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(1) DELETE: NA
(2) ADD:
THE RIO MAY SELECT THE AVIA DISPLAY PRIOR TO LAUNCH TO
PROVIDE ADDITIONAL INFORMATION DURING INITIAL FLYAWAY.
HOWEVER, THE VSI AND AOA INFORMATION DISPLAYED ON THE AVIA
IS PARTICULARLY SUSCEPTIBLE TO LAG AND INACCURACIES, AND
SHOULD BE USED ONLY AS A SECONDARY SOURCE OF INFORMATION.
THE RIO'S PRIMARY SCAN SHOULD BE AIRSPEED, ALTITUDE AND
ATTITUDE FROM THE CONVENTIONAL INSTRUMENTS.
B. AFTER FIRST PARAGRAPH:
(1) DELETE CAUTION.
(2) ADD:
WARNING
FAILURE TO ALLOW THE CONTROL STICK TO MOVE AFT DURING
THE CATAPULT STROKE WILL RESULT IN DEGRADED PITCH RATE
AND EXCESSIVE SINK OFF THE BOW.
CAUTION
CATAPULT LAUNCH WITH A PARTIALLY FILLED EXTERNAL TANK
IS NOT AUTHORIZED.
C. SECOND PARAGRAPH:
(1) DELETE SECOND PARAGRAPH, INCLUDING THE THREE SIGNALS
SUBPARAGRAPHS.
(2) ADD:
THE F-14 MUST BE FLOWN OFF THE CATAPULT BY THE PILOT. AT
SHUTTLE RELEASE, THE ENERGY STORED IN THE NOSE STRUT IS
RELEASED, ROTATING THE AIRCRAFT TO THE INITIAL FLYAWAY
ATTITIDE OF APPROXIMATELY 12-15 DEGREES NOSE-UP ON THE VDI
AND HUD. THE AIRCREW SHOULD PLAN AND TRIM FOR THE STANDARD
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EXCESS ENDSPEED OF 15 KNOTS UNLESS NOTIFIED OTHERWISE. LOWER
EXCESS ENDSPEED THAN ANTICIPATED AND/OR A LOWER PITCH TRIM
SETTING THAN RECOMMENDED WILL REQUIRE THE PILOT TO USE AFT
STICK AT THE END OF THE CATAPULT STROKE TO ESTABLISH AND
MAINTAIN THE DESIRED CLIMBOUT PITCH ATTITUDE OF 10 DEGREES.
HIGHER ENDSPEED THAN EXPECTED AND/OR A HIGHER PITCH TRIM
SETTING THAN RECOMMENDED WILL REQUIRE THE PILOT TO STOP THE
ROTATION AT 10 DEGREES WITH SLIGHT FORWARD STICK. WHILE
ROTATING TO THE FLYAWAY ATTITUDE, THE FLIGHTCREW WILL FEEL
THE AIRCRAFT SETTLE APPROXIMATELY 5 FEET BEFORE COMMENCING A
CLIMB. FOR CATAPULT LAUNCHES WITH EXCESS ENDSPEED LESS THAN
15 KNOTS, THE AOA WILL RISE ABRUPTLY TO 17 UNITS AND THEN
GRADUALLY DECREASE AS AIRSPEED INCREASES DURING THE
FLYAWAY.
AIRCREW COORDINATION IS PARTICULARLY CRITICAL IN THIS
REGIME, SINCE THE AIRCREW MUST ENSURE THAT INITIAL FLYAWAY
PARAMETERS ARE MAINTAINED WHILE REMAINING ALERT FOR ANY
ABNORMAL LAUNCH CHARACTERISTICS AND ENGINE MALFUNCTIONS.
HIGH ENDSPEED AND/OR SINGLE-ENGINE FLYAWAY WITH TRIM SETTINGS
ABOVE 2 DEGREES MAY REQUIRE SIGNIFICANT FORWARD STICK
PRESSURE. IN ALL CONFIGURATIONS, THE USE OF AFTERBURNER AND/
OR LEVEL RAPID ACCELERATION WILL REQUIRE REDUCED NOSE TRIM
SETTINGS. THE RIO SHALL SCAN AIRSPEED, ALTITUDE AND ATTITUDE
TO CONFIRM A POSITIVE RATE OF CLIMB. THE AVIA DISPLAY MAY BE
USED TO PROVIDE ADDITIONAL INFORMATION (AOA AND POSITIVE RATE
OF CLIMB) DURING THE INITIAL FLYAWAY, THOUGH, THE VSI AND AOA
INFORMATION DISPLAYED ON THE AVIA IS PARTICULARLY SUSCEPTIBLE
TO LAG AND INACCURACIES, AND SHOULD BE USED ONLY AS A
SECONDARY SOURCE OF INFORMATION.
WHEN AN AIRCRAFT IS LAUNCHED IN AFTERBURNER, THE FOLLOWING
DAY SIGNALS AND RESPONSES ARE USED:
1. CATAPULT OFFICER GIVES TWO-FINGER TURNUP SIGNAL;
PILOT ADVANCES POWER TO MIL.
2. WHEN AIRCRAFT IS AT MIL POWER, CATAPULT OFFICER
RESPONDS WITH FIVE FINGERS (OPEN HAND HELD TOWARD
PILOT); PILOT SELECTS MAX POWER.
3. PILOT CHECKS INSTRUMENTS, POSITIONS HIMSELF, THEN
SALUTES THE CATAPULT OFFICER.
4. WHEN AIRCRAFT IS AT MAX POWER AND PILOT HAS SALUTED,
CATAPULT OFFICER TOUCHES AND THEN RAISES HAND FROM
FLIGHT DECK TO SIGNAL FOR CATAPULT TO BE FIRED.
ADDITIONAL CONSIDERATIONS EXIST FOR NIGHT/IFR CATAPULT
LAUNCHES. AIRCRAFT ACCELERATION AND THE LACK OF EXTERNAL
VISUAL CUES WILL CAUSE THE AIRCREW TO SENSE THAT THE NOSE IS
HIGHER THAN ACTUAL AND CAN RESULT IN SPATIAL DISORIENTATION.
UNDER THESE CONDITIONS, A VIGILANT INSTRUMENT SCAN IS
REQUIRED TO ENSURE THAT THE PROPER ATTITUDE IS MAINTAINED
THROUGHOUT THE LAUNCH AND SUBSEQUENT CLIMBOUT. THE AIRCREW
SHOULD ALSO BE ALERT FOR POWER TRANSIENTS, WHICH CAN
TEMPORARILY DISABLE THE PILOT'S PRIMARY ATTITUDE DISPLAY
(VDI) DURING AND AFTER THE CATAPULT STROKE, AND REQUIRE
TRANSITION TO THE STANDBY GYRO FOR ATTITUDE INFORMATION.
4. CHANGE REF B (F-14B NFM), CHAPTER 8, PAGE 8-3, PARA 8.4.2,
CATAPULT LAUNCH:
A. CAUTION AFTER FIRST PARAGRAPH:
(1) DELETE TEXT "BECAUSE OF SURGE LOAD CONSIDERATIONS" AT END OF
_____________________________________________________________________________
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NA 01-F14AAP-1 IC 41
NA 01-F14AAD-1 IC 21
CAUTION.
(2) ADD: NA
B. THIRD (LAST) PARAGRAPH:
　
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