducing the rudder requirement.

completely masked by roll if the pilot does not recognize that

11.4.1.6

Asymmetric Thrust Limiting System

the engine malfunction has occurred and that aircraft motion

(ATLS)

is the result of that malfunction. Therefore, when any

uncommanded rolloff or yaw rate occurs during maneuverĆ

With operative ATLS, the magnitude of any asymmetĆ

ing flight with maximum thrust, the pilot should reduce

ric thrust in MAX power will be reduced, thereby reducing

AOA, reduce thrust, counter with rudder, and avoid the use

the control requirements to maintain the flight condition or

of lateral stick alone.

reducing time to recover if a departure has occurred. ATLS

11−5

ORIGINAL

NAVAIR 01−F14AAD−1

11.5.2

Low Subsonic Airspeed

11.6.2

Dihedral Effect

As aircraft speed approaches zero, flight control

Dihedral effect is the tendency of the aircraft to roll in

effectiveness also approaches zero and maximum thrust

reaction to sideslip being generated. The F−14 exhibits

asymmetry could generate a rapid yaw rate buildup if

positive dihedral effect throughout the positive−AOA enveĆ

corrective action is not taken. If thrust asymmetry is

lope

(tending to roll away from sideslip) but negative

encountered, the pilot should immediately retard both

dihedral effect at negative AOA. This tendency is borne out

throttles smoothly to IDLE, while maintaining neutral

by the aircraft response from a rudder input. When right

control.

rudder is applied from a straight−and−level flight condition,

the aircraft sees sideslip from the left and so rolls to the right

These actions should prevent yaw rate buildup and

or away from the sideslip. Positive dihedral effect is a

allow the aircraft nose to fall through and regain flying speed.

stabilizing influence in the area of reduced directional

After throttles are reduced, the pilot should lock his harness

stability

(high−AOA flight). At negative AOA, dihedral

in anticipation of a possible departure.

effect is negative such that a right rudder input will produce

a left roll. In the PA configuration, negative AOA can be

encountered at 1 g flight at the higher limit airspeeds for the

configuration.

Loss of thrust on one engine while maneuvering

11.6.3

External Stores

at low airspeed must be dealt with immediately

As external stores are added to the aircraft, the

since flight control effectiveness may be insuffiĆ

high−AOA flying qualities degrade because of a decrease in

cient to counter the yaw rate generated by asymĆ

directional stability. Flight tests have shown that no one store

metric thrust.

is significant by itself. Rather, each store causes a small

If both engines are stalled after retarding throttles to

decrease in directional stability that accumulates as additionĆ

IDLE, at least one engine must be secured immediately to

al stores are loaded. In addition to degrading directional

prevent turbine damage and provide maximum potential for

stability, external stores increase aircraft basic weight. As

an airstart. If possible, secure the engine that did not stall

aircraft weight is increased, more AOA is required to produce

initially (the second engine to stall). The cause of the first

the same normal acceleration or g. As AOA increases above

engine stall may not be known at this point; however, it is

12 to 14 units AOA, directional stability decreases. ThereĆ

possible that the second stall may have been induced during

fore, external stores may have a twofold effect on directional

the throttle transient to IDLE. Leaving one engine in hung

stability. High AOA flight tests with all SAS on have shown

stall minimizes the likelihood of total loss of hydraulic and

that no higher AOA maneuvering limits are imposed with a

electrical power (emergency generator). See Chapter 14 for

fully operational DFCS system. No significant change in

a detailed discussion of compressor stall and airstart

flying qualities occurs because of aft cg location.

emergency procedures.

11.6 HIGH ANGLE OF ATTACK FLIGHT

CHARACTERISTICS

Several characteristics of the F−14 affect its behavior in

Maneuvering with significant external store

high AOA flight. Among these are directional stability,

loadings should be approached with caution if

dihedral effect, stores loading, the stability augmentation

the pilot is used to maneuvering the clean or nearĆ

system, and maneuver flaps/slats.

ly clean aircraft, since the high−AOA flying qualĆ

ities will be degraded from the clean aircraft.

11.6.1

Directional Stability

11.6.4

DFCS Stability Augmentation System

Directional stability is the tendency of the aircraft to

The effect of the SAS on aircraft high AOA flight

return to trimmed, zero sideslip when disturbed. At low

characteristics ranges from minor to very significant. With

AOA, the aircraft exhibits positive directional stability and,

the PITCH SAS OFF, the nose will be slightly more sensitive

if sideslip is generated by a control input or turbulence, the

during close controlled tasks such as gunsight tracking.

aircraft will return to the trimmed, zero−sideslip condition.

During large amplitude maneuvers, slightly higher AOA may

As AOA increases, directional stability begins to drop

be reached. In general, PITCH SAS ON or OFF will not

and, for a clean aircraft, becomes negative at approximately

significantly influence departure characteristics or recovery

20 to 22 units AOA. At high AOA with negative directional

and no limitations concerning its use are necessary. With the

stability, the aircraft becomes more difficult to fly because

ROLL SAS OFF, or with a complete ROLL SAS failure as

the pilot or stability augmentation system must control

indicated by illumination of the ROLL DGR, ARI DGR, and

sideslip with rudder inputs.

ARI/SAS OUT caution lights, maximum differential tail

ORIGINAL

11−6

NAVAIR 01−F14AAD−1

authority commanded by lateral stick is ±7°. High AOA

with automatic flaps/slats, since the high−

maneuvering should always be conducted with both the

AOA flying qualities will be degraded from

ROLL and YAW SAS ON, as control functions in both axes

the automatic flap/slat aircraft. If maneuverĆ

are required to provide a fully operational UA−ARI. DeparĆ

ing flaps/slats are inoperative, maintain coorĆ

ture inducing differential tail inputs are faded out at high

dinated flight with lateral inputs and rudder.

AOA, while beneficial coordinating rudder inputs are

D Inoperative maneuver flaps/slats could be inĆ

automatically provided with lateral stick deflection to

dicative of a malfunctioning primary AOA

preserve proper sense roll response throughout the majority

source.

of the available AOA range. Roll rate feedback is provided

11.6.6

Lateral Control Reversal

to the roll and yaw axes to damp divergent wing rock above

20 units AOA and improve air−to−air tracking capability.

Since roll control is provided by wing−mounted

Finally, yaw rate feedback to the differential stabilizer and

spoilers and differential stabilators, the aircraft exhibits

rudders provides an enhanced departure/spin recovery capaĆ

proverse yaw throughout the flight envelope (yaw in the

bility by automatically commanding these control surfaces to

direction of the lateral stick input). The DFCS fades out

oppose yaw rate buildup. Thus, above 30 units AOA and

differential tail inputs at high AOA while providing autoĆ

greater than 20^o per second yaw rate, 19^o rudder opposite and

matic coordinating rudder inputs through the lateral stick−to−

± 5^o differential tail into the turn needle are commanded.

rudder interconnect function (LSRI). Essentially, the DFCS

Unless otherwise noted, the high AOA flight characteristics

uses lateral stability (dihedral effect) to roll the aircraft at

discussion assumes both ROLL and YAW SAS are ON.

high AOA. Proper sense roll response to lateral stick is

generally exhibited up to and beyond 30 units AOA. Other

11.6.5

Maneuvering Flaps and Slats

factors such as external store loading, lateral asymmetry, and

control surface rigging tolerances may degrade system

Maneuver flaps and slats extension delays buffet onset

performance enough to cause neutral to slightly adverse roll

below 0.7 Mach, reduces the intensity of the buffet, reduces

response (i.e. roll reversal) above 30 units AOA. Additional

the effects of adverse yaw at high AOA through increased

pilot coordinating rudder inputs at high AOA can reduce this

positive dihedral effect (roll caused by sideslip), and inĆ

tendency and improve roll response.

creases the sustained g available. Above 0.7 Mach, buffet

Note

onset occurs prior to the maneuver flap/slat extension threshĆ

Through use of pilot coordinating rudder inputs,

old, but once the maneuver flaps/slats are fully extended,

it is possible to command rudder deflection in exĆ

buffet is reduced. Maneuver flaps/slats will not extend above

cess of total control surface authority. If this ocĆ

0.85 Mach because of the wing−sweep interlocks. Although

curs, the rudder pedal will kick back" to reduce

maneuver flaps/slats may increase the severity of the wing

the pilot’s input while maintaining maximum

rock between 20 and 28 units AOA, overall departure resistĆ

rudder authority.

ance of the aircraft is greatly improved (Figure 11−1). This

wing rock may be damped with rudders, but greater difficulty

At extremely high AOA and low airspeed conditions

may be encountered with maneuver flaps and slats extended,

(above 30 units AOA and less than 0.4 Mach), where rudder

particularly at low airspeeds. Damping of the wing rock

effectiveness is significantly reduced due to fuselage blankĆ

mode is provided by the DFCS. However, in some cases

ing effects, adequate roll rate may not be available through

minor wing rock may still develop during sustained high

the combination of lateral stick and coordinating rudder. In

AOA maneuvering, particularly above 30 units AOA. If this

this region, the low speed cross control (LSXC) feature can

occurs, the wing rock may be damped by neutralizing the

be utilized to cross control the aircraft (rudder in direction of

lateral and the directional controls and momentarily reducing

roll, lateral stick opposite) and obtain a transient roll

AOA to below 20 units. Since maneuver flaps and slat extenĆ

maneuvering capability. The LSXC permits up to

10°

sion and retraction is fully automatic, no changes in high−

differential tail deflection by overriding the AOA scheduled

AOA flying techniques are required. Maneuver flaps/ slats

differential tail fadeout and LSRI functions. It should be

should be utilized in the automatic mode from takeoff to

understood that a LSXC maneuver is basically an intentional

landing.

departure from controlled flight and should not be utilized

unless insufficient roll response is obtained with proper

sense" lateral stick and coordinating rudder. However, at

these flight conditions the airspeed is low enough that rapid

yaw rate buildup is not experienced. If the LSXC input is

maintained for a long duration (more than about 3 seconds),

D Maneuvering with inoperative maneuvering

a ratcheting roll response will occur causing hesitations in roll

flaps/slats should be approached with caution

rate, bank angle, and yaw rate.

if the pilot is used to maneuvering the aircraft

11−7

ORIGINAL

NAVAIR 01−F14AAD−1

11.6.7

Miscellaneous

may be accompanied by large random yawing and/or rolling

motions that will generally dampen without pilot action as

Speedbrake position has no effect on high−AOA flight

the aircraft accelerates.

characteristics. Wing−sweep angles aft of the AUTO sched-

ule reduce buffet intensity, but departure resistance is

reduced and more altitude is required for dive pullout when

recovering after a departure. Therefore, the AUTO sweep

schedule is best for high−AOA maneuvering.

The use of lateral stick to offset the random yaw-

11.6.8

Stall Characteristics

ing and/or rolling motion may generate enough

adverse yaw to cause a yawing/rolling departure.

The 1g level stall

(maneuver flaps/slats retracted)

The controls should be released below 100 knots

is characterized by the onset of light airframe buffet at 12

during the vertical stall to prevent inadvertent

to 13 units AOA. This increases to moderate intensity at

inputs that may lengthen recovery and/or cause

15 units AOA with essentially no change in intensity at AOA

a departure.

as high as 60_. Buffet is not a satisfactory cue to determine

airspeed or AOA during high−AOA maneuvering. If decel-

Control inputs should not be applied until the aircraft

eration is continued to full aft stick deflection, AOA will

is nose down and accelerating through 100 knots. Rudder and

stabilize at approximately 35° to 45° depending upon stores

lateral stick are also effective in damping oscillations once

loading. The cockpit AOA indicator pegs at 30 units AOA,

the aircraft is nose low and accelerating. The aircraft is very

which is equivalent to approximately 25_ true AOA. Pitch

responsive to longitudinal stick inputs at all AOAs at speeds

attitude at stall is between 10_ to 20_ above the horizon with

above 100 knots.

no external stores and

10_ to

15_ below the horizon

Refer to paragraph 11.5.2, Low−Subsonic Airspeed for

with maximum external load. Some longitudinal porpoising

procedures to follow in the event of an engine stall. Refer to

may occur at full aft stick.

Chapter 14 for vertical stall recovery procedures.

Maneuver flaps and slats delay buffet onset to 13 to

During flight tests, vertical stalls in maximum after-

14 units AOA and reduce the magnitude of buffet in

burner power sometimes resulted in afterburner blowouts on

high−AOA flight.

one or both engines possibly followed by pop stalls that may

The clean stall is defined as the application of full aft

or may not be audible to the pilot. All the stalls were self

stick combined with rates of descent up to 9,000 fpm. As

clearing with no tendency for EGT to rise out of limits. As the

much as 5,000 feet is required for recovery from the fully

aircraft recovered and airspeed increased, the afterburner

developed stall.

relit if the throttle remained in the afterburner detent. When

practicing vertical stalls, basic engine power settings are

Satisfactory lateral and directional control is main-

recommended to avoid inducing engine afterburner tran-

tained beyond the AOA where the basic airframe directional

sients that have an unknown effect on engine life. Maximum

stability becomes negative. Lateral stick and rudder inputs

engine stall margin for the F110 is obtained at IDLE power.

can be used to adjust and maintain desired bank angle

throughout the stall. Control inputs are provided to suppress

11.6.10 DFCS Degraded Control Modes

wing rock motion up to 30 units AOA, but some mild wing

The DFCS has the capability to function in several

rock may still occur. Above 30 units AOA, the wing rock

degraded modes of operation. Air sensor data failures,

suppression feature is inhibited and rudder effectiveness

actuator failures, or DFCS computer failures can all affect the

decreases sharply. Large rudder or lateral stick inputs

high AOA flying qualities of the aircraft. Failure modes

produce an increase in AOA as sideslip increases.

which would significantly affect high AOA flight character-

11.6.9

Vertical Stalls

istics are discussed below. It should be understood that the

failures listed do not comprise all possible failure modes, but

If the aircraft is allowed to decelerate to zero airspeed

are examples of those types which would have the most

in a vertical or near vertical attitude, it will slide backwards

significant effect on high AOA flight.

momentarily, then pitch over (usually backwards) to a near

vertical dive. Aircraft motions during the initial fall will be

11.6.10.1

Air Data Failures

predominantly inertial with random pitching and yawing as

the aircraft accelerates. After the initial nosedown pitch, the

Actual air data failures could occur at any point in the

aircraft may pass through the vertical to near level flight

flight envelope due to associated failures of the SCADC,

attitude, yaw in one direction, and then return to a vertical

AICS, or AOA computer inputs to the DFCS. However,

dive attitude. This may occur more than once. This tendency

transient or nuisance air data sensor failures due to input

is more pronounced at aft wing sweeps, but can usually be

miscompares (Mach number or AOA inputs) are more likely

controlled with longitudinal control inputs. Some recoveries

11−9

CHANGE 2

NAVAIR 01−F14AAD−1

to be experienced during maneuvering flight at high AOA

11.6.10.3

DFCS Computer Failures

than at low AOA or high airspeed conditions. In general,

Each of the three DFCCs contains two distinct

single failures of the air data sensors have negligible or only

computer processors called computing segregations, one A"

minor effects on high AOA flying qualities.

segregation and one B" segregation in each axis. Each

Failure of a single AOA input does not result in a

segregation commands different series servo and/or spoiler

functional downgrade, only a loss of redundancy, since the

sets. If a computing segregation fails, all actuators command-

AOA input is triplex. Single failure of the Mach number

ed by that segregation are rendered inoperative. Similarly, all

inputs (SCADC or AICS) will downgrade the UA−ARI to a

sensor information associated with that segregation is

fixed gain Mach control mode. In this mode, the wing rock

declared invalid. Functionality loss associated with each of

suppression and LSXC control functions are inoperative.

the segregations, and effect on high AOA flying qualities, are

Therefore, wing rock tendency will be increased and the

discussed below.

aircraft will be difficult to roll above 30 units AOA. The

differential tail fadeout, LSRI, and spin recovery functions

Pitch A − Half authority PITCH SAS, no inboard spoilers,

single AOA failure, single Mach failure. Inoperative

remain operational.

wing rock suppression and LSXC functions.

