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refueling.
11.10.4 In-Flight Refueling. In-flight refueling
can be safely performed but is very dependent on
flight condition, configuration, and pilot technique.
The best success can be expected at 180 KCAS with
maneuvering flaps and a smooth technique. There are
two reasons for the strong influence of airspeed. First
of all,~@ king is easier to perform at slower speeds
becausetheaircraftismuchlesssensitive,thebowwave
is considerably reduced, and the probe position can be
morepredictablyandsmoothlycontrolled,reducingthe
necessity for aggressive plays to seat the probe. Secondly,
the BFCM has an easier job keeping up with
aircraftdynamics,decreasingthelikelihoodofratelimiting.
Any attempt to tank faster than 200 KCAS will
result in loss ofcontrol. Tanking handling qualities are
unaffected by landing gear position and are improved
with aft wing sweeps in the event that the wings are
trapped aft. Flaps should be selected to 10” with the
maneuver flap thumbwheel, which still functions normally
with outboard spoiler module power. Lastly, the
influence oftechnique is that the rate limiting is caused
byabruptcontrolinputsandcountercorrections. The2
secondssurroundingcontactarethecriticalphasesince
the controls can be three times more active than during
theapproachorstabilized refueling.
While spotting the basket is common throughout the
F-14 community, it is the surest way to place excessive
demandso n the flight control systemd uringt he secondo r
two prior to contact and provoke a loss ofcontrol. The best
way to avoid abrupt inputs is for the pilot to resist spotting
thebasketandinstcadrclyontheRlO’sdirectivecommentary.
Since the stabilized refbeling is easy and requires
only moderate flight control activity, the airspeed can
safely be increasedto 200 KCAS once engagedif additional
airspeedis requiredt o obtain propers toreo peration
(asm ight ber equiredw ith ram-poweredb uddy storess uch
ast he D-704o r D-30 1). While not flight tested,a very low
gain technique must be used at the minimum airspeed
attainableb y the tankeri fthe only resourceis a largeb ody
tanker such as the KC-IO, for which 180 KCAS might be
impossible. The pilot must respondt o any undesiredm otion
by loosely releasing the stick and allowing the aircraft
to dampen itself
(,,,,,,,I
l Any abrupt control input to effect engagement
can rate limit the stabilizers and result
in loss of control. To avoid rate
limiting, the pilot should resist spotting
the basket and instead rely on RIO commcntary
to perform engagement.
l If any undesirable motions or oscillations
occur during or after engagementt,h e pilot
must immediately releaset he stick and
permit the motions to dampen before resuming
active control.
ORIGINAL 11-32
NAVAIR 0%Fl4AAD-1
Do not attempt in-flight refueling from wingmounted
stores of large-body tankers (VC-
10 Canberra) where nose-to-tail overlap is
present. The basket does trail adequately aft
of the tail for KC-130 and airwing assets.
Note
If the air refueling store does not adequately
transferf uel at 180K CAS once engaged,t he
airspeed can safely be increased to 200
KCAS to improve the transfer rate.
11.10.5 Landing. Landing handling qualities are
primarily affected by the loss of SAS, inboard spoilers,
speedbrakesa,u xiliary flaps, and DLC, rather than limitations
of the BFCM itself. Longitudinal control is generally
good provided no large abrupt pitch changes are
attempted. Lateral control is degraded by virtue of the
inoperative SAS and inboard spoilers. Spoiler float and
its impact on lateral control is considerably aggravated
by slower airspeeds and increased flap deflections.
Consequently,fi eld landings should be performed with
the maneuver flaps down, and the MANUV FLAPANG
SWP DR NO. 2 circuit breaker pulled to lock them down
(LEl). Airspeed control is degraded because of the dramatically
decreasedd rag and low approachp ower setting.
Any airspeed from 15 units to 180 KCAS should
be considereda cceptablew ith the wings at 20’; waveoff
performance is dramatically improved if some additional
speed is carried. Fifteen units should be used if
the wings are trapped significantly aft. Speeds in excess
of 180 KCAS on final should otherwise be avoided
because of the increased susceptibility to rate limiting.
Lateral control is degraded but satisfactory, and a
straight-in approach to an arrested landing should be
performed. The very low drag, runway length, long field
gear, and length of time while operating on the BFCM
　
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