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extended and speedbrakesr etracted (to reduce thrust
required). External tanks have a negligible effect on
thrust required and need to be dropped only ifnecessary
for gross weight considerations. If operating on the left
engine, DLC is available and is recommended. DLC can
be used to aid in the control of glideslope, thereby minimizing
required power changes and the resultant lateral/
directional deviations. The 8-knot increase in airspeed
with DLC engaged results in more control authority and
improved waveoff and bolter performance. Flight in the
power approach configuration is critical. Turns should
be made away from the failed engine using bank angles
that do not exceed 20”. Remain below 12 units AOA
until established on final approach. Final approach
shouldb ec onducteda t 15u nitsA OA with DLC engaged/
14 units with DLC stowed (DLC is not available when
combined hydraulic system is pressurized by the BIDI
pump). Small rudder inputs should be made in conjunction
with power changes to reduce the amount of yaw.
Waveoff and bolter (with RATS) may be accomplished
up to normal gross weight limits of the aircraft.
Test results have shown that MIL power provides satisfactorywaveoffperforance.
Minimum AB (ATLS on)
reduces altitude loss when waveoff occurs from a high
rate of descent. The use of maximum AB is prohibited.
NAVAIR 0%Fl4AAD-1
No significant difference in altitude loss during waveoff
was noted between minimum AB and maximum AB.
The aircraft is extremely difficult to control in maximum
AB and large bank angles into the operating engine are
requiredt o maintain centerline.L ate or inadequatec ontrol
inputs during a maximum AB waveoff can result in
large lateral flightpath deviations. Waveoff technique is
to select MIL or minimum AB (ATLS on), maintain
approach AOA until a positive rate of climb is established,
then accelerate and climb out at the airspeed
indicated in the Climb Performance AAer Takeoff (Single
Engine) Charts in NAVAIR 0 1 -F 14AAP- 1.1.
Note
Altitude loss during a single-engine waveoff
is minimized by maintaining approach AOA
until a positive rate of climb is established.
Avoid overrotating in close as this will increase
the chance of an in-flight engagement.
Minimum AB (ATLS on) will improve
waveoff performance (minimize altitude
loss) from high sink rates.
The bolter maneuver is affected by selecting MIL or
minimum AB (ATLS on) and slight aft control stick
until the desired flyaway attitude is established. During
a bolter following a DLC stowed approach, nose rotation
will be more sluggish than normal (because of the
slower approach speed) requiring a slightly more aggressive
aft control stick input.
The use of excessive backstick on a bolter
may cause the tail surface to stall, delaying
aircraft rotation and causing the aircraft to
settle off the angle deck.
As power is advanced during a waveoff or bolter,
simultaneously apply rudder (approximately two-thirds
to three-fourths of full deflection) to counter the asymmetric
thrust and prevent lateral drift, Rudder may be
supplementedw ith small lateral stick inputs.I f yaw rate
develops into the dead engine, immediately apply full
opposite rudder to arrest the yaw rate and then reduce
the rudder as required to track centerline. If unable to
control yaw rate during AB waveoff (possible ATLS
failure), immediately reduce power to MIL.
Use of maximum AB during waveoff or
bolter is prohibited. If unable to control yaw
rate (possible ATLS failure), immediately
reduce power to MIL.
During single-engine operations at fuel states above
4,000 pounds, a fuel split will develop between the aft/
let? and forward/right sides. When either cell No. 2 or
cell No. 5 thermistor is uncovered (at approximately
2,000 pounds on either tape), or when FWD or AFT is
selected on the FEED switch, the motive flow isolation
and sump tank interconnect valves open, making wing
and fuselage fuel on both sides available to the operating
engine. However, if the sump tank interconnect valve
fails to open, fuel will migrate to the wing and fuselage
tanks on the inoperative engine side and will not be
available to the operating engine. Under these conditions,
themaximummigrationratecouldreach300ppm.
If the FUEL SHUT-OFF handle on the inoperative engine
is not pulled, an additional migration path could
exist through the engine crossfeed valve. During singleengine
operation, the following procedures will minimize
meI migration if the sump tank interconnect valve
fails to open.
　
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本文鏈接地址：F-14D 飛行手冊 Flight Manual 2(126)