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to illuminate.
8.52 Manual Approach Technique. The rapid
enginer esponsec haracteristicsa llow the pilot to make
timely, small amplitude power changes to make
glideslope corrections. Because of the rapid engine
response and high-throttle sensitivity, the pilot must
avoid overcontrolling power. DLC should be engaged
for all approachesA. pproachesf lown without DLC will
NAVAIR 01-F14AADI
degrade flying qualities resulting in significant
glideslope and lineup deviations. Pitch compensation
for DLC inputs is optimized for approach airspeeds.
Activation of DLC at higher airspeeds will result in
inducing noticeable changes in pitch attitude. DLC may
be employed by vernier or bang-bang control depending
on the extent of the correction required. DLC is most
effective in correcting for glideslope deviations caused
by gusty conditions or ship burble. Caution should be
taken not to use DLC to compensate for a major overpoweredo
r underpoweredc ondition.
Caution must be taken to avoid sustained
full-down DLC commands for a high condition
at the ramp as this will result in excessive
sink ratesa nd subsequenht ard landings.
Once establishedo n glideslope,k eep the scang oing,
cross-checkingm eatball,l ineup,a nd AOA. Be alert for a
waveoff.W ith roughs easa ndp itching decks,s omee rratic
meatball movementsm ay be encounteredI.f this is the
case,a verageo ut the ball movementst o maintaina smooth
and safe rate of descent. To avoid being “cocked up,”
anest a “come down in close” with power and up DLC.
Attempts to arrest high sink rates with nose attitude alone
could result in landing damage to the ventral tins and
atterbumer.A lso, avoid droppingt he nosep rior to touchdown
as thiss ignificantly increasesth e chanceso f a hook
skip bolter. Upon touchdown, add full MIL power, manually
retracts peedbrakesa,n d maintain atI stick pressureto
minimize chanceso f a hook skip bolter. Selectiono f MIL
power will automaticallyd isengageD LC and retractt he
speedbrake.
A good start is imperative to minimizing lineup corrections
while on the glideslope and will prevent the
tendency to chase lineup. Small, coordinated rudder inputs
should be used to reduce the nose yaw that is easily
generatedb y lateral stick inputs.
85.3 Approach Power Compensator Technique.
Practice is required to develop the proper control
habits necessary to use the APC. For the APC to
perform satisfactorily, smooth attitude control is essential.
Large, abrupt attitude changes result in excessive
power changes.A PC use is not recommendedi n gusty
conditions. The APC will overcontml AOA fluctuations
resulting in large airspeed and/or glideslope deviations.
The APC system was designed to be used with the engines
operating in the primary mode and is not recommended
with either one or both of the engines in
secondary mode.
8-7 ORIGINAL
NAVAIR 01-F14AAD-1
As the initial turn from the 180” position is made, the
aircraft will momentarily indicate up to 2 units slow. The
APC will adjust power to correct back to onspeed condition
throughout the remainder of the turn. Upon rollout
on glideslope, the pilot must override the tendency for
the nose to pitch up by maintaining slight forward stick.
The aircraft will indicate 1 to 2 units fast, which will
slow to onspeed within 5 seconds. The use of DLC in
conjunction with small attitude changes to maintain
glideslope will minimize AOA deviations and result in
optimal APC performance. Timely use of DLC can also
be used to more rapidly correct from a fast or slow
condition. Close-in corrections are very critical. Ifa high
in-close situation develops, the recommended procedure
is to stop the meatball motion and not attempt to
recenter it. A low in-close condition is difficult to correct
with APC and often results in an over-the-top bolter. It
may be necessary to disengage or manually override
APC in order to safely recover from a low in-close
situation. Throughout the approach, the pilot should
keep his hand on the throttles in the event APC disengages
inadvertently. A smooth throttle transition from
AUTO to BOOST mode can be achieved by depressing
the CAGE/SEAM button on the inboard throttle grip.
8.5.4 Waveoff Technique. A waveoffwill be initiated
immediately upon a signal or voice call from the
LSO. MIL power should be used for all dual-engine
waveoffs. Maintain the landing attitude until a positive
rate of climb is established. Do not over rotate the aircraft
in close as this significantly increases the chance
　
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