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PILOT WHAT THE AIRCRAFT IS DOING OR IS ABOUT TO DO.
STALL/DEPARTURE RECOVERY PROCEDURES AND EJECTION SHOULD BE
DISCUSSED PRIOR TO ANY CONTROLLABILITY CHECK. IN THE EVENT OF A
STALL/DEPARTURE, NATOPS PROCEDURES SHOULD BE APPLIED IMMEDIATELY.
IF DURING FLAP/SLAT TRANSITION, FOLLOW UNCOMMANDED ROLL/YAW
PROCEDURES. A RAPID INCREASE IN AIRSPEED CAN BE ATTAINED THROUGH
JUDICIOUS USE OF FORWARD STICK AND MILITARY POWER.
AFTER A THOROUGH CONTROLLABILITY CHECK (TO INCLUDE APPROACH AND
WAVEOFF/BOLTER PERFORMANCE AND FLIGHT CHARACTERISTICS), THE AIRCREW
MUST MAKE THE DECISION AS TO WHETHER THE AIRCRAFT CAN BE SAFELY
LANDED ABOARD THE CARRIER OR SHOULD BE DIVERTED.
WARNING
IF AIRCRAFT STALLS OR DEPARTS IN DIRTY CONFIGURATION,
IMMEDIATELY UNLOAD AND PLACE THROTTLES AT MILITARY. DO NOT
RAISE FLAPS UNTIL RECOVERED. (IF DURING FLAP/SLAT TRANSITION,
FOLLOW UNCOMMANDED ROLL/YAW PROCEDURES.)
WARNING
A CONTROLLABILITY CHECK REQUIRES THE TOTAL ATTENTION AND
AWARENESS OF THE AIRCREW. THE AIRCREW MUST BE PREPARED TO
ENCOUNTER UNUSUAL HANDLING CHARACTERISTICS, SINCE THE
AERODYNAMIC PROPERTIES OF THE AIRCRAFT MAY BE SIGNIFICANTLY
CHANGED. STALL SPEED AS WELL AS FLIGHT AND GROUND HANDLING
CHARACTERISTICS MAY BE DRASTICALLY DIFFERENT FROM NORMAL.
NOTE
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IF FLIGHT CONTROL MALFUNCTION IS DUE TO UNCOMMANDED STAB AUG
TRANSIENTS, SPOILER MALFUNCTION, FLAP/SLAT ASYMMETRY, RUDDER
MALFUNCTION (HARDOVER), AND/OR WINGSWEEP MALFUNCTIONS; PERFORM
APPLICABLE EMERGENCY PROCEDURE(S) AS NECESSARY BEFORE BEGINNING
A CONTROLLABILITY CHECK.
1. CLIMB TO 10,000 FEET AGL MINIMUM.
2. OBTAIN VISUAL CHECK IF POSSIBLE.
3. DECELERATE GRADUALLY TO 200 KNOTS IF FEASIBLE.
4. DIRTY AIRCRAFT, ONE CONFIGURATION CHANGE AT A TIME, WHILE FLYING
STRAIGHT AND LEVEL.
NOTE
LANDING GEAR SHOULD BE LOWERED BEFORE FLAPS. DO NOT LOWER
ARRESTING HOOK UNTIL LANDING GEAR IS CONFIRMED DOWN AND LOCKED.
5. IF FLAPS ARE LOWERED, DO SO INCREMENTALLY AND BE ALERT FOR A
FLAP/SLAT ASYMMETRY.
6. IF MANEUVER FLAPS ARE USED FOR LANDING APPROACH: WING SWEEP
DRIVE NO. 1 AND WG SWP DR NO. 2 / MANUV FLAP CB'S -- PULL (LE1
AND LE2 FOR F-14A/B; LD1 AND LE1 FOR F-14D).
NOTE
FAILURE TO PULL WING SWEEP DRIVE CIRCUIT BREAKERS (LE1 AND LE2
FOR F-14A/B; LD1 AND LE1 FOR F-14D) COULD RESULT IN INADVERTENT
MANEUVER DEVICE RETRACTION OR WING SWEEP DURING APPROACH.
NOTE
WINGSWEEP WARNING, WINGSWEEP ADVISORY, AND FLAP CAUTION LIGHTS
WILL ILLUMINATE WITH BOTH WING SWEEP DRIVE CIRCUIT BREAKERS
PULLED (LE1 AND LE2 FOR F-14A/B; LD1 AND LE1 FOR F-14D).
7. USE DIFFERENTIAL THRUST, IF REQUIRED, TO ACHIEVE ACCEPTABLE
FLIGHT CHARACTERISTICS.
8. SLOW-FLY AIRCRAFT TO DETERMINE APPROACH HANDLING
CHARACTERISTICS, INCLUDING TURNS.
9. FLY SIMULATED APPROACH TO EVALUATE LINEUP CORRECTIONS, POWER
CHANGES, AND WAVEOFF/BOLTER PERFORMANCE AND FLIGHT
CHARACTERISTICS.
10. FOR LANDING, USE MINIMUM SAFE CONTROL SPEED, BUT NO SLOWER THAN
OPTIMUM AOA.
11. IF PERFORMANCE AND FLIGHT CHARACTERISTICS DICTATE THAT A CV
LANDING IS NOT POSSIBLE -- DIVERT.
12. IF DIVERTING WITH A FLIGHT CONTROL MALFUNCTION -- MAKE AN
ARRESTED LANDING, IF POSSIBLE.
NOTE
IF NORMAL LANDING ROLLOUT IS ATTEMPTED, FLAP HANDLE SHOULD BE
CHECKED DOWN ON DECK WITH SPOILER BRAKE SELECTED TO ENABLE FULL
GROUND ROLL BRAKING AUTHORITY.
13. IF DIRECTIONAL CONTROLLABILITY IS IN QUESTION:
A. SHOREBASED ARRESTED LANDING SHOULD BE FLOWN TO TOUCHDOWN AT
OR JUST PRIOR TO ARRESTING GEAR.
B. USE A LANDING SIGNAL OFFICER IF POSSIBLE.
C. IF ARRESTING GEAR NOT ENGAGED AND PERFORMANCE AND FLIGHT
CHARACTERISTICS PERMIT, EXECUTE WAVEOFF/TOUCH-AND-GO, IF
POSSIBLE.
D. EXPECT DIRECTIONAL EXCURSIONS DURING WAVEOFF/BOLTER, ARRESTED
LANDING, OR LANDING ROLLOUT.
E. NOSEWHEEL STEERING SHOULD NOT BE ENGAGED IF RUDDER PEDAL
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AUTHORITY IS RESTRICTED.
F. USE RUDDER, LATERAL STICK, AND/OR DIFFERENTIAL BRAKING TO
OPPOSE ANY DIRECTIONAL EXCURSIONS DURING NORMAL LANDING
ROLLOUT.
G. BRIEF RUNWAY DEPARTURE PRIOR TO LANDING AND IDENTIFY ANY
OBSTRUCTIONS IN CLOSE PROXIMITY TO RUNWAY.
B. CHAPTER 14, PARAGRAPH 14.12.1 UNCOMMANDED ROLL AND/OR YAW, F-14A
　
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