Dual failure of either the Mach or AOA inputs causes

loss of all UA−ARI functions except the spin recovery

Pitch B − Half authority PITCH SAS, no outboard

function. This will cause the aircraft to be more prone to wing

spoilers, single Mach failure. Inoperative wing rock

rock and less resistant to all types of control−induced and

suppression and LSXC functions.

asymmetric thrust induced departures. DFCS spin recovery

Roll A − Half authority ROLL SAS/ARI, no inboard

capability is retained.

spoilers, single AOA failure. Degraded UA−ARI

performance due to loss of the roll A series servo.

11.6.10.2

Actuator Failures

Roll B − Half authority ROLL SAS/ARI, single Mach

Failure of the pitch series servos or any of the spoiler

failure. Degraded UA−ARI performance due to loss

actuators has little effect on high AOA flight characteristics.

of the roll B series servo. Inoperative wing rock sup-

Single failure of any roll or yaw series servo will result in

pression and LSXC functions.

degraded UA−ARI performance (i.e., decreased departure

resistance, increased wing rock tendency) in the associated

Yaw A − Half authority YAW SAS/ARI, single AOA fail-

axis due to the decreased control authority, however all

ure. Degraded UA−ARI performance due to loss of

UA−ARI functions are retained.

the yaw A series servo.

Dual failure of both roll or both yaw series servos

Yaw B − Half authority YAW SAS/ARI, no outboard

results in a complete loss of all UA−ARI functions, and

spoilers, single AOA failure. Degraded UA−ARI

significantly degrades the high AOA flying qualities. With a

performance due to loss of the yaw B series servo.

dual roll series servo failure, all roll axis functions are

inhibited and the yaw axis downgrades to basic SAS" mode

Combined failure of any two segregations results in

(loss of ARI functionality). In the event of a DFCS dual roll

combined loss of all associated functions, actuators, and in

series servo failure or manually selecting the ROLL STAB

most cases, additional failures. High AOA flying qualities

AUG switch to OFF, the maneuvering limits described in

are significantly degraded in all multiple segregation failure

Chapter 4 Maneuvering Limits" must be observed. Failure

cases.

of both yaw series servos, or manually selecting the YAW

STAB AUG switch to OFF, inhibits all yaw and roll axis

11.7 DEPARTURE FROM CONTROLLED FLIGHT

UA−ARI and SAS functions, resulting in a severe degradation

in high AOA flying qualities.

11.7.1

General

Although the F−14 is an honest aircraft with moderate

departure resistance, departures can be induced by large or

sustained control inputs that generally feel unnatural to the

pilot. Since the aircraft has an essentially unrecoverable

flat−spin mode, yaw rate must be controlled before it can

Maneuvering with YAW SAS OFF or inoperative

build and the aircraft transitions to the flat−spin mode. In

shall not be conducted above 15 units AOA with

general, departures are characterized by increasing yaw rate

landing gear retracted. The aircraft will be prone

with oscillations in roll and yaw. Yaw rate is masked by the

to departure from controlled flight.

CHANGE 2

11−10

NAVAIR 01−F14AAD−1

the aircraft. If these inputs are not made, the yaw rate will

itself. Rather, each store causes a small degradation in flying

continue to build and the aircraft may enter the flat spin. DFCS

qualities that accumulates as additional stores are added. In

will significantly enhance these recovery characteristics.

general, fuselage−mounted stores have less effect than pylon−

or nacelle−mounted stores.

The time to reach 50_ per second yaw rate after control

input or engine failure is very critical. If 50_ per second yaw

11.7.1.4

Asymmetric Fuel/Stores

rate is reached in 5 seconds or less, the pilot may not have

enough time to neutralize, analyze, and apply recovery

Flying qualities with asymmetric stores are most

controls before the aircraft enters a flat spin depending on

affected by the store weight imbalance which results in a

type and severity of departure, altitude and AOA at entry,

redistribution of lateral control power (differential tail) due

and aircraft configuration. The time to reach 50_ per second

to the trim required. There are no significant differences due

yaw rate for various aircraft configurations as a result of

to aerodynamic asymmetries at high AOA. Therefore, rudder

lateral stick, rudder, or cross−control inputs is presented in

inputs generate similar aircraft response both into and away

Figure 11−1 and Figure 11Ć2. The figures are applicable to

from the store(s). However, the aircraft response to large

DFCS with ROLL SAS OFF or a complete roll axis failure

lateral stick inputs, at AOAs where lateral stick generates a

as indicated by illumination of the ROLL DGR, ARI DGR,

roll response opposite to the direction of the input (roll

and ARI/SAS OUT caution lights. Generally, the most severe

reversal AOA), can vary significantly from the symmetric

departures are induced through the differential tail, which is

stores case depending on the amount of store asymmetry.

commanded by lateral stick. Rudder inputs, asymmetric

The maximum asymmetry which has been flight tested

thrust, and inertia coupling can cause or contribute to the

thus far is 189,000 in−lbs, which resulted in a lateral trim bias

severity of departures.

of 40 − 90% of available trim authority, depending on trim

In addition to the enhanced departure resistance, the

airspeed. This asymmetry is equivalent to a 900 lb wing fuel

DFCS automatically provides anti−spin rudder and differenĆ

split.

tial tail inputs to the maximum ROLL and YAW SAS

Due to the lateral trim required to offset the asymmetry,

authority limits as a function of yaw rate. This increases

the amount of lateral stick displacement

(and therefore

aircraft spin resistance. Flight tests indicate that the aircraft

differential tail) which can be commanded from the trimmed

will recover from high yaw rates without pilot−commanded

stick position is greater into the store asymmetry than away

lateral/directional control inputs, due to these automatic

from the asymmetry. Aircraft response to large lateral stick

rudder and differential tail inputs. Refer to

11.7.8 for

inputs is thus amplified for stick deflections into the stores

discussion of departure recovery characteristics.

and reduced for stick deflections away from the stores.

11.7.1.1

Mach and AOA Effects

Lateral stick−induced departures are caused by the

inadvertent application of differential tail at high AOA.

As Mach number increases, flight−control−induced

The greater the amount of differential tail commanded, the

departure susceptibility and severity increases. Generally, as

greater the aircraft response, and potentially the more severe

AOA increases, the severity of the departure increases. For

the departure. Since the direction of a laterally induced

example, a lateral stick input at 0.9 Mach, 30 units AOA, will

departure is opposite to the direction of the lateral stick input,

produce a more violent departure than the same input at 0.9

departures away from the store asymmetry can be more

Mach, 20 units AOA. The one exception is rudder−induced

severe. For example, a right−wing heavy aircraft will depart

departures. As AOA is increased to about 30_ (over 30 units

faster in the nose−left direction. The degree of this asymĆ

AOA), rudder effectiveness decreases as the rudder is washed

metric response varies in proportion to the amount of

out and rudder−induced departures become less severe.

asymmetry, and also the magnitude and duration of the

control input. This same effect is present during the use of

11.7.1.2

Maneuver Flaps/Slats

cross controls

(rudder in direction of roll, lateral stick

Extended maneuver flaps and slats significantly deĆ

opposite) to further augment roll response of the aircraft at

crease departure susceptibility and severity through inĆ

high AOA and can lead to potentially more severe depar−

creased dihedral effect.

tures. Caution should be exercised when cross−controlling

to increase high AOA roll response away from the store

11.7.1.3

External Stores

asymmetry. Use of cross controls to roll into the

store asymmetry will be less effective than normal.

As external stores are added, departure susceptibility

and severity increase. No one store is significant in and of

11−11

ORIGINAL

NAVAIR 01−F14AAD−1

11.7.2

Lateral Stick−Induced Departures

11.7.4

Multi−Axis Control−Induced Departures

Roll and yaw in direction of lateral stick command is

Combined lateral stick and rudder control inputs can

typically retained up to 30 units AOA, due to the combined

produce oscillatory aircraft response and high yaw rates at

effects of differential tail fadeout and lateral stick−to−rudder

some flight conditions.

interconnect functions provided by DFCS. Maximum roll

rate commanded by lateral stick decreases as AOA increases,

11.7.4.1

Cross Control−Induced Departures

decreasing to near zero above 30 units AOA without pilot

Sustained cross control inputs produce oscillatory roll

commanded coordinated rudder inputs. Some variation in

and yaw rates in the direction of the rudder input. The

AOA at which neutral roll response occurs and/or mild roll

amplitude of the oscillations decreases as AOA increases.

reversal may be expected due to effects of external stores,

Differential tail fadeout and lateral stick to rudder interconĆ

wing fuel state, or flight control system rigging tolerances.

nect functions limit maximum control authorities to ±2°

During flight tests, only mild roll reversal departures were

differential tail and ±11° rudder, causing maximum yaw rate

experienced. These departures were characterized by a mild

to remain below 50 deg/sec at all flight conditions. At very

roll and yaw opposite the lateral stick command. With

low airspeed and high AOA flight conditions (less than 0.4

maneuver flaps retracted, there was no appreciable degradaĆ

Mach and above 30 units AOA), the low speed cross control

tion in departure resistance. No high AOA maneuvering

function (LSXC) is enabled to provide a transient roll and

restrictions regarding lateral stick inputs are required for

yaw maneuvering capability. LSXC permits the pilot to

flight with a fully operational UA−ARI.

command up to ±10° differential tail and

±30° rudder

11.7.3

Rudder−Induced Departures

deflection during cross control maneuvers. Peak roll rate of

approximately 60° per second is available through the use of

Full rudder inputs at high AOA produce a roll and yaw

LSXC. If long duration inputs are utilized, the roll response

rate in the direction of the rudder input. At moderate AOA

will become oscillatory, with hesitations in bank angle and

(approximately 15 to 25 units), this response is oscillatory

roll rate. Precise bank angle control is typically not possible

and a definite hesitation in roll and yaw rate will be noted

with LSXC, but the feature can be effectively utilized during

for long duration inputs. Inertia coupling effects will also

sustained slow speed / high AOA maneuvering such as a flat

cause pitch rate and AOA oscillations. As AOA increases to

scissors engagement. The spin recovery function will start to

30 units, the response is less oscillatory but remains in the

reduce these control authorities at approximately 20° per

direction of the rudder input. Above 30 units AOA, rudder

second yaw rate and will apply the maximum reduction in

effectiveness is significantly reduced and little response is

control authority back to the ±2° differential tail / ±11° rudder

obtained from a full rudder input. The departure resistance

limits at approximately 25° per second yaw rate to preserve

features of the UA−ARI limit maximum yaw rate to less

departure resistance.

than

50 deg/sec over the majority of the high AOA

flight envelope. However, at airspeeds above approximately

11.7.4.2

Coordinated Control−Induced

250 knots and low to moderate AOA (less than 25 units),

Departures

rapid yaw acceleration can occur in response to a sustained

full rudder input such that 50 deg/sec yaw rate can be initially

During flight tests, full sustained coordinated lateral

exceeded. Flight test data indicate that yaw rates decreased

stick and rudder inputs produced high roll and yaw rates in

to less than 50 deg/sec even when sustained full rudder inputs

the medium to high airspeed regime (above 250 knots) at low

were maintained for 10 sec. Roll response using lateral stick

to moderate AOA (less than 25 units). However, no tested

alone in this airspeed and AOA range is typically sufficient,

condition resulted in sustained yaw rate above

50° per

such that large rudder inputs should not be required to obtain

second. The roll and yaw rates are in the direction

desired roll performance.

commanded and produce highly oscillatory, potentially

disorienting motion with significant nose up coupling in the

pitch axis. At these flight conditions, roll response due to a

pure lateral stick input (no pilot−commanded coordinating

rudder) is satisfactory and additional coordinating rudder

should not be required to obtain desired roll performance.

Sustained large rudder inputs at high airspeeds

At lower airspeeds and/or increased AOA, coordinated

(above 250 knots) can cause high yaw acceleraĆ

lateral stick and rudder inputs produced a smoother, less

tion and yaw rate.

11−13

ORIGINAL

NAVAIR 01−F14AAD−1

oscillatory roll and yaw response. In this flight regime,

11.7.6

Accelerated Departures

coordinating rudder can be used to supplement lateral stick

Accelerated departures are initially characterized by a

for increased roll rate.

rapid increase in lateral acceleration but may become

violently oscillatory about all three axes. Flight tests with

legacy SAS (pre−DFCS) have shown aircraft rates in excess

of 120° per second in roll and 70° per second in yaw. Pitch

rates oscillate up to ±30° per second and lateral acceleration

oscillates up to ±0.8g. These oscillations may cause pilot

Sustained large rudder inputs at high airspeeds

disorientation, and proper recovery controls may not be

(above 250 knots) can cause high yaw acceleraĆ

obvious. If this occurs, the proper response would be to

tion and yaw rate.

neutralize rudders and lateral stick, apply forward longitudiĆ

11.7.5

Asymmetric−Thrust−Induced Departures

nal stick, and lock the shoulder harness. Recovery indications

should become apparent within two turns.

