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5. Ordnance - Safe.
Perform the following functions at prescribed
location prior to takeoff in accordance with base
operating procedures:
a. Missile seeker and tuning -Check
b. Gun and external stems - Ground Safety Pi
Removed and Armed.
7.4.7 Takeoff. The ainxatt takeoff checklist should
be completed prior to calling for takeoff clearance,a nd
all annunciator lights should be off, except NWS
ENGA. Full flaps and slats am optional for all takeoffs
regardless of thmst or gross weight conditions. Both
tlight crewmembers should be operating in HOT MIC
during this phase of Sight to enhance communications
in event of emergency.U pon tower clearancea nd after
visually clearing the approachz one,t he pilot shouldt axi
onto the runway (take downwind side if another aimraft
to follow) and roll straight ahead to align the nosewheel
and to check compass alignment.
7-19 ORIGINAL
NAVAIR Ol-IWAAD-1
Hold in position for takeoff using the toe pedal brakes
with nosewheel steering engaged. Perform engine
checks at 85- to 9Opercent rpm. Select ME on the roll
and monitor engine performance.
pi&-l
TakeotTswiththeHUDuncagedcanproduce
HUD symbology that is difficult to interpret
during turning or asymmetric flight conditions.
If takeoff is anticipated following an
uncaged landing, selecting the cage/seam
switch on the inboard throttle will ensure the
HUD retmns to the caged format.
Note
l Do not use the parking brake to restrain
the aircraft under the high-power conditions
since tire skid might result.
0 If static engine nnmp greater than 90-
percent rpm is required, rmmp should be
performed one engine at a time.
7.4.7.1 Afterburner Takeoff. AB takeoffs areliited
to single-engine, minimum afterburner takeoffs,
waveoffs, bolters, or catapult launches. Dual-engine afterburnera
nd single-enginem aximum afterburnert akeoffs,
waveoffs, bolters, or catapult launches are
prohibited. Refer to Chapters 4 and 11.
7.4.7.2 Brake Release. Aftertakeoffpowerchecks
are completed and at a safe interval behind the preceding
aircraft, release the toe pedal brakes. Nosewheel steering
should be used for directional control during the
initial takeoff roll. Although the rudder becomes effective
at 40 to 60 knots, to ensure adequate directional
control in the event of an engine failure, nosewheel
steering should remain engaged until 100 KCAS. Refer
to NAVAIR 01-F14AAP-1.1 for nosewheel steering on
and off abort data.
Note
l Takeoffs performed with standing water
on the runway may result in unstable engine
operation because ofwater ingestion.
l The nose strut should return to the fully
extended position upon brake release;
failure to do so will increase the takeoff
ground roll. Use of differential braking to
wntrol directional alignment should be
avoided because of its attendant effect on
ground roll distance.
7.4.7.3 Takeoff RolULiftOR. Minimum ground
roll takeoff procedures do not differ from the normal
procedures. Maintain the control stick at the trimmed
condition during the prerotation ground roll phase to
minim& aircraft drag. At the precomputed rotation
speed (refer to NAVAIR 01-F14AAP-l.l), smoothly
pull the control stick aft to position the HUD waterline
at a 7’ to 10“ pitch attitude until safely airborne.
With the flaps down, the aircraft seems to balloon
from the runway in a near-level nose attitude with a
more docile transition to flight than characteristic of
swept-wing aircraft.
Note
l The use of excessive back stick on takeoff
may cause the tail st&ces to stall, delaying
aim&t rotation and extending takeoff
diStanW.
l Although on-deck pitch attitude rotation
in excess of lOa provides marginal tailground
clearance, the aircraft is airborne
well before such a phenomenon becomes
a’liiting factor.
7.4.7.4 After Lift-Off. After lift-off, relax the aR
stick force as the a&raft acceleratest oward an in-trim
condition. Raise the landing gear control handle after
ensuring that the aircraft is detinttely airborne. Pitching
moments associated with gear retraction are negligible
and a gear-up indication should be achieved about 15
seconds after initiation.
Ilhrminationof indexer lights is not a positive
indication that the main landing gear am
clear of the runway. Raising the gear before
a positive rate of climb is established will
result in blown main tires.
At approximately 180 KCAS (depending on longihrdid
acceleration)t he FLAP handlec an bep laced in the
　
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