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the catapult track, using nosegear steering and brakes.
Upon signal f?om the plane director and when positioned
immediately behind the mount of the lead-in track, kneel
the aircraft. If the launch bar is to be lowered from the
cockpit, upon signal from the plane director, deflect the
nosewheetlo lower the launchb ar, centert he nosewheel,
and disengagen osewheels teering.I f the launchb ar is to
be lowered by the deck crew, no pilot action is required.
After the hold-back bar has been attached to the aircrall
andc heckedb y squadronm aintenancep ersonnelt,h ec atapult
director will direct the aircraft forward until the holdback
bar is snug against the catapult buffer unit. The
aircraft will be stopped in position for shuttle tension up.
The attitude displays will show 2” to 3’ nosedownwith the
aircraft in the kneeled position.
pi&-,,,,,,,
Nosewheel centering can contribute to
launch bar misalignment in the catapult shuttle.
which could result in premature launch
bar separationd uring launch.T he nosewheel
centering latching relay must be deactivated
by depressingt he nosewheels teeringb utton
after the hook check and before entering the
catapult. It will alsodeactivate thenosewheel
steeringa utomatic disengagementfi mction;
nosewheel steering must be manually disengaged
when entering the catapult.
8-3 ORIGINAL
NAVAIR Ol-F14AAD-1
. If the LAUNCH BAR light illuminates
immediately upon selecting KNEEL with
the NOSE STRUT switch, a malfunction
in the system has occurred and the landing
gear will not retract following the catapult
launch.
. Nosewheel steering is designed to disengage
and the NWS ENGA light goes off
when deck personnel lower the launch bar
on the catapult. The arresting hook must
have been cycled on deck and the throttles
set at IDLE to enable the system. This
feature prevents the pilot from inadvertently
damaging the launch bar during
control checks after final tensioning.
8.4.1 Catapult Trim Requirements. The following
Tequirementsa rea pplicablet o clean aircraft or any combination
ofair-to-air store, external tank, gross weight
combinations, and launch cg locations between 7.0-
percent and 18.5-percent MAC.
Note
To determine center of gravity for a particular
aircraft, refer to NAVAIR Ol-IB-4,
Handbook of Weight and Balance.
Figure 8-l lists recommended catapult launch longitudinal
trim settings.
ensuret hat longitudinal trim settingsa re adjustedi fnecessary
(Figure 8-2). Upon receipt ofthe “tension-up and
release brakes” signal, release the brakes, ensure the
parking brake is off, and advance the throttles to MIL.
Ensure nosewheel steering is disengaged prior to performing
control wipeout. When a tumup signal is received
from the catapult officer, grip the throttles firmly,
check engine instruments, ensure that the caution and
advisory panel is clear, and the RIO is ready. When
satisfied that the aircraft is functioning properly, salute
the catapulto fficer.N ormally, a 3-to 5-secondd elay will
occur before the catapult tires. Optimum launch technique
is to maintain a loose grip on the control stick
while allowing it to move aft during the catapult stroke.
l Failure to allow the control stick to move
aft during the catapult stroke will result in
degradedp itch rate and excessives ink off
bow.
l Catapult launch with a partially filled external
tank is not authorized.
Initial catapult tiring results in a short-term vertical
acceleration of 15g to 20g caused by full compression
of the stored-energyn osestrut.F irmly restraint he throttles
to prevent their aft travel during the catapult stroke.
At shuttle release, the energy stored in the nosestrut
is released,r otating the aircraft up to the initial flyaway
attitude ofannroximatelv 10” nose un. The nitch trim for
launch is dLs?gnedfo r hinds-offopkration: The control
stick will, without pilot input, return to the trimmed
position shortly after shuttle release. If the trim is set
nrooerlv. the aircraft should rotate and flv away at the
prober &itude without pilot input. During rotaiion the
flightcrew will sense the aircrafl characteristics and
should be prepared to make control inputs as necessary
to ensure a safe flyaway. During low excess endsueed
Anticipated Longitudinal Trim (degrees)
End Trailing Edge Up
Airspeed I I
catauult launches (less than 15 k;lots excess). AOAwill
spikk up to 17 uniis, then gradually decreaseduringt he
loto 20 1 i 1 i 1 ii 1 flyaway.
21 to 50 7 I 4 I 0 8.4.3 Catapult Abort Procedures (Day). If after
　
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