Asymmetric−thrust−induced departures are similar to

11.7.7

Inertia Coupling

those induced by the flight controls. At high altitude (greater

than

20,000 feet), asymmetric thrust results in a mild

Coupling occurs when motions in more than one axis

departure characterized by mild roll and yaw rates into the

interact. Combined motion on two axes will always result in

dead engine if the airspeed is above 100 knots. The yaw rate

motion in the third axis. The F−14, like all high−performance

is usually masked by the roll rate. If no pilot action is taken,

aircraft capable of producing high−rate, multiple−axis motion,

the aircraft usually stabilizes at some moderate yaw rate from

is susceptible to coupling. High−rate, multiple−axis motions,

which recovery is easily accomplished. On occasion, the yaw

particularly at high AOA, can produce violent coupled

rate will continue to increase slowly, taking 20 seconds or

departures. In flight tests with legacy SAS (pre−DFCS), a

more to reach 50_ per second. At lower altitudes (15,000

guns−defense/collision−avoidance maneuver using full rudĆ

feet) yaw rate may reach 50_ per second in 10 seconds

der followed by full coordinated lateral and aft stick produced

because of increased thrust asymmetry. Departures induced

violent coupled departures with up to 66° per second yaw rate

by asymmetric thrust alone below 100 knots or when airspeed

in less than 2 seconds. Yaw rates of this magnitude require

drops below 100 knots in the departure are characterized by

prompt positive recovery inputs by the pilot. External stores

mild roll and a smooth gradual increase in yaw rate that will

contribute to the severity of the departure by decreasing

attain values well over 50_ per second. The DFCS spin

directional stability and increasing inertia. Most coupled

recovery function automatically commands recovery differĆ

departures in the F−14 are induced by combined high pitch and

ential tail and rudder inputs to oppose yaw rate buildup and

roll rates (causing a rapid departure in yaw). Typically, these

reduces the severity of asymmetric thrust induced departures.

departures are initiated at comparatively low AOA (below 15

These inputs are most effective if airspeed remains above 100

units) where the aircraft is capable of generating both high

knots. Departures induced by asymmetric thrust are still

pitch and roll rates. It should be noted that since the ROLL

capable of reaching

50°/sec yaw rate at low altitudes,

SAS will remain on, this will provide increased roll control

however, the yaw rate onset is much less severe, allowing the

authority, throughout the flight envelope.

pilot more time to counter rate.

Note

In flight tests, the DFCS did not prevent coupled

departures from occurring. However, the DFCS

spin recovery function prevented excessive yaw

The pilot’s natural tendency is to oppose uncomĆ

rate buildup.

manded roll with lateral stick, but this can aggraĆ

No DFCS flight test departure maneuvers exceeded

vate the departure.

70° per second yaw rate, and progression into the flat spin

During maneuvering flight, uncommanded roll should

mode following this type of departure.

be countered by rudder and a reduction in AOA. DFCS

automatically provides coordinating rudder with lateral stick

deflection which decreases departure susceptibility. See

additional discussions on asymmetric thrust flight characterĆ

istics in this chapter.

Avoid high−rate, multiple−axis motion because

of possible violent departures.

ORIGINAL

11−14

NAVAIR 01−F14AAD−1

11.7.8

Departure Recovery

ment indication of yaw direction is the roll direction. In an

upright departure, the aircraft yaw rate is the same direction

Before recovery controls are applied, the crew must

as the roll rate. Typically, roll rate is much more evident to

analyze flight conditions to determine the departure mode

the pilot than yaw rate. The turn needle and PTID spin arrow

entered. The turn needle indicates only the direction of yaw

may be backed up by referencing the roll direction.

and not magnitude of yaw rate, since it pegs at 4_ per second

yaw rate. An upright departure is indicated by AOA pegged

Reducing thrust asymmetry during recovery by retardĆ

30 units; an inverted departure by AOA of 0 units.

ing the throttles to IDLE removes any possible thrust

Generally, increasing airspeed and AOA sustained between

asymmetry, places the engines in the region of greatest stall

0 and 30 units is indicative of a recovery in progress, as is

margin, and reduces time to recover. Maintaining a thrust

positive aircraft reaction to pilot control inputs.

asymmetry, particularly with the good engine in MAX A/B,

will delay recovery at high altitudes and may prevent

11.7.9

Upright Departure Recovery

recovery at lower altitudes since flight controls may not be

Recovery from upright departures is positive and

powerful enough to overcome asymmetric thrust. AsymmetĆ

generally rapid. The high control power that allows the pilot

ric thrust has its greatest effect upon upright departure

to depart the aircraft also enables the pilot to recover when

recovery at low airspeed, where flight controls are not as

the controls are properly applied and sufficient altitude is

effective, and low altitude, where asymmetric engine thrust

available for recovery.

is the largest.

Successful upright departure recovery depends on

recognition of the departure from controlled flight, applicaĆ

tion of appropriate recovery control inputs, and subsequent

recognition of when the aircraft has recovered. Departure

Retarding throttles to idle during a departure or

from controlled flight is usually characterized by an uncomĆ

high AOA maneuvering may induce a compresĆ

manded roll/yaw or an abrupt nose slice or pitch. Common

sor stall on the operating engine. If both engines

examples of these motions are lateral control reversal at high

are stalled, one engine must be immediately seĆ

AOA, or uncommanded roll and yaw resulting from asymĆ

cured (while maintaining the correct departure/

metric thrust. When appropriate recovery controls are

spin recovery inputs) to prevent turbine damage

applied and maintained as discussed in detail below, recovery

and provide maximum potential for a successful

from an upright departure will be indicated by decreasing

airstart.

yaw rate, decreasing AOA, and increasing airspeed. The

decrease in AOA and increase in airspeed during recovery

Recovery from slightly higher yaw rates (approximateĆ

will be evident to the pilot by the aircraft response to control

60 to 70 deg/sec) is possible with forward stick and

inputs. The aircraft may stop rolling because of sideslip and

opposite rudder alone, due to the automatic anti−spin

begin to roll because of differential tail commanded by the

differential tail and rudder inputs provided by the spin

pilot or DFCS for recovery from higher yaw rate departures.

recovery function. Above these yaw rates, additional pilot−

A nose drop and associated unload may occur, and the roll

commanded lateral stick into yaw rate/turn needle will likely

rate may increase under these conditions.

be required to recover the aircraft. Yaw rates of 100_ per

Note

second or more can be identified by sustained eyeball−out g.

During recovery from departures where yaw rates of 50_ to

The most important action of any upright deparĆ

100_ per second are experienced, the aircraft may stop

ture recovery is reducing the AOA. This is enĆ

rolling because of sideslip and begin to roll because of

hanced by timely application of forward stick

differential tail commanded by the pilot or DFCS for

and countering the yawing motion of the aircraft

recovery. A nose drop and an associated unload may occur.

with rudder.

These are indications of a positive recovery in progress.

If the AOA is pegged at 30 units or increasing rapidly,

During flight tests with DFCS, a sustained mild

smoothly apply forward stick as required to reduce AOA.

auto−roll" tendency was exhibited during recovery from

Full forward stick may be required. In an upright departure

some intentional departure maneuvers. This motion typically

where less than 50_ per second yaw rate is observed, if full

occurred when the pilot failed to input enough forward stick

forward stick is applied to reduce AOA, throttles retarded to

to reduce and maintain AOA below 20 units. With neutral

idle, and rudder is applied opposite the yaw direction, the

controls or slightly forward stick only (no pilot rudder or

aircraft will generally recover, as shown in Figure 11−3.

lateral stick input), the aircraft can continue to roll and yaw

Cockpit indications of yaw direction are the pilot’s turn

mildly in the direction of the original departure. These rates

needle and the spin arrow displays on the PTID and MFD

are approximately 40 deg/sec in roll and 20 deg/sec in yaw.

(Figure 11−4). Refer to paragraph 11.7.9.1 for a detailed

AOA is sustained between 20 and 25 units. Aircrew should

discussion of spin arrow displays. An additional noninstruĆ

11−15

ORIGINAL

NAVAIR 01−F14AAD−1

recognize that the departure is substantially recovered at this

point, as indicated by the sustained AOA below 30 units,

blanked spin arrow, and a nose low attitude with increasing

airspeed. Any subsequent positive pilot control input will

cause the aircraft to cease the auto−roll motion. This can be

Maintaining aft and lateral stick recovery conĆ

accomplished by applying enough forward stick to reduce

trols below approximately 100_ per second yaw

and maintain AOA below 20 units, applying opposite rudder

rate can result in large AOA excursions and osĆ

and/or lateral stick, or a combination of any of these three

cillations in roll and pitch, which may compliĆ

inputs.

cate recognition of recovery from an upright deĆ

parture and delay recovery. Maintaining these

Once recovery indications from a low yaw−rate

controls below approximately 80_ per second

departure (less than 50_ per second) are verified, the forward

will delay recovery and increase the potential for

longitudinal stick should be relaxed to maintain 17 units

yaw rate reversal and progressive departure in

AOA, which will minimize altitude loss for recovery and

the opposite direction.

avoid negative g as airspeed builds. Rudders should be

neutralized as rotation stops. As recovery from higher

11.7.9.1

Spin Arrow Displays

yaw−rate departures is indicated, the lateral stick that was

At yaw rates greater than 30_ per second, the spin

held into the turn direction should be neutralized, and the

arrow displays (Figure 11−4) have priority and override all

forward longitudinal stick should be relaxed to minimize

other display formats on the MFD1 and the PTID. MFD2 and

altitude loss for recovery and avoid negative g as airspeed

MFD3 display the VDI format. When a yaw rate exceeding

builds. The aircraft is very responsive to longitudinal stick

30_ per second is detected, the current format on these

inputs at all AOA at speeds above 100 knots. Pullout should

displays is overridden by the spin indicator format. In this

be accomplished at 17 units AOA. Lateral stick and rudder

format, the spin arrow points in the direction of the spin.

may be used to counter any remaining roll and yaw

Above the spin arrow in the MFD format, vertical tape

oscillations.

displays provide airspeed, altitude, and AOA indications. If

Centrifuge tests indicate the pilot begins to sense

required, an indication of left or right engine stall is provided.

eyeball−out g at about 2g, which occurs at approximately 90_

A moving caret shows yaw rate from 30_ to 180_ per second.

to 100_ per second yaw rate. If sustained eyeball−out g is

If the yaw rate exceeds 180_ per second, the caret is pegged.

sensed, it is likely that 100_ per second yaw rate has been

exceeded and optimum recovery controls are full rudder

Note

opposite the yaw rate/turn needle, full lateral stick into the

D If MFD1 is not operating, the spin indicator

turn needle, as much aft stick as possible (while maintaining

format is displayed on MFD2.

full lateral stick. The DFCS provides the capability to

command full ROLL SAS ON differential tail authority for

D If INS and SAHRS failures occur while the

recovery as a basic feature of the UA−ARI. Refer to

spin arrow format is displayed, the pointer on

Chapter 14 for upright departure/flat spin emergency proceĆ

the yaw rate scale is removed from the MFD,

dures. Recovery controls should be applied and maintained

the spin arrow is frozen, and an X" is superĆ

until recovery is indicated, ejection altitude is reached, or

imposed over the spin arrow. The airspeed,

increasing eyeball−out g threatens aircrew incapacitation.

AOA, and altimeter scales are not obscured

As yaw rate decreases during recovery from very high

(Figure 11−5).

yaw−rate departures

(above 100_ per second, or where

At yaw rates over 30_ per second, the PTID display is

sustained eyeball−out g is sensed), the aft stick and full lateral

blanked and the spin arrow appears pointed in the direction

stick recovery controls result in some−what different recovĆ

of yaw. If the yaw rate exceeds 90_ per second, the spin arrow

ery characteristics. If these recovery controls are maintained

will flash at a 4−times−per−second rate. A fixed scale from

below a yaw rate of approximately 100_ per second, large

30_ to 110_ per second increasing in the direction of yaw in

AOA oscillations may be experienced as well as oscillations

increments of 20_ will be displayed below the spin arrow.

in roll and pitch. The overall recovery may feel very rough

A diamond will be positioned above the numbers to indicate

and oscillatory. If these recovery controls are maintained

the existing yaw rate. For yaw rates in excess of 110_ per

below approximately

80_ per second, recovery will be

second, the diamond will travel past 110 and be positioned

delayed and the potential for yaw rate reversal and progresĆ

over a + sign.

sive departure in the opposite direction is greatly increased.

For these reasons, the control stick that was maintained aft

Note

and into the turn should be moved forward and into the turn

when sustained eyeball−out g is no longer sensed or spin

D The primary reference for the spin arrow, the

arrow yaw rate has decreased below 100 deg/sec. Further

INS, is valid for yaw rates up to 300_ per

recovery can then be accomplished as previously described.

11−17

ORIGINAL

NAVAIR 01−F14AAD−1

second; the backup reference, the SAHRS, is

departure, low−speed stalled engine, etc.). The time between

valid for the same yaw rates.

recognition of a flat spin and buildup of incapacitating

longitudinal−g forces is dependent upon aircraft loading,

D If INS and SAHRS failures occur while the

thrust asymmetry, flight control position during spin entry,

spin arrow format is displayed, the pointer on

locked or unlocked harness, tightness of the lap restraints,

the yaw rate scale is removed from the PTID

and flightcrew physical condition and stature. Test data

and a breakaway X is super−imposed over the

indicate that following recognition of a flat spin, the pilot

spin arrow display (Figure 11−5).

may be able to maintain antispin controls for 15 to 20 seconds

The algorithm that provides yaw rate and direction of

(approximately 7 to 10 turns) but may severely jeopardize his

turn information for the spin arrow display has not been flight

ability to eject because of the incapacitation that occurs as the

test validated at all aircraft attitudes and rates. Hence, the

g forces build. Consistent successful F−14 flat spin recovery

spin arrow may not operate properly at extreme aircraft

procedures have not been demonstrated; therefore, once the

attitudes and rates. The spin arrow has operated properly,

aircraft is confirmed to be in a flat spin, the flightcrew should

providing accurate yaw rate and direction information to the

eject. This decision should not be delayed once the flat spin

aircrew, during flight test where nominal aircraft departures

is recognized.

were encountered.

It is important to understand that longitudinal g forces

11.7.10

Flat Spin

can be present in accelerated departures from controlled

flight and ejection initiated solely because of longitudinal g

The only true upright, fully developed spin in the F−14

forces is premature.

is the flat spin. It is recognized by the flat aircraft attitude

(approximately

10_ nose down with no pitch or roll

To preclude premature ejection from a recoverable

oscillations), steadily increasing yaw rate, and high−longituĆ

aircraft, verify that the aircraft is not rolling or oscillating in

dinal acceleration (eyeball−out g). It may develop within two

pitch or is not in a coupled departure. If any of these

to three turns following a departure if yaw is allowed to

characteristics are evident, then a flat spin has not developed

accelerate without rapid, positive steps to effect recovery.

and departure recovery procedures should be continued.

