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with rudder or lateral stick
4. Use longitudinal control as necessaryto keep nose
down and accelerating.
5. Above 100 knots, pull out, using 17 units AOA.
6. Recovery to level flight from point of pitchover
can normally be completed in less than 10,000 feet.
14.13.2 Upright Departure/Flat Spin
* 1. Stick - Forward/Nemral Lateral
Harness - Lock
‘2. Throttles -Both IDLE.
$3. Rudder - Opposite Turn Needle/Yaw.
If no recovery:
*4. Stick-Into Tmn Needle.
If yaw rate is steady/increasings, pin arrow is flashing,
or eyeball-out g is sensed: I
*5. Roll SAS - ON
Stick - Full Into Tum Needle and Aft.
If recovery is indicated:
*6. Controls -Neutralize.
*7. Recover at 17 units AOA, thrust as required.
If flat spin verified by flat attitude, increasing yaw rate,
increasing eyeball-out g, and lack ofpitch androll rates:
*8. Canopy-Jettison.
‘9. EJECT -RIO Command Eject.
Ejection guidelines are not meant to prohibit
earlier canopy jettison and/or ejection. If insufficient
altitude exists to recover from departed
flight, the flightcrew should not
hesitate to eject.
Note
l At high yaw rates where eyeball-out g is
sensed, atl stick and full lateral stick into
the tmn needle may arrest the yaw rate and
increase the possibility of recovery. At
these yaw rates, the additional differential
tail provided by roll SAS on will also incresse
the possibility of recovery.
l It may be necessaryt o center stick laterally
momentarily to engage roll SAS.
1413.3 inverted Departure/Spin
l 1. Stick - Full AFT/Neutral Lateral
Harness -Lock.
I
*2. ‘hottles -Both IDLE.
*3. Rudder - Opposite Turn NeedWYaw.
If recovery is indicated:
*4. Controls -Neutralize.
piEjEJ
Dual compressor stalls may be expected in
an inverted spin.
Note
5 Recover at 17 units AOA, thrust as required.
If spinning below 10,000 feet AGL:
l 6. EJECT - RIO Command Eject.
If pedal adjustment antior pilot positioning
(becauseo fnegativeg forces)i s sucht hat fall
rudder pedal travel cannot be obtained, 111
lateral control opposite the tom needle/yaw
may provide an alternate recovery method.
AA longitudinal stick should be relaxed
enough to allow full lateral stick auulication.
NAVAIR Ol-Fl4AAD-1
CHAPTER 15
Landing Emergencies
15.1 DUAL-ENGINE LANDING, ONE OR
BOTH ENGINES IN SECONDARY
MODE
With either one engine in secondary mode (the other
engine in primary) or both engines in secondary mode,
a straight-in approach should be conducted with slats
and flaps fully extended, 15 units AOA, DLC engaged,
and speedbmkes extended. Approaches can be accomplished
safely up to the normal gross weight limits of
the aircraft. Throttle position in secondary mode will be
5” to 10” higher than in primary mode for the same
amount of thrust. Thrust response in secondary mode is
nonlinear and very sluggish. Engine acceleration time
can be as much as three times longer than in primary
mode. Secondary mode MIL power thrust levels can
vary from as little as 65 percent to as much as 116
percent of primary mode MIL thrust.
For shipboard landing, the LSO and tower
must be informed ifthe landing is to be made
with both engines in secondary mode to ensure
wind-overdeckrequirements are met as
RATS is not operative in secondary mode.
During flight tests with one engine in secondary
mode, optimum results were obtained by matching the
engine rpm’s prior to commencing final approach and
maintaining the throttle split when making power corrections.
Use of DLC to make small glideslope changes
will improve lineup control by reducing throttle activity
and and the associated yaw excursions. Waveoff and
bolter performance is essentially the same as in dualengine
primary mode except for a slight yaw into the
secondarym ode engine.
With both engines in secondary mode, expect very
sluggishp ower responsea nd throttle positions 5” to IO“
more forward than in primary mode. Extreme care
shouldb e taken to avoid an underpoweredc ondition as
this will significantly degrade waveoff performance.
The LSO should move the waveoff window such that
only minor glideslope/lineup corrections are required
from in the middle position.
[WARNING)
Waveoff performance with both engines in
SEC mode may be severely degraded. Extreme
care should be used to avoid an underpowered,
h igh-rate-of-descenst ituation.
15.2 SINGLE-ENGINE LANDING PRIMARY
MODE
Perform a straight-in approach with flaps and slats
　
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