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FLIGHT CHARACTERISTICS
11 .I 0.1 General. Several factors work in concert to
affect the handling qualities of the F-14 when operating
with a dual-hydraulic failure. The first is the total loss
of the SAS in all three axes. Since the bare airframe is
lightly damped in both pitch and yaw, gusts and small
control inputs result in uncommandedr esponseso r oscillations.
The pilot’s general impression is that the aircraft
is sloppier in all axes and precise control is more
difftcult. The pilot does have some control over these
characteristicsa s they are very dependenot n contiguration
and airspeed.
The second factor is the capabilities of the remaining
flight control system. The inboard spoilers, speedbrakes,
and auxiliary flaps are inoperative, and the inboards
poilersa nd speedbrakesc an be expectedt o Boat.
The degree of spoiler float will be a function of airspeed,
AOA, sideslip, flap setting, and the mechanical condition
of individual spoiler actuators. During flight test,
changesi n float are very slow and do not generatea ny
ORIGINAL
NAVAIR Ol-F14AAD-1
FLAPS UP APPROACH AIRSPEED (14 UNITS AOA)
FLATS/SLATS RETRACTED
LANDING APPROACH AIRSPEEDS (15 UNITS AOA)
MAIN FLAPS/SLATS EXTENDED: AUXILIARY FLAPS RETRACTED
170 MAlN FLAPS
Figure 1 l-l 1. Asymmetric Wing-Sweep Landing Approach
ORIGINAL 11-30
abrupt rolling moments but do impose significant lateral
trim changes. Outboard spoilers remain fully functional
because of the independent nature of the outboard
spoiler module, which also serves to power the main
flaps and slats via the flap handle or the maneuver flap
thmnbwheel. Lastly, only the rudders and horizontal
stabilizers are powered by the BFCM. Because of the
low output ofthe BFCM, the stabilizers are dramatically
reduced in their ability to respond to pilot commands.
The stabilizers are rate limited to 10” per second in
HIGH and 5” per second in LOW as opposed to a normal
rate of 36” per second. This can be a severe limitation
to the pilot’s ability to control the aircraft, depending on
the abruptnesso f the pilot commands.
Each ofthese factors influences the handling qualities
in different regions of the flight envelope. Handling
qualities at speedsin excesso f 200 KCAS arep rimarily
constrainedb y the absenceo fpitch SAS and the limitations
of the BFCM. At approach speeds, the handling
qualities are primarily affected by floating spoilers and
the loss of yaw SAS, although rate limiting of the stabilizer
can occur.
11.10.1.1 Rate Limiting. The pilot will observe
rate limiting both in the feel of the control stick and in
the response of the aircraft. In the F-14 flight control
system, the stick is mechanically connected to the stabilizer.
With normal hydraulics, there is virtually no
time delay between the pilot’s command and the stabilizer
moving in response to the command. With the
BFCM providing significantly less hydraulic flow, at a
substantially reduced pressure, the stabilizer moves so
slowly that it is possible for rapid pilot inputs to exceed
the stabilizer maximum deflection rate. When this happens,
the pilot will feel an abrupt increase in stick force
until the stabilizer catches up to the pilot’s command. If
the pilot feels an abrupt increase in stick forces, the
stabilizer is operating on its rate limit. This can be observed
during the prestart BFCM checks and is most
severe in LOW.
The pilot’s perception ofthe aircraft response is likewise
affected by rate limiting because of slower response
of the stabilizer to deflection commands. If slow
control inputs are made, the delay is insignificant, aircraft
responsea ppearsn ormal, and control is unaffected.
If control inputs are abrupt, however, with many reversals
in direction (such as might be required to tank, land,
or fly close formation), the pilot and the stabilizer can
be out of phase with one another, and a divergent PI0
will develop that results in loss of control. This occurs
in pitch caused by larger deflections available, but may
be aggravatedb y large lateral or directional flight control
inputs that further reduce the flow available to command
the stabilizer and, therefore, increase the
NAVAIR 0%F14AAD-1
susceptibility to rate limiting in pitch. LOW mode is
extremely limited in its ability to accommodate rapid
control inputs, while the HIGH mode can accommodate
moderate pilot control inputs.
The abrupt degradationt hat occursw ith rate limiting
makes the handling qualities hazardous. The handling
　
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