High yaw−rate departures are usually induced by aerodynamĆ

11.7.11

Negative AOA Departures

ic controls, resulting in inertia coupling and possibly

aggravated by a thrust asymmetry. The aircraft may first

During flight test, a negative AOA departure mode has

enter an erect oscillatory spiral as airspeed rapidly decreases.

been experienced. Cross−control inputs in the low to medium

Frequent hesitations in yaw and roll may occur as yaw rate

Mach (less than 0.6 Mach) and low to medium AOA (AOA

increases. The turn needle and the spin arrow are the only

less than 25 units) area resulted in rapid transition to negative

valid indications of yaw and spin direction as they always

AOA with up to 2.5 negative g. Inertia coupling effects will

indicate turn direction correctly, whether erect or inverted.

cause a nose down pitch and AOA decrease any time roll and

AOA will peg at 30 units, and airspeed will oscillate between

yaw rates are generated in opposite directions. A cross

0 and 100 knots. The aircraft may also depart by entering a

control input at low AOA, where the aircraft still rolls in the

coupled roll where yaw rate may build up without being

direction of lateral stick, is capable of producing this type of

noticed, to the point that when roll stops, yaw rate is sufficient

motion. The motion was very disorienting, uncomfortable,

to sustain a flat spin. A large sustained thrust asymmetry at

and confusing. Neutralizing controls would produce a

low airspeed (particularly at low altitude), may also produce

recovery from this departure; use of aft stick would speed

sufficient yaw rate to drive the aircraft into a flat spin if

recovery.

proper recovery controls are not used. In all instances,

recovery should be accomplished by prompt application of

departure recovery procedures to reduce AOA and control

yaw rate.

Regardless of the method of entry, once the flat spin has

Use of cross−control in the low to medium Mach

developed, the flat aircraft attitude (10_ nose down), steadily

(less than 0.6) and low to medium AOA (AOA

increasing yaw rate, and buildup of longitudinal−g forces not

less than

25 units) may result in negative−g

accompanied by roll and/or pitch rates will be apparent to the

departures.

flightcrew. AOA will be pegged at 30 units, yaw rate will be

fast (as high as 180_ per second) and altitude loss will be

11.7.12 Inverted Stall/Departure

approximately 700 feet per turn. Longitudinal acceleration

(eye−ball−out g) at the pilot’s station will be 5.5 to 6.5g and

As in normal stall approaches, there is no clearly

at the RIO’s station, 3.5 to 4.5g. Time between aircraft

defined inverted stall. A moderate rate application of full

departure and flightcrew recognition of a fully developed flat

spin depends upon the nature of the entry

(accelerated

ORIGINAL

11−20

NAVAIR 01−F14AAD−1

forward stick in inverted flight results in a negative AOA of

combination through 360_ of roll. Pro spin controls need not

about −30_.

be held to maintain the aircraft in a spin. The inverted spin

is primarily identified from cockpit instruments by less than

zero g and an AOA of zero units. Since the inverted spin is

quite disorienting, spin direction must be determined by

observing the turn needle deflection and spin arrow. Altitude

loss during the inverted spin is 800 to 1,800 feet per turn and

time per turn is 3 to 6 seconds. Nose attitude in the inverted

Dynamic forward stick inputs of moderate rate

spin is approximately 25_ below the horizon. Warning of

may exceed the negative−g limit of −2.4g. IndiĆ

possible inverted spin usually occurs sufficiently in advance

cated AOA will show zero beyond about −5_ true

AOA.

for the aircrew to take corrective action. Warning is usually

very noticeable in the form of a nosedown pitch (negative g)

Dihedral effect is negative at negative AOA. ThereĆ

with a yawing and possible rolling motion that is quite

fore, a right rudder input produces right yaw, but left roll.

uncomfortable to the aircrew. In the fully developed inverted

This feels natural to the pilot in inverted flight, and enables

spin, rudder opposite yaw/turn needle is the strongest

raising a wing with opposite rudder when inverted. At

antispin control. Aft stick is a strong antispin control during

negative AOA, oil pressure will indicate zero and illuminate

the incipient spin phase and a weak antispin control in the

the OIL PRESS caution light and MASTER CAUTION light.

inverted spin. In the absence of asymmetric thrust, the

antispin control inputs will recover a fully developed

inverted spin within one turn. Lateral stick opposite yaw is

an antispin control, however, it is not included in the recovery

procedures because opposite rudder recovers the aircraft so

effectively. If opposite rudder and lateral stick were used, the

Zero− or negative−g flight in excess of 10 seconds

recovery would occur very rapidly and a postrecovery

in afterburner or 20 seconds in military power or

departure in the direction of stick and rudder would be highly

less depletes fuel feed tanks (cells 3 or 4), causing

probable. Refer to Chapter 14 for inverted departure/spin

flameout of both engines.

emergency procedures.

Recovery from an inverted stall is performed by

11.8 TAKEOFF AND LANDING CONFIGURATION

applying full aft stick, while neutralizing lateral stick, to

FLIGHT CHARACTERISTICS

return to positive−g flight. Recovery from negative−g condiĆ

tions will usually occur immediately. Return to level flight

11.8.1

Baseline Flight Characteristics

can then be performed from the resultant nosedown attitude

by rolling erect with rudder and/or lateral stick and pulling

The aircraft exhibits a sluggish pitch response to

out at 17 units AOA.

longitudinal stick inputs. Frequent power adjustments are

required in conjunction with longitudinal stick inputs to

Excessive negative−g maneuvering can also exceed the

properly maintain glideslope on approach. DLC is very

aircraft lift limit and cause departure. Aircraft motion

effective for making glideslope corrections while at the same

following departure will be very erratic and disorienting; any

time minimizing the need for nose movement and/or power

induced yaw rate can result in upright or inverted spin entry.

corrections. During full flap takeoffs, more longitudinal stick

Aircraft at high gross weights with external tanks and stores

is required to rotate the aircraft as compared to either the flaps

require a relatively minor negative load to induce this type of

up or maneuver flap takeoff configurations. Pitch sensitivity

departure.

and over−rotation tendency is more pronounced with maneuĆ

ver flaps or flaps up, particularly with aft CG locations.

The PA−ARI control functions combine to provide a

crisp roll response and essentially deadbeat dutch roll

damping. Additionally, the PA spoiler gearing relationship is

Negative−g maneuvering at high gross weights

modified to eliminate the non−linear roll response by moving

should be avoided because of a high probability

the spoiler breakout point to only one−tenth inch lateral stick

of departure.

deflection. The aircraft is very responsive to lateral inputs

and some tendency to overcontrol bank may be experienced.

11.7.13 Inverted Spin

The DFCS also provides automatic coordinating rudder

An inverted spin may be encountered if the aircraft

inputs with lateral stick deflection such that the vast

unloads while there is a yaw rate present. In flight tests, the

majority of lateral corrections can be made with feet

inverted spin has been caused by holding full forward stick

on the floor." An undesirable by−product of this improved

while inverted, applying full rudder, and holding this

11−21

ORIGINAL

NAVAIR 01−F14AAD−1

coordination is a minor pitch up in response to moderate to

wing rock at 26 units AOA. Figure 11−6 shows stall speeds for

aggressive lateral inputs, which requires pilot compensation

standard day temperature at sea level with slats/flaps

to maintain constant AOA. This effect is more pronounced

extended and gear down.

with DLC off. Finally, the spiral mode is neutrally dampened,

such that the aircraft will tend to hold a constant bank angle

Note

once established in a turn.

Maximum allowable AOA gear down is 20.6

11.8.2

Crosswind Landings

units below 5,000′ AGL and 25.5 above 5,000′

AGL.

Crosswind landings may be accomplished using either

the sideslipped or crabbed technique, up to the crosswind

11.8.4

Stall Recovery

limit (20 knots). The PA−ARI roll rate command function and

revised spoiler gearing affect crosswind landing flight

Stall recovery is easily accomplished by relaxing aft

stick force and easing the stick forward, if necessary, to

characteristics. The DFCS commands ROLL SAS inputs to

decrease AOA to less than 16 units. Maintain 15 to 16 units

achieve a commanded roll rate which is proportional to the

pilot’s lateral stick input. During a sideslipped approach

AOA and stabilized military or afterburner thrust during

recovery to level flight. Recovery to level flight requires

( wing down, top rudder"), the pilot applies a constant lateral

stick input which is not intended to command roll rate, in

about 1,000 feet of altitude.

order to hold the aircraft in a steady slip. To accommodate

this technique, ROLL SAS inputs are faded out as the pilot

applies rudder pedal. However, the spoiler gearing schedule

results in nearly immediate spoiler breakout with lateral stick

deflection from trim (one−tenth inch lateral stick input). This

spoiler breakout may result in an unpredictable or overly

Avoid high−rate, multiple−axis motion because

of possible violent departures and engine stalls.

sensitive roll response during tightly controlled tasks such as

fine lineup corrections late in the approach. Because crabbed

approaches are flown without this offset lateral stick input

and do not exhibit this characteristic, pilots may find this

technique easier. Method of crosswind approach is pilot’s

option.

Use of cross−control in the low to medium Mach

11.8.3

Normal Stalls

(less than 0.6) and low to medium AOA (AOA

During deceleration in a level, 1g stall approach, light

less than

25 units) may result in negative−g

buffet starts at about

19 units AOA. Buffet does not

departures.

significantly change thereafter as the AOA is increased and

11.8.5

Asymmetric Thrust Flight Characteristics

provides no usable stall warning. For this reason, with the

landing gear handle down, DFCS incorporates rudder pedal

11.8.5.1

Takeoff Configuration

shaker beginning at approximately 21 units AOA to alert the

pilot. A reduction in stick force is felt between 24 and 28 units

Afterburner takeoffs are prohibited specifically beĆ

AOA. At 25 units AOA, divergent wing rock and yaw

cause of controllability concerns in the event of an engine

excursions define the stall. Sideslip angle may reach 25_, and

failure during takeoff. An engine failure during a MIL power

bank angle 90_ within 6 seconds if the AOA is not lowered.

takeoff with the F110 engine will produce significant thrust

Lateral stick inputs result in significantly reduced adverse

asymmetry. The high compression ratio of the compressor

yaw and continue to provide excellent roll response up to 25

section will result in very rapid spooldown during an engine

units AOA. Above 25 units AOA, the ARI is disabled and

failure and rotor lock can be anticipated within several

DFCS control laws revert to basic SAS in each axis.

seconds of the engine failure. An engine failure in the takeoff

Extending the speedbrakes slightly aggravates the stick force

configuration produces rapid nose movement in the direction

lightening at 24 units AOA but improves directional stability

of the failed engine. The pilot’s first impression is usually

significantly, reducing the wing rock and yaw tendency at 25

that the aircraft will depart the runway. Even if the aircraft’s

units AOA. Stall approaches should not be continued beyond

heading swerve is corrected, the aircraft may continue to skid

the first indication of wing rock. When wing rock occurs, the

sideways across the runway. The wing on the side of the

nose should be lowered and no attempt should be made to

failed engine may rise 10_ to 15_. This is noticeable to the

counter the wing rock with lateral stick or rudder. Stalls with

pilot, but easily corrected with lateral stick. If the airspeed is

the landing gear extended and flaps up are similar to those

high enough to allow correction of the heading swerve, all

with flaps extended. Buffet starts at 16 to 18 units AOA and

lateral drift can be stopped.

ORIGINAL

11−22

NAVAIR 01−F14AAD−1

Aircraft controllability during asymmetric thrust takeĆ

off emergencies is influenced by rudder position, thrust

asymmetry, airspeed, nosewheel steering, and pilot reaction

time, with pilot reaction time being the most critical factor.

During the takeoff roll, rudder control power increases as the

Failure to limit pitch attitude will place the airĆ

airspeed increases, thus improving the pilot’s ability to

craft in a regime of reduced directional stability,

control an asymmetric thrust condition. Below minimum

rudder control, and rate of climb. The aircraft

control groundspeed

(V_MCG), insufficient rudder control

may be uncontrollable at AOA above 20 units.

power will be available (nosewheel steering OFF), and large

Smooth rotation to 10_ pitch attitude (approxiĆ

lateral runway deviations will be experienced if the takeoff

mately 14 units AOA) will provide good initial

is continued. The lower the airspeed at which the asymmetry

flyaway attitude, ensure single−engine acceleraĆ

occurs, the larger the lateral deviation. Longer pilot reaction

tion, and generate adequate rate of climb. See

times result in dramatically larger lateral deviations. V_MCG

Chapter 13 for single−engine takeoff emergency

speeds (takeoff continued) for the F−14B/D are presented in

procedures, and NAVAIR 01−F14AAP−1.1 for

Figure 11−7. Even if the takeoff is aborted, significant runway

single−engine performance data.

lateral deviations may occur before the aircraft is brought

back under control.

11.8.5.2

Landing Configuration Ċ General

Asymmetric thrust flight in the landing configuration

VMCG SPEEDS

must be approached with caution. Gross weight should be

MAXIMUM 50 FT

reduced prior to landing in order to improve waveoff

THRUST

FLAP

LATERAL

performance. Rudder trim, augmented as necessary by

ASYMMETRY

POSITION

DEVIATION

additional rudder pedal deflection, should be used to counter

thrust asymmetry.

Military − IDLE

Extended

132 to 138 knots

Speedbrakes should remain retracted during actual

Military − IDLE

Retracted

135 to 140 knots

single−engine approaches. A straight−in approach should be

flown. Avoid turns into the dead engine. Steep angle of bank

turns into the dead engine reduce climb performance and may

Figure 11Ć7.ĄMinimum Control Speed, Ground (V_MCG)

result in rudder requirements exceeding available control

deflection causing loss of control. The pilot may have to

Use of the nosewheel steering up to 100 knots will

reduce the thrust on the operating engine to regain control,

reduce the amounts of deviation during the abort. For

which may not be feasible at low altitude. By performing

example, if the engine fails at 90 knots, the lateral deviation

turns away from the failed engine, both thrust and rudder

will be 10 to 15 feet with nosewheel steering engaged, and

requirements will be reduced. Any maneuvering required

approximately 50 feet with nosewheel steering disengaged.

prior to final approach should be accomplished using a

If the single−engine failure occurs during or after

maximum of 20_ angle of bank in turns away from the failed

lift−off or catapult launch, the aircraft is controllable if proper

engine.

aircrew techniques are employed. Airborne rudder effectiveĆ

ness is presented in Figure 11−8. Rudder is the primary

Note

control for countering yaw because of asymmetric thrust.

The role of the RIO is critical in this regime. He

Beneficial coordinating rudder is automatically applied with

should closely monitor airspeed, bank angle, and

a lateral stick input and helps to limit yaw rate and sideslip

AOA throughout the approach.

buildup. However, pilot commanded rudder remains the

required recovery control for the DFCS. At the first

Refer to Chapter 15 for single−engine landing emerĆ

indication of an engine failure, the pilot should not hesitate

gency procedures and NAVAIR 01−F14AAP−1.1 for single−

to apply up to full rudder to counter roll and yaw. Above 100

engine performance data. For additional discussion of

knots, rudder effectiveness without nosewheel steering is

landing configurations and techniques, see paragraphs

sufficient to control this deviation adequately. In addition,

11.8.5.3 and 11.8.5.4. For additional discussion of asymmetĆ

use of nosewheel steering is undesirable above 100 knots

ric thrust flight characteristics, see paragraph 11.8.5.

because of a directional pilot induced oscillation tendency

and the potential for a cocked nosegear if takeoff is

11.8.5.3

Landing Configuration Ċ

continued.

