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to control this deviationa dequatelyI.n addition,u se
of nosewheesl teeringi s undesirablea bove1 00k nots becauseo
f a d.hectionapl ilot inducedo scillationt endency.
Failure to limit pitch attitude will place the
aircratl in a regime of reduced dictional
stability, rudder control, and rate. of climb.
The aircraft may be uncontrollable at AOA
above 20 units. Smooth rotation to lo0 pitch
attitude (approximately 14 units AOA) will
provide good initial flyaway attitude, ensure
single-engine acceleration, and generate
adequate rate of climb. See Chapter 13 for
single-engine takeoff emergency procedures,
and NAVAIR 01-F14AAE-1.1 for
single-engine performance data.
11.8.3.2 Landing Configuration - General.
Asymmetric thrust flight in the landing contiguration
must be approachedw ith caution. Cross weight should
be reduced prior to landing in order to improve waveoff
performance.R udder trim, augmenteda s necessaryb y
additional rudder pedal deflection, should be used to
counter thrust asymmetry.
Speedbrakess hould remain retracted during actual
single-engine approaches. A straight-in approach
should be flown. Avoid turns into the dead engine.
Steep angle of bank turns into the dead engine reduce
climb performance and may result in rudder requirements
exceeding available control deflection causing
loss of control. The uilot mav have to reduce the thrust
on the operating engine to regain control, which may not
be feasible at low altitude. By performing turns away
from the failed engine, both thrust and rudder requirements
will be reduced. Any maneuveriugreqmredp rior
to tinal approach should be accomplished using a maximum
of 20° angle of bank in turns away from the failed
engine.
Nota
The role of the RIO is critical in this regime.
He should closely monitor airspeed,b ank angle,
and AOA throughout the approach.
Refer to Chapter 15 for single-engine landing emergency
procedures and NAVAIR 01-F14AAP-I.1 for
single-engine performance data. For additional discussion
of landing contigurations and techniques, see paragraphs
1183.3 and 1183.4. For additional discussion
of asymmetric thrust flight characteristics, see paragraph
11.8.3.
11.8.3.3 Landing Configuration - Engine in
Primary. DLC will not be available with the left engine
secured. With the left engine operating in primary mode
and3 ,000p si combinedh ydraulic pressureD, LC should
be engaged when established on final approach. Any
maneuver required prior to rollmg out on final approach
should be accomplished using 12 units AOA or less.
Oncee stablishedo n fmal approach,f ly 15u nits or faster
(DLC engaged) or 14 units or faster (no DLC) to provide
additional control power.
Nota
While shipboard recoveries mandate the use
of the minimum recommended approach airspeed
because of aircraft and arresting gear
st~ctural limitations, field recoveriesb enefit
Born slightly faster airspeedsb ecauseo f the
increased control power and reduced apparent
thrust asymmetry.
ORIGINAL 1132
NAVAIR Ol-Fl4AAD-1
SEA LEVEL - STANDARD DAY
Figure 11-9. Rudder Effectiveness
11-23 ORIGINAL
NAVAIR 01-Fl4AAD-1
Airspeed control for a 14-unit approach is difficult,
therefore, there may be a tendency to overcontrol power.
An effective technique is to have the RIO provide airspeed
calls (i.e., “2 knots slow/fast”) to the pilot during
final approach. With DLC engaged, minimize use of
the throttle in close and use DLC for fine glideslope
corrections. Decreasing the amount of throttle activity
will limit excitation ofthe dutch roll. RATS will engage
on touchdown, but does not significantly affect CV
bolter performance. MIN A/B (ATLS on) may be used
if required, During a bolter, apply rudder simultaneously
with power addition to maintain centerline. Adequate
directional control power exists to prevent drift on
bolter.
Military thrust waveoff performance in primary
mode is good, averaging 30 to 40 feet of altitude loss
f?om a nominal 600~fpm sink rate. Waveoff performance
from high sink rates is improved using MIN A/B
(ATLS on). Altitude loss is minimized by maintaining
approach AOA (slight, gradual pitch rotation required).
Note
Altitude loss during a single-engine waveoff
is minimized by maintaining approach AOA
until a positive rate of climb is established.
Avoid overrotating in close as this will increaset
he chanceo fan in-flight engagement.
MIN A/B (ATLS on) may improve waveoff
performance from high sink rates.
Sufficient rudder control power exists to maintain
　
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