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-300.
Dynamic forward stick inputs of moderate
rate may exceed the negative-g limit of-2.4g.
Indicated AOA will show zero beyond about
-5” true AOA.
NAVAIR 01-Fl4AAD-1
Dihedral effect is negative at negative AOA. Therefore,
a right rudder input produces right yaw, but left
roll. This feels natural to the pilot in inverted flight, and
enables raising a wing with opposite rudder when inverted.
A t negativeA OA, oil pressurew ill indicatez ero
and illuminate the OIL PRESS caution light and MASTER
CAUTION light.
pii-,,,,,,,
Zero- or negative-g flight in excess of 10
seconds in afterburner or 20 seconds in military
power or less depletes fuel feed tanks
(cells 3 or 4), causing flameout of both engines.
Recovery from an inverted stall is performed by applying
full aA stick, while neutralizing lateral stick, to
return to positive-g flight. Recovery from negative-g
conditions will usually occur immediately. Return to
level flight can then be performed from the resultant
nosedown attitude by rolling erect with rudder and/or
lateral stick and pulling out at 17 units AOA.
Excessive negative-g maneuvering can also exceed
the aircraft lift limit and cause departure. Aircraft motion
following departure will be very erratic and disorienting;
any induced yaw rate can result in upright or
inverted spin entry. Aircraft at high gross weights with
external tanks and stores require a relatively minornegative
load to induce this type of departure.
Negative-g maneuvering at high gross
weights should be avoided because of a high
probability of departure.
11.7.13 Inverted Spin. Aninvertedspinmaybeencountered
ifthe aircraft unloads while there is a yaw rate
present. In flight tests, the inverted spin has been caused
by holding full forward stick while inverted, applying
full rudder, and holding this combination through 360°
of roll. Pro spin controls need not be held to maintain
the aircraR in a spin. The inverted spin is primarily
identified from cockpit instruments by less than zero g
and an AOA ofzero units. Since the inverted spin is quite
disorienting, spin direction must be determined by observing
the turn needle deflection and spin arrow. Altitude
loss during the inverted spin is 800 to 1,800 feet per
turn and time per turn is 3 to 6 secondsN. ose attitude in
the inverted spin is approximately 25O below the hotizon.
Warning of possible inverted spin usually occurs
11-19 ORIGINAL
NAVAIR 01-Fl4AAD-1
sufficiently in advance for the aircrew to take corrective
action. Warning is usually very noticeable in the form
of a nosedown pitch (negative g) with a yawing and
possible rolling motion that is quite uncomfortable to the
aircrew. 1n the fully developed inverted spin, rudder
opposite yaw/turn needle is the strongest antispin control.
Aft stick is a strong antispin control during the
incipient spin phase and a weak antispin control in the
inverted spin. In the absence of asymmetric thrust, the
antispin control inputs will recover a fully developed
inverted spin within one turn. Lateral stick opposite yaw
is an antispin control, however, it is not included in the
recovery proceduresb ecauseo pposite rudder recovers
the aircraft so effectively. If opposite rudder and lateral
stick were used, the recovery would occur very rapidly
anda postrecoveryd eparturei n the direction ofstick and
rudder would be highly probable. Refer to Chapter 14
for inverted departure/spine mergencyp rocedures.
11.8 TAKEOFF AND LANDING
CONFIGURATION FLIGHT
CHARACTERISTICS
11.8.1 Normal Stalls. Duringdecelerationinalevel,
lg stall approach, light buffet starts at about 19 units
AOA. Buffet does not significantly change thereafter as
the AOA is increaseda nd providesn o usables tall waming.
A reduction in stick force is felt between 24 and 28
units AOA. At 25 units AOA, divergent wing rock and
yaw excursions define the stall. Sideslip angle may
reach 2Y, and bank angle 90” within 6 seconds if the
AOA is not lowered. Above 24 units AOA, lateral stick
inputsp roducec onsiderablea dversey aw. Large sideslip
angles, whether produced by rudder or lateral stick, are
accompaniedb y a noser ise, which may require forward
stick application to prevent the AOA from increasing to
28 units. Extending the speedbrakess lightly aggravates
the stick force lightening at 24 units AOA but improves
directional stability significantly, reducing the wing
rock and yaw tendency at 25 units AOA. Stall approaches
should not be continued beyond the first indication
of wing rock. When wing rock occurs, the nose
　
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