Engine in Primary

DLC will not be available with the left engine secured.

With the left engine operating in primary mode and 3,000 psi

ORIGINAL

11−24

NAVAIR 01−F14AAD−1

combined hydraulic pressure, DLC should be engaged when

and is prohibited. The aircraft is extremely difficult to control

established on final approach. Any maneuver required prior

in MAX A/B and large bank angles into the operating engine

to rolling out on final approach should be accomplished using

are required to maintain centerline. Late or inadequate

12 units AOA or less. Once established on final approach, fly

control inputs during a MAX A/B waveoff can result in large

15 units or faster (DLC engaged) or 14 units or faster (no

lateral flightpath deviations. If unable to control yaw rate

DLC) to provide additional control power.

during A/B waveoff (possible ATLS failure), immediately

reduce power to MIL.

Note

11.8.5.4

Landing Configuration Ċ

While shipboard recoveries mandate the use of

Engine in Secondary

the minimum recommended approach airspeed

because of aircraft and arresting gear structural

Approaches in single−engine SEC mode are considered

limitations, field recoveries benefit from slightly

extremely hazardous. Thrust response in secondary mode is

faster airspeeds because of the increased control

nonlinear and very sluggish. At military power, thrust in

power and reduced apparent thrust asymmetry.

secondary mode can vary from as little as 65 percent to as

much as 116 percent of primary mode thrust at MIL power.

Airspeed control for a 14−unit approach is difficult,

Although the majority of engines produce greater than

therefore, there may be a tendency to overcontrol power. An

90 percent of primary mode thrust (at MIL power), the

effective technique is to have the RIO provide airspeed calls

possibility exists that in the full flap configuration, a

(i.e.,

2 knots slow/fast") to the pilot during final approach.

low−thrust engine will not provide enough thrust for level

With DLC engaged, minimize use of the throttle in close and

flight. Engine acceleration times can also vary and can be as

use DLC for fine glideslope corrections. Decreasing the

much as three times longer than in primary mode. Aircraft

amount of throttle activity will limit excitation of the dutch

should recover ashore. Shipboard landings should only be

roll. RATS will engage on touchdown, but does not

attempted as a last resort and only if performance is adequate.

significantly affect CV bolter performance. MIN A/B (ATLS

See Chapter 15 for performance check and specific emergenĆ

on) may be used if required. During a bolter, apply rudder

cy procedures.

simultaneously with power addition to maintain centerline.

Adequate directional control power exists to prevent drift on

DLC should not be engaged for any single−engine SEC

bolter.

mode approaches. Any maneuver required prior to rolling out

on final approach should be accomplished using 10 units

Military thrust waveoff performance in primary mode

AOA or less. Once established on final approach, fly 13 units

is good, averaging 30 to 40 feet of altitude loss from a

or faster to improve waveoff capability and provide additionĆ

nominal 600−fpm sink rate. Waveoff performance from high

al control power.

sink rates is improved using MIN A/B (ATLS on). Altitude

loss is minimized by maintaining approach AOA (slight,

Note

gradual pitch rotation required).

While shipboard recoveries mandate the use of

the recommended approach AOA because of airĆ

Note

craft and arresting gear structural limitations,

field recoveries benefit from slightly faster airĆ

Altitude loss during a single−engine waveoff is

speeds because of the increased control power

minimized by maintaining approach AOA until

and reduced apparent thrust asymmetry.

a positive rate of climb is established. Avoid

overrotating in close as this will increase the

Airspeed control for a 13−unit approach is difficult,

chance of an in−flight engagement. MIN A/B

therefore, there may be a tendency to overcontrol power. An

(ATLS on) may improve waveoff performance

effective technique is to have the RIO provide air−speed calls

from high sink rates.

(i.e.,

2 knots fast") to the pilot during final approach.

Extreme care should be used when working off a high and/

Sufficient rudder control power exists to maintain

or fast condition as any large power reduction could result in

control of the aircraft during MIL and MIN A/B single−enĆ

a situation requiring military power for correction. Use small

gine waveoffs, provided AOA is not allowed to increase

throttle movements and small attitude adjustments for

above 18 units. Simultaneously add rudder (approximately

glideslope corrections. Avoid nosedown attitude changes just

two−thirds to three−fourths deflection) with power to counter

prior to touch−down as this will minimize the chance of a

the asymmetric thrust and track centerline. If a yaw rate

hook skip bolter. In the event of a bolter, rotate to a 10_ pitch

develops into the failed engine, immediately apply full

attitude, not to exceed 14 units AOA. During a bolter, apply

opposite rudder to arrest the yaw rate and then reduce rudder

rudder simultaneously with power addition to maintain

as required to track center−line. Rudder may be supplemented

centerline. Adequate directional control power exists to

by small lateral stick inputs. The use of MAX A/B offers little

prevent drift on bolter.

or no improvements in single−engine waveoff performance

ORIGINAL

11−26

NAVAIR 01−F14AAD−1

Waveoff performance in secondary mode may be poor

dation in approach handling characteristics and is generally

and high sink rates must be avoided. The poor engine

only apparent when large bank angle changes are commandĆ

acceleration in SEC mode makes engine rpm at waveoff

ed, such as during roll into and out of the approach turn. If the

initiation a major factor in waveoff performance. Grossly

outboard spoiler module fails when the flaps and slats are

underpowered conditions must be avoided. During single−

down, the spoilers may float up and lock at some position

engine waveoffs in secondary mode, rotate the aircraft

above neutral. This may be accompanied by trim changes in

slightly to capture/maintain 14 to 15 units AOA as this will

all three axes, which can be trimmed out. Approach speed

help to break the rate of descent.

will increase slightly if a spoiler float occurs. If the failure

occurs when the flaps are up, spoiler float is minimized.

WARNING

Single−engine waveoff performance with operatĆ

ing engine in SEC mode will be severely deĆ

In the event of outboard spoiler module failure,

graded. Extreme care should be used to avoid an

do not engage DLC or ACLS.

underpowered, high rate−of−descent situation.

11.8.8

SAS Off

11.8.6

Degraded Approach Configuration

Approach characteristics with either ROLL or YAW

Refer to Chapter 15 for degraded approach emergency

SAS OFF will be significantly degraded compared to the

procedures.

baseline PA−ARI flying qualities. Failure of either ROLL or

YAW SAS (or selecting either ROLL or YAW STAB AUG

11.8.6.1

No Flaps, No Slats, and Wings at 20_

switch OFF) will revert the DFCS from the PA−ARI control

If a no−flap, no−slat landing is anticipated, a straight−in

mode to basic SAS" control mode (loss of ARI functionalĆ

approach should be performed because of the narrow margin

ity). Directional damping and roll response to lateral stick

afforded between 15 units AOA and the onset of airframe

inputs will both be significantly reduced compared to

buffet. The approach is flown at 15 units AOA. Airframe

baseline performance.

buffet will occur at 16 to 17 units AOA with wing drop

11.8.9

Aft Wing−Sweep Landings

(5_Ăto 10_) and/or an increase in sink rate occurring at 16.5

to 17.5 units AOA. Spoiler effectiveness is slightly degraded

The aircraft may be safely landed with the wings as far

because of the absence of the aerodynamic slot formed when

aft as 40_ (CV) and 68_ (field). If the wings fail to respond

the flaps are extended. Precise airspeed control is essential

to command, the emergency wing−sweep handle should be

for a no−flap/no−slat approach. Fast or high/ fast approaches

used to match the captain bars (commanded position) with

result if timely throttle adjustments are not made throughout

the wing−sweep position tape. Matching the captain bars with

the approach. The pilot must wave off approaches that result

the position tape ensures the commanded position is the same

in large throttle reductions (to near idle) in close.

as the actual position, removing hydraulic pressure from the

wing−sweep motors (hydraulic pressure will still remain

present at the wing−sweep control servo valve/four way

valve). This reduces the likelihood of hydraulic failure or

asymmetric wing sweep because of the failure of the

crossover shaft. Optimum AOA for shipboard aft wing sweep

Nose attitude control is more sensitive during a

approaches is 15 units. AOA may be increased up to 17 units

no−flap approach, and care must be exercised not

maximum for field landings to minimize approach airspeed

to overcontrol nose corrections in close. Cocked−

for normal field landings or remain within published

up, high−sink landing can result in damage to

arresting gear limitations for short−field arrested landings.

ventral fins and/or afterburners.

At wing−sweep angles of ≥ 51_, each 1−unit increase in

11.8.7

Outboard Spoiler Module Failure

approach AOA reduces approach airspeed by approximately

5 knots. Airspeeds for various configurations are shown in

When the wings are forward of 62_, loss of outboard

Figure 11−9.

spoilers results in a decrease in roll authority and in lateral

control effectiveness. Such loss causes no significant degraĆ

11−27

ORIGINAL

NAVAIR 01−F14AAD−1

With the wings frozen forward of 50_, the main flaps/

aircraft rate of descent during a waveoff. Single−engine

slats should be used. A normal 15−unit approach should be

approaches with aft wing sweep have not been tested and

used in this configuration and approach speeds will remain

rudder control power may be limited in this condition. Fuel

within field arresting gear limitations. If main flaps/slats are

permitting, aircraft handling and stall characteristics as well

not available, maneuvering flaps should be used. Extension

as waveoff performance should be evaluated at altitude prior

of the main flaps/slat only will result in a flap light with the

to commencing an aft wing−sweep approach.

wings aft of 20_.

If using an approach AOA greater than 15 units, nozzle

clearance at touchdown is reduced. Additionally, the high

rate of descent

(approximately

1,000 fpm on a

3.25_

glideslope) and high touchdown speed place high stress on

the main landing gear tires. The recommended technique for

If maneuvering flaps are used, ensure that the

field landings is to maintain a maximum of 17 units AOA

maneuver flap thumbwheel is not actuated durĆ

while attempting to minimize the rate of descent just prior to

ing the approach.

touchdown. Do not attempt to flare the landing and do not

Note

aerobrake.

Main flaps/slats extension with the wings aft of

20_ will result in a large nosedown pitch tranĆ

sient.

DLC should not be engaged as it increases final

approach speeds. APC gains are not optimized for wing

Nozzle clearance is reduced at elevated approach

sweeps other than 20_ and, therefore, APC should not be

AOA. Ensure that a maximum of 17 units AOA

used. Reducing gross weight will reduce approach speed by

is maintained at touchdown.

about 3.5 knots for each 2,000−pound reduction in gross

Aft wing−sweep touch−and−go performance has not

weight at the 68_ wing−sweep position. Pilot over−the−nose

been flight tested; however, rotation speeds approaching or

visibility is adequate at both 15 and 17 units AOA. The RIO

possibly exceeding tire limitations should be expected. Nose

will lose sight of the ball because of the higher pitch attitude

tire limitations, runway remaining, status of long−field

at 16 to 17 units AOA on the standard 3.25_ field glideslope.

arresting gear, and tire pressurization must all be factored

Flying characteristics in aft wing−sweep configurations

into a decision to go around following a hook skip. If

are dependent on wing−sweep angle and AOA. As wing−

committed to landing following a hook skip with operative

sweep angle increases, trimmed stick position moves aft. At

hydraulics, consideration should also be given to securing the

68_ sweep, roll performance is sluggish but adequate at up

starboard engine in order to reduce residual thrust.

to 17 units AOA with ROLL SAS engaged. At up to 62_ wing

Engagement speeds listed in the emergency field

sweep, differential tail is augmented with spoiler for roll

arrestment guide are groundspeeds. Headwind may be

control. The aircraft exhibits a very strong dihedral effect

subtracted from final approach airspeed, tailwinds must be

with the wings swept aft, enabling rudder to be used to

added, and compensation must be made for field elevation

augment roll performance, if desired. Crosswind landings

(add approximately 10 knots to arresting gear limit for a field

have not been evaluated at or near the aircraft crosswind

elevation of 4,000 feet).

limit, but a crabbed approach is recommended vice the

wingdown, top−rudder technique. Ensure that the fuselage is

If speedbrakes are not available, thrust requirements on

aligned with the runway prior to touchdown.

glideslope are decreased and judicious throttle management

is more critical.

Although pitch control is adequate, maintaining trim

airspeed is increasingly difficult with increasing sweep angle

because of low stick force cues for airspeed deviations. This

necessitates close monitoring of airspeed by the aircrew since

the approach indexers are unusable above 16 units AOA. As

wing sweep progresses further aft, stall becomes less clearly

If maneuver flaps are used, the pilot must ensure

defined. There is no strong aircraft buffet when AOA is

that the maneuver flap thumbwheel is not actuĆ

increased beyond 17 units. Aircraft waveoff performance is

ated during the approach.

adequate at both 15 and 17 units AOA. During single−engine

operation, up to maximum power may be required to arrest

11−29

ORIGINAL

NAVAIR 01−F14AAD−1

11.8.10

DFCS Degraded Control Modes

A normal landing approach can be flown with any

single segregation failure. Combined failure of any two

The DFCS is capable of operation in numerous

segregations results in combined loss of all associated

degraded mode control configurations. Description of all

functions, actuators, and in most cases, additional failures.

possible degraded modes is not practical; however, several of

Failure of both pitch or both roll segregations results in loss

these modes are listed below with a description of resulting

of all spoilers and severely degraded roll performance.

functionality and effect on approach flying qualities.

Failure of both roll or both yaw segregations results in loss

of PA−ARI and downgrade to basic SAS" mode in the

11.8.10.1

DFCS Computer Failures

remaining axes. This will be manifested by significantly

Each of the three DFCCs contains two distinct

decreased roll performance and significantly decreased

computer processors called computing segregations, one

directional damping. A straight−in approach with as little

A" segregation and one B" segregation in each axis. Each

crosswind as possible is recommended. Lateral stick inputs

may require coordinating rudder to obtain adequate roll

segregation commands different series servo and/or spoiler

sets. If a computing segregation fails, all actuators commandĆ

response and to minimize dutch roll disturbances.

ed by that segregation are rendered inoperative. FunctionalĆ

ity loss due to failure of each of the segregations and effect

11.8.10.2

DFCS Air Data Failures

on takeoff and landing flight characteristics are as follows:

Failure of the Mach number or AOA inputs to the

DFCS results in degraded mode operation for several

Pitch A

− Half authority PITCH SAS, no inboard

PA−ARI control functions. These control modes still provide

spoilers, no DLC. Slightly decreased pitch dampĆ

excellent flying qualities such that a normal approach can be

ing, decreased roll performance.

flown, but are somewhat degraded from the fully operational

PA−ARI performance.

