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should be lowered and no attempt should be made to
counter the wing rock with lateral stick or rudder.
Stalls with the landing gear extended and flaps up are
similar to those with flaps extended. Buffet starts at
16 to 18 units AOA and wing rock at 26 units AOA.
Figure 11-7 shows stall speeds for standard day temperature
at sea level with slats/flaps extended and gear
down.
11.8.2 Stall Recovery. Stall recovery is easily accomplished
by relaxing aft stick force and easing the
stick forward, ifnecessary,t o decreaseA OA to lesst han
16 units. Maintain 15 to 16 units AOA and stabilized
military or afterburner thrust during recovery to level
flight. Recovery to level flight requites about 1,000 feet
of altitude.
Avoid high-rate, multiple-axis motion becauseo
f possible violent departuresa nd engine
stalls.
Use of cross-control in the low to medium
Mach (less than 0.6) and low to medium
AOA (AOA less than 25 units) may result in
negative-g departures.
11.8.3 Asymmetric Thrust Flight
Characteristics
11.8.3.1 Takeoff Configuration. Afterburner takeoffs
are prohibited specifically because of controllability
concerns in the event of an engine failure during
takeoff. An engine failure during a MIL power takeoff
with the FllO engine will produce essentially the same
characteristicsa s a TF-30 powereda ircraft with a MAX
A/B-idle thrust asymmetry (MCBs open). The highcompression
ratio of the compressor section will result
in very rapid spooldown during an engine failure and
rotor lock can be anticipated within several seconds of
the engine failure. An engine failure in the takeoff configuration
,produces rapid nose movement in the diiction
of the failed engine. The pilot’s first impression is
usually that the aircraft will depart the runway. Even if
the aircraft’s heading swerve is corrected, the aircraft
may continue to skid sideways across the runway. The
wing on the side ofthe failed engine may rise 10’ to 15”.
This is noticeable to the pilot, but easily corrected with
lateral stick. If the airspeed is high enough to allow
correction of the heading swerve, all lateral drift can be
stopped.
Aircraft controllability during asymmetric thrust
takeoff emergencies is influenced by rudder position,
thrust asymmetry, airspeed, nosewheel steering, and pilot
reaction time, with pilot reaction time being the most
critical factor. During the takeoff roll, rudder control
power increasesa s the airspeedi ncreases,t hus improving
the pilot’s ability to control an asymmetric thrust
condition. Below minimum control groundspeed
(VMCG), insufficient rudder control power will be available
(nosewheel steering OFF), and large lateral runway
deviations will be experienced if the takeoff is continued.
The lower the airspeed at which the asymmetry
ORIGINAL II-20
NAVAIR Ol-F14AAD-1
F-14A + /D
DATE: JANVARY ,990
DATA BASIS: ESTMATED
FUEL m/am: JP-5 w-4. JP-a,
F”EL DENSITY: 6.8 ,o.s, 6.7, lblgal
Figure 11-7. Stall Speeds for Wing Rock at 25 Units AOA
II-21 ORIGINAL
NAVAIR Ql-FWAAD-I
VMCG SPEEDS
MAXIMUM 50 FT
THRUST FLAP LATERAL
ASYMMETRY POSITION DEVIATION
Military - IDLE Extended 132 to 138 knots
Militaty - IDLE Retracted 135 to 140 knots
Figure 11-8. Minimum Control Speed Cmtmd (VhfCC)
occurs, the larger the lateral deviation. Longer pilot reaction
times result in dramatically larger lateral deviations.
V MCG speeds(t akeoff continued)f or the F-14B/D
are presented in Figure 11-8. Even if the takeoff is
aborted, significant runway lateral deviations may occur
before the aircraft is brought back under control.
Use of the nosewheel steering up to 100 knots will
reduce the amounts of deviation during the abort. For
example, if the engine fails at 90 knots, the lateral deviation
will be 10 to 15 feet with nosewheel steering
engaged, and approximately 50 feet with nosewheel
steering disengaged.
Ifthe single-enginefa ilure occursd uringo r atlcrl ift-off
or catapult launch, the aircraft is controllable if proper
aircrew techniques are employed. Airborne mdder effectivenessi
s presentedin Figure 11-9.R udderi s thep rimary
control for countering yaw because of asymmetric thrust
sincel ateral stick inputs alonew ill inducea dversey.a w in
au already critical flight regime. At the tirst indication of
an enginef ailure, the pilot shouldn ot hesitatet o apply up
to full rudder to counter roll and yaw. Above 100 knots,
rudder effectivenessw ithout nosewheels teeringi s suflicient
　
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