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and 500 KCAS. Stick force per g remains relatively
nominal even with 4,000 pounds of aft hung bombs. No
degradation to any aspect of flying qualities is noted
above 300 KCAS as the wings remain sufftciently aft on
the normal wing-sweep schedule to produce a positive
static margin for even the most afi cg locations. At 20”
of wing sweep, 250 KCAS, and a ZFGW cg of 18.6
percent, the aircraft exhibits some reduction in static
stability and is slightly more responsive to pitch inputs,
although this increase in responsivenessm ay not be
significant enough to be noticed during normal flight
operations. Wmg-mounted stores or external tanks have
no adverse effects on aft cg flying qualities.
11.11.4 Takeoff and Landing Configuration
Flight Characteristics with Aft Cg. With the gear
and Saps lowered and 20’ of wing sweep with a ZFGW
cg locationo f 18-percenMt AC or greatert,h e staticm argin
is greatly reduced tiom nomral and can be negative for the
extremely aft cg locations produced by 4,000 pounds of
bombs on the aft weapon stations. The aircraft is extremely
susceptible to pilot-induced oscillations during
closely controlled tasks such as close formation or flying
the bail. Loss of control is likely. With a wing sweep
of 26’ for ZFGW cg locations up to 18.6-percenMt AC,
normal static margin is restored and normal flying qualities
are regained. For ZFGW cg location greater than
18.6-percenMt AC, 30” of wing sweep is sufficient for
normal handling qualities to be regained.
Wing-mounted stores and external tanks reduce
lateral-directional stability in the takeoff and landing
contiguration slightly, although the difference in
flying qualities is not significant and may not be
noticeable. Once established in the optimum wingsweep
configuration appropriate for the amount of ordnance
hung on the aft stations, normal approach
techniques can be used. However, a straight-in approach
should be flown as power requirements in a turn
with aft wing sweep are significantly different than normal
and could produce a severely underpowered approach.
No abnormalities in aircraft response or
performancea m apparentd uring landing approachesa t
15 units, even with 4,000 pounds of aft hung ordnance.
AFT is not optimixed for aft wing-sweep landings and
should not be used. DLC should not be used as it adds
8 knots to recovery WOD requirements and has improper
pitch trim response at aft wing sweep. Expect
on-speed airspeed for 25’ of wing sweep to increase
6 knots over the normal DLC on 20° of wing-sweep
approach speed, and 12 knots increase if wings are at
30”. For CV anestments, the appropriate recovery bulletin
should be consulted.
Ashore, a field atrestment is recommended with
spoiler brakes dearmed because of the large noseup
pitch occurring at spoiler deployment. If a field arrestment
is not possible, expect to use full forward stick to
counter the noseup pitching moment and to maintain
forward stick until below 80 KCAS with a resultant
longer rollout.
ORIGINAL 11-34
NAVAIR 01.F14AAD-1
PART V
Emergency Procedures
STOP 9 INTRODUCTION
Part V consists of Chapter 12, Ground Emergencies;
Chapter 13,TakeoffEmergencies;Chapter 14,In-Flight
Emergencies; Chapter 15, Landing Emergencies; and
Chapter 16, Ejection. These chapters cover the recommended
procedures for coping with emergencies and
malfunctions that may be encountered during aircraft
operationsK. nowledge of the aircraft systemsa nde mergency
procedures must be reviewed on a regular basis
to ensure that the flightcrew will take the correct course
of action under adverse conditions.
Each emergency presents a different problem that
requires positive, specific, remedial action in accordance
with recommended procedures and good airmanship.
Judgment, precision, and teamwork are essential
during emergencies.T he flightcrew must weigh all the
factors of a given situation and then take appropriate
action. As soon as possible, the pilot should notify the
RIO, flight leader, flight, and ground station in as much
detail as possible of the existing emergency and of the
intended action. When an emergency occurs, tbree basic
rules are established that apply to airborne emergencies.
They shouldb e thoroughly understoodb y all flightcrew.
1. Maintain aircraft control.
2. Analyze the situation and take proper action.
3. Land as the situation dictates.
a. Land as soon as possible - Land at the fmt
site at which a safe landing can be made.
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