Pitch B − Half authority PITCH SAS, no outboard

spoilers, no DLC. Slightly decreased pitch dampĆ

A DFCS Mach failure will always occur due to failure

ing, decreased roll performance.

of the SCADC, but may also occur independently from a

SCADC failure. Mach failure results in a nearly transparent

Roll A − Half authority ROLL PA−ARI/SAS, no inboard

degrade in directional damping, which may become noticeĆ

spoilers, no DLC. Decreased roll performance.

able at conditions slower than on−speed. A single AOA

failure results in no degradation in flying qualities, only a loss

Roll B − Half authority ROLL PA−ARI/SAS. Slightly

of redundancy, since the input is triplex. Dual AOA failure

decreased roll performance.

results in decreased directional damping, decreased roll

performance, and decreased spiral mode damping.

Note

Autopilot control modes, including ACLS, are

not available with any pitch or roll segregation

Significant PA−ARI functionality is retained with

failed.

dual Mach or dual AOA failures as compared to

UA−ARI. For this reason, ROLL DGR and ARI/

Yaw A − Half authority YAW PA−ARI/SAS. Decreased

SAS OUT caution lights will be automatically

directional damping. This may only be apparent

extinguished upon selection of the landing gear

during moderate to aggressive maneuvering, since

handle from the up to the down position.

the gain in the yaw channel B is doubled to comĆ

pensate for the loss of the yaw A series servo. Full

11.8.10.3

Series Servo Failures

YAW SAS performance is thus retained up to the

authority limit of the remaining yaw series servo

Reduced authority and rate damping performance will

(+9.5_ rudder).

be experienced in the affected axis. Failure of both roll or

both yaw series servos results in loss of PA−ARI and

Yaw B − Half authority YAW PA−ARI/SAS, no outboard

downgrades the DFCS to the basic SAS" control mode in the

spoilers, no DLC. Decreased directional damping,

remaining axes. Decreased roll performance and decreased

but only for aggressive maneuvers as previously deĆ

directional damping will be exhibited. A normal approach

scribed for the yaw A segregation. Decreased roll

can be flown with any single failure, a dual pitch, or a dual

performance.

roll series servo failure. In case of dual failure of the yaw

series servos, recommend a straight−in approach using

smooth lateral inputs with coordinating rudder to minimize

dutch roll disturbances.

ORIGINAL

11−30

NAVAIR 01−F14AAD−1

11.8.10.4

Spoiler Failures

Rudder Pedal Position − No pedal fadeout for lateral stick

to rudder interconnect or roll rate command funcĆ

As described under DFCC computer failures, failure of

tions in the PA−ARI control mode. These pedal fadeĆ

four of the six segregations will result in loss of a spoiler set

out features are incorporated to improve the pilot’s

(inboard or outboard) and associated decreased roll perforĆ

ability to command a steady sideslip condition durĆ

mance. DLC is not functional with any inboard spoiler

ing a slipped (i.e., wing−down−top−rudder) crossĆ

failure, but is available with any or all outboard spoilers

wind approach. With a pedal position failure, preĆ

failed. Failure of any single spoiler panel will result in

cisely controlling bank angle during a slipped

mirror−image" spoiler operation of the remaining spoilers,

approach is more difficult than with the baseline

as long as the failed spoiler responds to the automatic

system. A crabbed technique is recommended.

isolation command (returns to stowed position). For examĆ

ple, failure and successful isolation of the Left #4 spoiler

Landing Gear Handle Position − No PA−ARI, downmode

panel also results in automatic isolation of the Right #4

to UA−ARI control mode for all flight configuraĆ

spoiler panel. Symmetric, but slightly degraded roll perforĆ

tions. During normal operation, mode switching beĆ

mance will be evident. A normal approach can be flown in

tween the PA−ARI and UA−ARI control modes is

this case. If a spoiler failure results in a stuck−up spoiler,

controlled by sensing of the landing gear handle

normal control of the mirror−image" panel will be automatiĆ

position. If a dual failure of this triplex input fails,

cally restored to provide maximum roll control power to

the DFCS can no longer accurately determine the

counter the rolling moment induced by the stuck−up spoiler.

actual gear handle position. The fail−safe condition

Refer to Spoiler Malfunction emergency procedures for

in this case is to revert to the UA−ARI (i.e., gear up)

landing in this configuration.

control mode. This results in decreased roll perforĆ

mance and decreased directional damping. A norĆ

11.8.10.5

Sensor Failures

mal approach can be flown.

Single failure of any DFCS sensor input does not result

in a flying qualities downgrade, only a loss of redundancy,

Note

since all sensor inputs are triplex. Dual failure of a sensor

input causes loss of the functions associated with that sensor.

If a dual failure of the landing gear handle posiĆ

A list of these sensor inputs and associated dual failure

tion input to the DFCS occurs, the ARI/SAS

functionality loss are as follows:

OUT caution light will illuminate when flaps are

lowered past the 25° position. This indicates loss

Pitch Rate − No PITCH SAS. Decreased pitch damping.

of normal PA−ARI function.

A normal approach can be flown.

11.9 ASYMMETRIC WING SWEEP

Roll Rate − No ROLL SAS, no PA−ARI. Decreased roll

11.9.1

Wing−Sweep Design Limitations

performance and decreased directional damping.

A normal approach can be flown.

An understanding of the wing−sweep design limitaĆ

tions is necessary to cope successfully with an in−flight

Yaw Rate − No YAW SAS, no PA−ARI. Decreased roll

asymmetric wing condition to avoid the possibility of

performance and significantly decreased directionĆ

structural damage and to minimize the possibility of loss of

al damping. Recommend straight−in approach using

aircraft control. The following discussion is therefore

smooth lateral inputs with coordinating rudder to

offered.

minimize dutch roll disturbances.

The wing−sweep feedback position and interlock

functions for the auxiliary flaps, main flaps/slats, and spoiler

Lateral Acceleration − No YAW SAS, no PA−ARI. DeĆ

creased roll performance and significantly deĆ

cutout are controlled by the left wing−sweep actuator.

Cockpit wing−sweep position indication is controlled by the

creased directional damping. Recommend straight−

in approach using smooth lateral inputs with

right wing−sweep actuator.

coordinating rudder to minimize dutch roll disturĆ

The existence of wing−sweep position feedback on the

bances.

left wing only can have a definite impact during a jammed

wing−sweep actuator/failed synchronizing shaft condition. A

Lateral Stick Position − No ROLL SAS, no PA−ARI, no

jammed right wing−sweep actuator will result in normal left

spoilers. Severely degraded roll performance and

wing operation because wing−sweep commands are nulled

decreased directional damping. Recommend

out by the left wing−sweep actuator position. A jammed left

straight−in approach with as little crosswind as posĆ

wing−sweep actuator in an intermediate position, in conjuncĆ

sible. Lateral stick inputs may require coordinating

tion with a wing−sweep command, will result in a constant

rudder to obtain adequate roll response.

11−31

ORIGINAL

NAVAIR 01−F14AAD−1

command to the right wing−sweep actuator that cannot be

Note

nulled, since the right wing has no position feedback. In this

Extending the main flaps with the auxiliary flaps

case, the right wing will travel to the overtravel stop (19_ or

inhibited will result in a large nosedown trim

69_) in the direction of the last command. The right wing can

change.

be positioned in either the 19_ or 69_ position only, but not

in any intermediate position since there is no way to null out

The wing−sweep control drive servo is powered

the command. A condition similar to a jammed wing−sweep

through WING SWEEP DRIVE NO. 1 (LD1) and WG SWP

actuator occurs when one hydraulic system has failed in

DR NO. 2/MANUV FLAP (LE1) circuit breakers. Pulling

conjunction with a synchronizing shaft failure.

these circuit breakers inhibits all electrical command paths

to the wing−sweep control valve. Manual commands to the

A temporary actuator jam on one side while the wings

valve are available through the emergency WING SWEEP

are sweeping, in conjunction with a broken synchronizing

handle. Pulling the WG SWP DR NO. 2/MANUV FLAP

shaft, will result in resumption of operation with asymmetriĆ

(LE1) circuit breaker removes power from the maneuver

cal wing positions. Symmetrical wing position, within 1_,

devices and inhibits automatic retraction of the maneuver

can be achieved again by commanding the wings full forward

devices with landing gear handle extension. The maneuver

or full aft (20_ or 68_). The direction to command the wing

devices should be commanded up prior to pulling the WG

is dependent on whether the right wing is forward or aft of the

SWP DR NO. 2/MANUV FLAP circuit breaker. It may also

left position. The right wing position is displayed by the wing

be necessary to utilize emergency up on the flap handle to

position tape on the cockpit wing−sweep indicator. If for

achieve full flap and slat retraction.

example, the right wing is forward of the left wing, the wings

should be commanded full forward to 20_. The right wing

11.9.2

Asymmetric Wing−Sweep Flight

will drive to the 19_ overtravel stop and remain there until the

Characteristics

left wing reaches 20_, nulls the command, and hydraulic

power is shut off. If the right wing is aft of the left wing, the

Asymmetric wing−sweep failures will be manifested as

wings could be commanded full aft to 68_. The right wing

a wing heaviness accompanied by a WING SWEEP advisory

will drive to the 69_ overtravel stop and remain there until the

light, indicating a failure of the primary wing−sweep channel.

left wing reaches 68_, nulls the command, and hydraulic

A subsequent failure of the backup wing−sweep channel will

power is shut off.

illuminate the WING SWEEP warning light.

Normal symmetrical wing−sweep operation, within 1_,

Flight tests have shown that the aircraft may be safely

should follow. Some jeopardy exists during aft command

landed with asymmetric wing sweep as long as spoiler

operation since spoiler control will be lost when the left wing

control is retained following the wing−sweep failure.

obtains 62_.

The aircraft is not controllable for landing with a wing

asymmetry such as the left wing aft of the spoiler cutout angle

Note

(62_) and the right wing forward at 20_. The maximum

asymmetry demonstrated for landing was 20_/60_, although

A mechanical jam in the wing−sweep system may

tests of 20_/68_ at altitude indicate that this configuration is

prevent the wings from being resynchronized.

landable if spoilers are operational (that is, the left wing is at

This may be because of the failed synchronizing

20_ and the right wing is at 68_). The high approach speeds

shaft jamming an actuator.

coupled with reduced lateral control authority obtained with

The auxiliary flaps/main flap interlocks are controlled

asymmetric sweep become limiting factors for aircraft

by the left wing−sweep actuator. This means that during

carrier

(CV) operations. If at all possible, the flightcrew

asymmetric wing conditions, it is possible to satisfy the

should attempt to divert for a field landing. In−flight refueling

interlock requirements with the left wing and damage aircraft

was not evaluated during flight tests. Cruise configuration

structure with the off−schedule right wing. For example, if the

flying qualities in the normal refueling airspeed range

left wing is at 20_ and the right wing is at 35_, the 21_

(approximately 250 knots) were qualitatively assessed to be

interlock in the auxiliary flap system is satisfied by the left

suitable for the task. The effects of asymmetric sweep are

wing. Lowering the flaps without inhibiting auxiliary flaps

diminished as airspeed increases

(decreasing angle of

will drive the auxiliary flaps through the fuselage in the

attack), so that using a higher than normal tanking speed may

vicinity of the flight hydraulic system. Pulling the AUX

decrease pilot workload. Lateral and directional trim should

FLAP/FLAP CONTR circuit breaker (8G3) will remove

be utilized to decrease lateral stick force during refueling and

electrical power to the auxiliary flaps and prevent auxiliary

cruise flight.

flap deployment.

ORIGINAL

11−32

NAVAIR 01−F14AAD−1

Note

the existence of significant pitch−roll coupling. This is

especially critical with flaps up. In general, the aircraft tends

The use of lateral trim to reduce stick force durĆ

to increase angle of attack when rolling toward the forward

ing approach and landing should be avoided,

wing and decrease angle of attack when rolling toward the aft

however, because it reduces the amount of spoilĆ

wing. In order to provide adequate maneuvering margin

er available for roll control.

below the stall buffet region, recommended approach AOA

is 14 units for all flap−up, asymmetric wing configurations

Asymmetric wing sweep is primarily a lateral control

up to 40_ differential split (Figure 11−10). A landing with

problem, increasing in severity as angle of attack increases

the maximum possible asymmetry of 20_/68_ will require

and as flap deflection increases. The aircraft will roll toward

13 to 14 units AOA to provide adequate control for approach

the aft wing and yaw toward the forward wing. For example,

right wing forward of left wing causes left−wing−down roll

and landing as long as spoilers are available (left wing at

20_, right wing at 68_). Recommended approach AOA is

and nose−right yaw. The resultant sideslip angle is favorable

15 units for all flap−down, asymmetric wing configurations

from a controllability standpoint and should be removed with

(Figure 11−10).

rudder only if it is uncomfortable to the pilot. Rudder trim

into the forward wing may be utilized, if desired, to increase

If the left wing is positioned aft of the spoiler cutout

sideslip angle and generate a restoring rolling moment via

sweep angle (62_) the spoilers are inoperative and lateral

dihedral effect (right rudder trim for right wing forward of

control is limited to differential tail only. Flight tests indicate

left, and vice versa). Lateral stick force will be accordingly

that the maximum controllable asymmetry at 14 units AOA

reduced.

in this configuration is a 15_ differential split. The preferable

action in this case is to attempt to move the left wing forward

Main flaps should be utilized to decrease approach

of the spoiler cutout angle to regain spoiler control. If this is

airspeed for asymmetric sweep landings if both wings are

forward of 50_ sweep. During flight tests, a flap setting of

not possible, an attempt should be made to command the

right wing as far aft as possible in order to minimize the wing

20_ to 25_ was found to provide the best flying qualities in

asymmetry, and then perform a slow flight check at altitude

comparison to the other flap settings tested (0_, 10_, 35_).

to determine the minimum control speed. The pilot must then

Safe landings may be performed, however, with all the flap

determine if the configuration provides a reasonable apĆ

configurations evaluated. In the flaps−up configuration,

proach airspeed.

undesirable prestall buffet is experienced at 16 to 16.5 units

AOA for all wing asymmetries.

Sideslip−induced pitot static system errors may be

experienced with all asymmetric wing−sweep configuraĆ

Stall−induced buffet is not experienced in flaps−down

tions. Accurate airspeed/AOA indications may be obtained

configurations because the leading edge slat delays wing

by bringing the aircraft to a zero−sideslip condition. A

stall. Airframe buffet may occur, however, because of the

wingman may provide an airspeed check prior to landing.

turbulent airflow that passes through the auxiliary flap hole

that impinges on the horizontal tails. This buffet increases

with increasing flap deflection and is significantly worse

11.10

DUAL HYDRAULIC FAILURES BACKUP

with 35_ flaps as compared to 10_ or 20_. In addition to

FLIGHT CONTROL MODULE FLIGHT

increased buffet levels, the 35_ flap configuration is prone to

CHARACTERISTICS

lateral PIO during high−gain tasks such as close−in lineup

11.10.1 General

corrections. This is primarily because of the increased spoiler

effectiveness obtained with power approach spoiler gearing.

Several factors work in concert to affect the handling

The PIO tendency is eliminated by selecting flaps 25_ or less,

qualities of the F−14 when operating with a dual−hydraulic

which causes a switch to cruise spoiler gearing. Raising the

failure. The first is the total loss of the SAS in all three axes.

flaps only causes the spoilers to move from the drooped"

Since the bare airframe is lightly damped in both pitch and

position to the zero position, retaining power approach

yaw, gusts and small control inputs result in uncommanded

spoiler gearing. This configuration is not flight tested in

responses or oscillations. The pilot’s general impression is

DFCS.

that the aircraft is sloppier in all axes and precise control is

more difficult. The pilot does have some control over these

All asymmetric wing configurations require precise

characteristics as they are very dependent on configuration

monitoring of AOA during lateral maneuvering because of

and airspeed.

11−33

ORIGINAL

NAVAIR 01−F14AAD−1

The second factor is the capabilities of the remaining

available, but may be aggravated by large lateral or

flight control system. The inboard spoilers, speed−brakes,

directional flight control inputs that further reduce the flow

and auxiliary flaps are inoperative, and the in−board spoilers

available to command the stabilizer and, therefore, increase

and speedbrakes can be expected to float. The degree of

the susceptibility to rate limiting in pitch. LOW mode is

spoiler float will be a function of airspeed, AOA, sideslip,

extremely limited in its ability to accommodate rapid control

flap setting, and the mechanical condition of individual

inputs, while the HIGH mode can accommodate moderate

spoiler actuators. During flight test, changes in float are very

pilot control inputs.

slow and do not generate any abrupt rolling moments but do

The abrupt degradation that occurs with rate limiting

impose significant lateral trim changes. Outboard spoilers

makes the handling qualities hazardous. The handling

remain fully functional because of the independent nature of

qualities of the aircraft while operating with the BFCM in

the outboard spoiler module, which also serves to power the

HIGH are generally good for moderate gain tasks, and it is

main flaps and slats via the flap handle or the maneuver flap

virtually transparent to the pilot that the flight control system

thumbwheel. Lastly, only the rudders and horizontal stabilizĆ

is degraded. However, when operating near the rate limit of

ers are powered by the BFCM. Because of the low output of

the system, very small increases in pilot gain will result in an

the BFCM, the stabilizers are dramatically reduced in their

abrupt and dramatic loss of control and the task being

ability to respond to pilot commands. The stabilizers are rate

performed must be aborted

(i.e., the aircraft cannot be

limited to 10_ per second in HIGH and 5_ per second in LOW

controlled adequately to continue the task). Uncontrollable

as opposed to a normal rate of 36_ per second. This can be

pitch attitude oscillations of +10_ can develop in less than

a severe limitation to the pilot’s ability to control the aircraft,

3 seconds. Regaining control is simply a matter of loosely

depending on the abruptness of the pilot commands.

releasing the stick, permitting the oscillations to dampen, and

Each of these factors influences the handling qualities

then smoothly reapplying control to restore the aircraft to the

in different regions of the flight envelope. Handling qualities

desired flight condition. In summary, if the system is not rate

at speeds in excess of 200 KCAS are primarily constrained

limited, the handling qualities are good; if the system is rate

by the absence of PITCH SAS and the limitations of the

limited, the aircraft rapidly becomes uncontrollable.

BFCM. At approach speeds, the handling qualities are

primarily affected by floating spoilers and the loss of YAW

11.10.1.2

Task Performance

SAS, although rate limiting of the stabilizer can occur.

There are four variables that the aircrew can control to

maximize the probability of successfully completing mission

11.10.1.1

Rate Limiting

tasks. Selection of an appropriate motor speed is the first

The pilot will observe rate limiting both in the feel of

controllable variable. Tightly controlled tasks such as

the control stick and in the response of the aircraft. In the F−14

landing, close formation, and in−flight refueling require the

flight control system, the stick is mechanically connected to

control rates available with HIGH mode. Judicious selection

the stabilizer. With normal hydraulics, there is virtually no

of airspeed can also influence successful task performance.

time delay between the pilot’s command and the stabilizer

With SAS OFF, the sensitivity of the aircraft increases

moving in response to the command. With the BFCM

significantly with airspeed. The slower the airspeed, the

providing significantly less hydraulic flow, at a substantially

slower the response. For tightly controlled tasks, the flight

reduced pressure, the stabilizer moves so slowly that it is

control system must be capable of responding faster than the

possible for rapid pilot inputs to exceed the stabilizer

natural dynamic character of the aircraft, or the pilot must

maximum deflection rate. When this happens, the pilot will

accept undesirable overshoots and oscillations. The flight

feel an abrupt increase in stick force until the stabilizer

control system capabilities with the BFCM in either LOW or

catches up to the pilot’s command. If the pilot feels an abrupt

HIGH are very restricted. Part of the solution is to slow down

increase in stick forces, the stabilizer is operating on its rate

the aircraft and its response as much as is practicable to give

limit. This can be observed during the prestart BFCM checks

the flight control system the best chance of keeping ahead of

and is most severe in LOW.

the aircraft. The third variable is configuration, some of

which is more suited to specific tasks. Lastly, pilot technique

The pilot’s perception of the aircraft response is

may limit the ability of the aircraft to perform some tasks.

likewise affected by rate limiting because of slower response

The slower and smoother the input, the less likely rate

of the stabilizer to deflection commands. If slow control

limiting will be encountered. Flight tests performing each of

inputs are made, the delay is insignificant, aircraft response

the following tasks have revealed the mixture of the above

appears normal, and control is unaffected. If control inputs

variables whereby successful recovery of the aircraft can best

are abrupt, however, with many reversals in direction (such

be ensured.

as might be required to tank, land, or fly close formation), the

pilot and the stabilizers can be out of phase with one another,

and a divergent PIO will develop that results in loss of

control. This occurs in pitch caused by larger deflections

11−35

ORIGINAL

NAVAIR 01−F14AAD−1

11.10.2 Low Mode Cruise and Formation

technique. The best success can be expected at 180 KCAS

with maneuvering flaps and a smooth technique. There are

Cruise handling qualities in LOW mode are degraded

two reasons for the strong influence of airspeed. First of all,

but satisfactory. Roll response is very sluggish and some

tanking is easier to perform at slower speeds because the

over−shoots can be expected when trying to establish a bank

aircraft is much less sensitive, the bow wave is considerably

angle. In pitch, any abrupt pitch input at 250 KCAS or faster

reduced, and the probe position can be more predictably and

will result in multiple oscillations when trying to precisely set

smoothly controlled, reducing the necessity for aggressive

a pitch attitude. Flying very loose formation is fairly easy,

plays to seat the probe. Secondly, the BFCM has an easier job

provided tight control is not attempted. Any attempt to finely

keeping up with aircraft dynamics, decreasing the likelihood

control vertical elevation relative to a lead aircraft (≤ 2 feet)

of rate limiting. Any attempt to tank faster than 200 KCAS

will result in rate limiting the stabilizers and loss of control.

will result in loss of control. Tanking handling qualities are

Control can be reestablished by relaxing the grip on the stick,

unaffected by landing gear position and are improved with aft

allowing the oscillations to dampen, and then smoothly

wing sweeps in the event that the wings are trapped aft. Flaps

reapplying control. Slower airspeeds (200 KCAS) provide

should be selected to 10_ with the maneuver flap thumbĆ

for more predictable control as discussed in paragraph

wheel, which still functions normally with outboard spoiler

11.10.1. Do not attempt IMC formation, close night formaĆ

module power. Lastly, the influence of technique is that the

tion, in−flight refueling, or landing while in LOW mode.

rate limiting is caused by abrupt control inputs and counter

LOW mode control is satisfactory for the performance of

corrections. The

2 seconds surrounding contact are the

configuration changes such as lowering gear and flaps.

critical phase since the controls can be three times more

active than during the approach or stabilized refueling.

While spotting the basket is common throughout the

F−14 community, it is the surest way to place excessive

demands on the flight control system during the second or

A pitch PIO will develop if any tight longitudinal

two prior to contact and provoke a loss of control. The best

control is attempted. Control can easily be reĆ

way to avoid abrupt inputs is for the pilot to resist spotting the

gained by relaxing the grip on the stick, allowing

basket and instead rely on the RlO’s directive commentary.

any oscillations to dampen, and then smoothly

Since the stabilized refueling is easy and requires only

reapplying longitudinal stick to reestablish the

moderate flight control activity, the airspeed can safely be

desired flight condition. Do not attempt IMC

increased to 200 KCAS once engaged if additional airspeed

formation or close night formation while in LOW

is required to obtain proper store operation (as might be

mode.

required with ram−powered buddy stores such as the D−704

or D−301). While not flight tested, a very low gain technique

Note

must be used at the minimum airspeed attainable by the

Airspeeds less than 250 KCAS while operating in

tanker if the only resource is a large body tanker such as the

LOW mode will reduce the susceptibility to rate

KC−10, for which 180 KCAS might be impossible. The pilot

limiting.

must respond to any undesired motion by loosely releasing

11.10.3 High Mode Cruise and Formation

the stick and allowing the aircraft to dampen itself

Up and away flying qualities in HIGH mode are

generally excellent, with the only noticeable degradation

being a slight sluggishness in roll response. Cruise and

formation tasks are very easy, provided that very tight

D Any abrupt control input to effect engagement

tolerances are not attempted (< ±1 foot). Higher speeds (>

can rate limit the stabilizers and result in

250 KCAS) will increase the probability of rate limiting

loss of control. To avoid rate limiting, the

during parade formation. Close IMC or night formation is

pilot should resist spotting the basket and

possible but not advisable because the divergent PIO occurs

instead rely on RIO commentary to perform

very abruptly with no warning. The F−14 with the hydraulic

engagement.

failure should lead any formation flight except as required for

D If any undesirable motions or oscillations ocĆ

in−flight refueling.

curs during or after engagement, the pilot

11.10.4 In−Flight Refueling

must immediately release the stick and permit

the motions to dampen before resuming active

In−flight refueling can be safely performed but is very

control.

dependent on flight condition, configuration, and pilot

ORIGINAL

11−36

NAVAIR 01−F14AAD−1

ommended range. Smoothly rotate nose to

flyaway attitude on bolter.

D Carrier landings with a dual−hydraulic failure

are very hazardous and should not be attempted

Do not attempt in−flight refueling from wing−

because of the abrupt and unpredictable nature

mounted stores of large−body tankers (VC−10

of rate limiting. Control would most probably

Canberra) where nose−to−tail overlap is present.

be lost between the in−close and at−the−ramp

The basket does trail adequately aft of the tail for

positions when the pilot or LSOs could not

KC−130 and airwing assets.

avert a catastrophic flight deck mishap.

Note

If the air refueling store does not adequately

transfer fuel at 180 KCAS once engaged, the airĆ

speed can safely be increased to 200 KCAS to

improve the transfer rate.

Waveoff performance from low power settings is

very poor. Carrying extra speed during approach

11.10.5 Landing

will improve waveoff performance by permitting

smooth rotation to 15 units AOA to break the rate

Landing handling qualities are primarily affected by the

of descent while engines are spooling up.

loss of SAS, inboard spoilers, speedbrakes, auxiliary flaps,

and DLC, rather than limitations of the BFCM itself.

11.10.6 BFCM Thermal Durability

Longitudinal control is generally good provided no large

The thermal behavior of the BFCM and its isolated

abrupt pitch changes are attempted. Lateral control is

hydraulic loop determine the durability of the system. With

degraded by virtue of the inoperative SAS and inboard

the motor operating in LOW, the temperature of the motor

spoilers. Spoiler float and its impact on lateral control is

and the fluid will stabilize and the motor can run indefinitely.

considerably aggravated by slower airspeeds and increased

In HIGH, however, the motor can heat up within 8 minutes

flap deflections. Consequently, field landings should be

to temperatures at which it might fail. The motor should be

performed with the maneuver flaps down, and the MANUV

selected to HIGH only after the aircraft is on final with intent

FLAP/WG SWP DR NO. 2 circuit breaker pulled to lock them

to land, unless tanking is required. The motor should be

down (LE1). Airspeed control is degraded because of the

selected to LOW once safely airborne following waveoff,

dramatically decreased drag and low approach power setting.

missed approach, or bolter and then HIGH reselected on

Any airspeed from 15 units AOA to 180 KCAS should be

final. The elapsed time on HIGH must be closely monitored

considered acceptable with the wings at

20_; waveoff

if in−flight refueling is required. Once disengaged, LOW

performance is dramatically improved if some additional

must be immediately selected.

speed is carried. Fifteen units should be used if the wings are

trapped significantly aft. Speeds in excess of 180 KCAS on

final should otherwise be avoided because of the increased

susceptibility to rate limiting. Lateral control is degraded but

satisfactory, and a straight−in approach to an arrested landing

D Operations of more than 8 minutes total in

should be performed. The very low drag, runway length, long

HIGH may fail the BFCM motor. Extended

field gear, and length of time while operating on the BFCM

LOW operation (> 30 minutes) after in−flight

must all be considered in choosing a game plan for handling

refueling will permit several additional minĆ

bolters. The nose must smoothly be rotated to the flyaway

utes of use for subsequent landing.

attitude if a go−around is elected. Flaps can be selected to full

D Do not return to the AUTO (LOW) mode once

once on deck to obtain the additional drag from the outboard

module is selected on (HIGH or LOW) with

flap panels and ground roll braking from the outboard spoilers.

operating flight hydraulic system. When operĆ

ated in conjunction with zero combined presĆ

sure, some backup module fluid will be

expelled by thermal expansion. The module

will remain fully serviced and operate norĆ

D Aggressive nose movement in close or on

mally as long as elevated temperatures are

bolter can rate limit the stabilizer resulting in

maintained. Once operating, the module

low altitude loss of control. Do not use APCS.

should not be turned off in flight without comĆ

Glideslope is satisfactorily controlled with

bined system pressure available to reservice it.

appropriate use of power and smooth pitch inĆ

Doing so would result in fluid contraction and

puts, allowing airspeed to vary within the recĆ

an underserviced condition that could prevent

subsequent pump operation.

11−37

ORIGINAL

NAVAIR 01−F14AAD−1

11.11

FLIGHT CHARACTERISTICS WITH

wing sweep, 250 KCAS, and a zero fuel gross weight cg of

AFT CG LOCATIONS

18.6 percent, the aircraft exhibits some reduction in static

stability and is slightly more responsive to pitch inputs,

11.11.1

Store Effects on Cg Location

although this increase in responsiveness may not be signifiĆ

cant enough to be noticed during normal flight operations.

The normal NATOPS cg limits are expressed relative

Wing−mounted stores or external tanks have no adverse

to a reference condition known as zero fuel gross weight.

effects on aft cg flying qualities.

This configuration is defined as wings at 20_, gear and flaps

down, zero fuel on board. Adding fuel or raising the gear

11.11.4 Takeoff and Landing Configuration Flight

and/or flaps will move the cg position forward from the zero

Characteristics with Aft Cg

fuel gross weight position. The limit for zero fuel gross

With the gear and flaps lowered and 20_ of wing sweep

weight cg locations with tunnel−mounted stores is 17.0−perĆ

with a zero fuel gross weight cg location of 18−percent MAC

cent MAC. On a typical fleet aircraft, one Mk

or greater, the static margin is greatly reduced from normal

2,000−pound bomb placed on station 4 or 5 results in a zero

and can be negative for the extremely aft cg locations

fuel gross weight cg aft of 17.0−percent MAC, possibly as far

produced by 4,000 pounds of bombs on the aft weapon

aft as 18.5 to 19−percent MAC. Two aft hung Mk 84s can

stations. The aircraft is extremely susceptible to pilot−inĆ

produce a zero fuel gross weight cg of up to 22−percent MAC.

duced oscillations during closely controlled tasks such as

Aft wing sweep can be used to move the neutral point of the

close formation or flying the ball. Loss of control is likely.

F−14 aft and restore normal static longitudinal stability

With a wing sweep of 26_ for zero fuel gross weight cg

margin and normal flying qualities even with extremely aft

locations up to 18.6−percent MAC, normal static margin is

cg locations. In−flight actual cg location varies as fuel is

restored and normal flying qualities are regained. For zero

burned but remains relatively constant at its most forward

fuel gross weight cg location greater than 18.6−percent MAC,

position between

5,000 to 10,000 pounds. Below 5,000

30_ of wing sweep is sufficient for normal handling qualities

pounds, the cg moves aft toward the zero fuel gross weight

to be regained.

position. Wing−mounted AIM−7/9s move the zero fuel gross

weight cg location slightly forward, while external tanks

Wing−mounted stores and external tanks reduce laterĆ

have no effect on the cg location.

al−directional stability in the takeoff and landing configuraĆ

tion slightly, although the difference in flying qualities is not

11.11.2 Wing−Sweep Effects on Stability

significant and may not be noticeable. Once established in

Static stability of an aircraft is determined by the

the optimum wing−sweep configuration appropriate for the

difference in location of the neutral point, where the lift

amount of ordnance hung on the aft stations, normal

component can be assumed to act, and the cg position. A

approach techniques can be used. However, a straight−in

positive static margin exists as long as the neutral point

approach should be flown as power requirements in a turn

remains aft of the cg location. As the wings of the F−14 sweep

with aft wing−sweep are significantly different than normal

aft, the cg location also moves slightly aft but the greatest

and could produce a severely underpowered approach. No

change is in the neutral point position that moves further aft

abnormalities in aircraft response or performance are

as well. Aft wing sweep can be used in conjunction with an

apparent during landing approaches at 15 units, even with

aft cg position to restore the normal margin between the

4,000 pounds of aft hung ordinance. APC is not optimized for

neutral point and the cg, producing the same level of stability

aft wing−sweep landings and should not be used. DLC should

and normal flying qualities.

not be used as it adds 8 knots to recovery WOD requirements

and has improper pitch trim response at aft wing−sweep.

11.11.3 Cruise and Combat Flight Characteristics

Expect on−speed airspeed for 25_ of wing−sweep to increase

With Aft Cg

6 knots over the normal DLC on 20_ of wing−sweep approach

speed, and 12 knots increase if wings are at 30_. For CV

Flying qualities at aft cg locations up to 22−percent

arrestments, the appropriate recovery bulletin should be

MAC with gear and flaps up are only slightly degraded. This

consulted.

degradation will probably not be apparent to the pilot. No

change in flying qualities is noted during dive recoveries

Ashore, a field arrestment is recommended with

between 400 and 500 KCAS. Stick force per g remains

spoiler brakes dearmed because of the large noseup pitch

relatively nominal even with

4,000 pounds of aft hung

occurring at spoiler deployment. If a field arrestment is not

bombs. No degradation to any aspect of flying qualities is

possible, expect to use full forward stick to counter the

noted above 300 KCAS as the wings remain sufficiently aft

noseup pitching moment and to maintain forward stick until

on the normal wing−sweep schedule to produce a positive

below 80 KCAS with a resultant longer rollout.

static margin for even the most aft cg locations. At 20_ of

ORIGINAL

11−38

ąNAVAIR 01−F14AAD−1

PART V

Emergency Procedures

READ

AND

HEED

INTRODUCTION

b. Land as soon as practicable − Extended flight is

not recommended. The landing site and duration

Part V consists of Chapter 12, Ground Emergencies;

of flight is at the discretion of the pilot in comĆ

Chapter

13, Takeoff Emergencies; Chapter

14, In−Flight

mand.

Emergencies; Chapter 15, Landing Emergencies; and ChapĆ

ter 16, Ejection. These chapters cover the recommended proĆ

Note

cedures for coping with emergencies and malfunctions that

may be encountered during aircraft operations. Knowledge

D The ground, takeoff, in−flight, and landing

emergency procedures are sequenced as outĆ

of the aircraft systems and emergency procedures must be

lined in the Emergency Procedures Table of

reviewed on a regular basis to ensure that the flightcrew will

Contents.

take the correct course of action under adverse conditions.

D Decision factors ( if" statements) are provided

Each emergency presents a different problem that

as a guide in selecting certain procedures.

requires positive, specific, remedial action in accordance

with recommended procedures and good airmanship. JudgĆ

Critical Procedures (Boldface Procedures)

ment, precision, and teamwork are essential during emergenĆ

cies. The flightcrew must weigh all the factors of a given

Procedures marked with asterisks (*) are considered

situation and then take appropriate action. This section disĆ

critical and are referred to as boldface" procedures. The

cusses the preplanned, likely courses of action and recomĆ

boldface procedures in this part are provided as a study referĆ

mended procedures for certain emergencies. As soon as posĆ

ence and are not intended to be used as an alternate to the

sible, the pilot should notify the RIO, flight leader, flight, and

amplified procedures contained in Chapters 12, 13, 14, 15,

ground station in as much detail as possible of the existing

and 16 or the abbreviated procedures contained in NAVAIR

emergency and of the intended action. When an emergency

01−F14AAD−1B. Flight crewmembers should be able to

occurs, three basic rules are established that apply to airborne

accomplish boldface procedures without reference to the

emergencies. They should be thoroughly understood by all

NFM or PCL.

flightcrew.

1. Maintain aircraft control.

Warning, Caution, Advisory Lights/Displays

2. Analyze the situation and take proper action.

The warning, caution, advisory lights/displays are

3. Land as the situation dictates.

listed together with the cause and corrective action.

a. Land as soon as possible − Land at the first site at

which a safe landing can be made.

ORIGINAL

NAVAIR 01−F14AAD−1

EMERGENCY PROCEDURES

TABLE OF CONTENTS

Page

No.Ă

CHAPTER 12  GROUND EMERGENCIES

12.1

ON−DECK EMERGENCIES

12−1

12.1.1

Engine Fire on the Deck

12−1

12.1.2

Abnormal Start

12−1

12.1.3

START VALVE Light After Engine Start

12−1

12.1.4

Uncommanded Engine Acceleration on Deck

12−1

12.1.5

Ground Egress Without Parachute and Survival Kit

12−2

12.1.6

Emergency Entrance

12−2

12.1.7

Weight−On−Off Wheels Switch Malfunction

12−2

12.1.8

Binding/Jammed Flight Controls On Deck

12−4

12.1.9

Brake Failure at Taxi Speed

12−4

CHAPTER 13  TAKEOFF EMERGENCIES

13.1

ABORTED TAKEOFF

13−1

13.1.1

Aborted Takeoff Checklist

13−1

13.2

SINGLE−ENGINE FAILURE FIELD/CATAPULT LAUNCH/WAVEOFF

13−2

13.2.1

Angle−of−Attack/Endspeed Consideration

13−2

13.2.2

Rate of Climb Consideration

13−2

13.2.3

Stores Jettison Considerations

13−2

13.2.4

Aircrew Coordination

13−2

13.2.5

Single−Engine Failure Field/Catapult Launch/Waveoff

13−3

13.3

BLOWN TIRE DURING TAKEOFF

13−3

13.3.1

Blown Tire During Takeoff; Takeoff Aborted or After Landing Touchdown

13−3

13.3.2

Blown Tire During Takeoff; Takeoff Continued or After Landing Go−Around

13−3

CHAPTER 14  IN−FLIGHT EMERGENCIES

14.1

COMMUNICATIONS FAILURE

14−1

14.1.1

Flightcrew Attention Signals

14−1

14.1.2

COMM−NAV Emergency Procedures

14−1

14.2

PITOT−STATIC SYSTEM FAILURES

14−1

14.3

EMERGENCY JETTISON

14−2

14.4

FIRE LIGHT AND/OR FIRE IN FLIGHT

14−4

14.5

ENGINE EMERGENCIES

14−5

14.5.1

Compressor Stall

14−5

14.5.2

Airstarts

14−7

14.5.3

Single−Engine Flight Characteristics

14−11

14.5.4

Engine Overspeed (N₁ or N₂ OSP Legend)

14−12

14.5.5

Engine START VALVE Light

14−12

ORIGINAL

NAVAIR 01-F14AAD-1

Page

No.

14.5.6

Engine Transfer to SEC Mode

14-12

14.5.7

Uncommanded SEC Mode Rpm Decay

14-13

14.5.8

Uncommanded Engine Acceleration Airborne (No Throttle Movement)

14-15

14.5.9

Exhaust Nozzle Failed (No Nozzle Response to Throttle Movement)

14-15

14.5.10

Stuck/Jammed Throttle(s)

14-15

14.5.11

AICS Malfunctions

14-16

14.5.12

INLET ICE Light

14-17

14.5.13

Oil System Malfunction

14-17

14.5.14

RATS Operation In Flight

14-17

14.6

FUEL SYSTEM MALFUNCTIONS

14-18

14.6.1

Fuel Pressure Caution Lights/Low Fuel Pressure Warning Tone

14-18

14.6.2

L or R FUEL LOW Light

14-18

14.6.3

Fuel Transfer Failures

14-18

14.6.4

Uncommanded Dump

14-19

14.6.5

Fuel Leak

14-19

14.6.6

Fuel Imbalance/Fuel Quantity Balancing

14-20

14.7

ELECTRICAL FAILURE

14-20

14.7.1

Generator Failure

14-20

14.7.2

Double Generator Failure

14-20

14.7.3

Double Transformer-Rectifier Failure

14-22

14.7.4

TRANS/RECT Light

14-22

14.7.5

Electrical Fire

14-22

14.7.6

Total Electrical Failure

14-24

14.8

ECS MALFUNCTIONS/FAILURES

14-25

14.8.1

ECS Leak/Elimination of Smoke and Fumes

14-25

14.8.2

COOLING AIR Light

14-27

14.8.3

TARPS ECS Lights Illuminate

14-27

14.8.4

SENSOR COND Light Illuminated and/or PUMP Phase Circuit Breakers Popped

or APG-71 PM Acronym

14-28

14.8.5

Cockpit Temperature Control Malfunction

14-28

14.8.6

Cockpit Overpressurization on Deck

14-28

14.8.7

CABIN PRESS Light

14-28

14.8.8

WSHLD HOT Light

14-28

14.9

OXYGEN SYSTEM FAILURE

14-29

14.9.1

OBOGS Light

14-29

14.9.2

B/U OXY LOW Light (Both Cockpits)

14-29

14.9.3

B/U OXY LOW Light (Pilot Only)

14-30

14.9.4

B/U OXY LOW Light (RIO Only)

14-30

14.10

LAD/CANOPY LIGHT AND/OR LOSS OF CANOPY

14-30

14.10.1

LAD/CANOPY Light With RIO CANOPY Light/Canopy Loss

14-30

14.10.2

LAD/CANOPY Light Without RIO CANOPY Light

14-31

14.11

HYDRAULIC SYSTEM MALFUNCTIONS

14-31

14.11.1

Combined Pressure Approximately 2,400 to 2,600 Psi

14-31

14.11.2

Flight Pressure Approximately 2,400 to 2,600 Psi

14-31

14.11.3

Combined Pressure Zero

14-32

14.11.4

Flight Pressure Zero

14-33

14.11.5

Both Combined and Flight Pressure Zero

14-33

14.11.6

Backup Flight Module Malfunction

14-35

14.11.7

Low Brake Accumulator Pressure

14-35

CHANGE 2

NAVAIR 01-F14AAD-1

Page

No.

14.12

FLIGHT CONTROL FAILURES OR MALFUNCTIONS

14-35

14.12.1

Controllability Check

14-35

14.12.2

Uncommanded Roll and/or Yaw

14-37

14.12.3

DFCS Flight Control Failures or Malfunctions

14-38

14.12.4

Rudder Authority Failure

14-40

14.12.5

Horizontal Tail Authority Failure

14-42

14.12.6

Spoiler Malfunction

14-42

14.12.7

FLAP Light

14-45

14.12.8

Flap and Slat Asymmetry

14-46

14.12.9

WING SWEEP Lights

14-47

14.12.10

Unscheduled Wing Sweep

14-47

14.12.11

CADC Light

14-47

14.12.12

AUTOPILOT Light

14-48

14.12.13

Weight On-Off Wheels Switch Malfunction

14-48

14.13

DEPARTURE/SPIN

14-49

14.13.1

Vertical Recovery

14-49

14.13.2

Upright Departure/Flat Spin

14-49

14.13.3

Inverted Departure/Spin

14-50

CHAPTER

 LANDING EMERGENCIES

15.1

DUAL-ENGINE LANDING, ONE OR BOTH ENGINES

IN SECONDARY MODE

15-1

15.2

SINGLE-ENGINE LANDING PRIMARY MODE

15-1

15.3

SINGLE-ENGINE LANDING SECONDARY MODE

15-3

15.3.1

Single-Engine Landing  SEC Mode

15-4

15.4

LANDING GEAR EMERGENCIES

15-6

15.4.1

Landing Gear Emergency Lowering

15-6

15.4.2

Landing Gear Malfunctions

15-8

15.4.3

LAUNCH BAR Light

15-9

15.5

BLOWN-TIRE LANDING

15-10

15.6

FLAP AND SLAT LANDING EMERGENCIES

15-10

15.6.1

No-Flaps and No-Slats Landing

15-10

15.6.2

Auxiliary Flap Failure

15-10

15.7

WING-SWEEP EMERGENCIES

15-11

15.7.1

Aft Wing-Sweep Landings

15-11

15.7.2

Asymmetric Wing Sweep

15-11

15.8

AFT HUNG ORDNANCE LANDINGS

15-16

15.8.1

Landing with Aft Hung Ordnance

15-17

15.9

FIELD ARRESTMENTS

15-17

15.9.1

Field Arresting Gear

15-17

15.9.2

Short-Field Arrestment

15-18

15.9.3

Long-Field Arrestment

15-18

15.9.4

Engaging Speeds

15-18

ORIGINAL

F-14D. FLIGHT MANUAL (2004) - page 8