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NFM PAGE 14-31/F-14B NFM PAGE 14-33/F-14D NFM PAGE 14-37, F-14B
FAILURE D AND F-14A/D FAILURE E:
(1) DELETE "FROM YAW SAS (19 DEG)", SO PARAGRAPH READS:
"D. RUDDER HARDOVER." (FOR F-14B), OR "E. RUDDER HARDOVER."
(FOR F-14A/D).
(2) ADD: NA
C. CHAPTER 14, F-14A NFM PAGE 14-33/F-14B NFM PAGE 14-35/F-14D NFM
PAGE 14-38, AFTER RUDDER AUTH LIGHT PARAGRAPH:
(1) DELETE: NA
(2) ADD (INSERT) RUDDER HARDOVER PROCEDURE AS PARA 14.12.8A
IN F-14A NFM, AS PARA 14.12.7A IN F-14B NFM, AND AS PARA
14.12.5A IN F-14D NFM:
14.12.8A/7A/5A (NUMBER AS APPROPRIATE) RUDDER HARDOVER. A RUDDER
HARDOVER WILL RESULT IN A SINGLE FULLY DEFLECTED (OVER 30 DEGREES,
PEGGED ON COCKPIT INDICATOR) INBOARD OR OUTBOARD RUDDER WITH
POSSIBLE RESTRICTED OPPOSING "GOOD" RUDDER AUTHORITY AND A FLIGHT
HYDRAULIC FAILURE. RUDDER TRIM AND RUDDER PEDAL AUTHORITY MAY ALSO
BE RESTRICTED. THIS PROCEDURE ONLY APPLIES TO A TRUE RUDDER
HARDOVER FAILURE, NOT A YAW SAS HARDOVER FAILURE WHICH WILL BE
MANIFESTED BY BOTH RUDDERS BEING DEFLECTED UP TO 9.5 DEGREES WITH
MECHANICAL RUDDER AUTHORITY STILL AVAILABLE. A YAW SAS HARDOVER
SHOULD BE EASILY CONTROLLED WITH RUDDER TRIM AND THE AVAILABLE
MECHANICAL RUDDER. IN CRUISE CONFIGURATION ABOVE 15 UNITS ANGLE OF
ATTACK, A DEPARTURE FROM CONTROLLED FLIGHT MAY OCCUR WITH A RUDDER
HARDOVER. UPRIGHT DEPARTURE/SPIN RECOVERY PROCEDURES MAY NOT FULLY
RECOVER THE AIRPLANE, AND IT MAY BE NECESSARY TO PERFORM UNCOMMANDED
ROLL/YAW PROCEDURES.
WARNING
WITH ZERO FLIGHT HYDRAULIC PRESSURE, ENSURE HYDRAULIC TRANSFER
PUMP IS SECURED AS SOON AS POSSIBLE. IN THE EVENT OF HYDRAULIC
MALFUNCTION, REFER TO APPROPRIATE HYDRAULIC EMERGENCY PROCEDURE
AND EXECUTE APPROPRIATE STEPS IN PARALLEL AS REQUIRED.
AFTER COMPLETION OF UNCOMMANDED ROLL/YAW PROCEDURES:
1. CONFIRM RUDDER HARDOVER VIA COCKPIT INDICATOR AND/OR RIO/WINGMAN
VISUAL INSPECTION.
NOTE
RESTRICTION OF AUTHORITY, IF ANY, OF OPPOSING "GOOD" RUDDER MAY
BE DETERMINED BY REFERENCE TO THE COCKPIT INDICATOR.
2. IF CARRIER BASED, DIVERT TO AN AIRFIELD WITH SHORT FIELD
ARRESTING GEAR.
3. PERFORM CONTROLLABILITY CHECK PROCEDURE.
NOTE
EXPECT ROLL AND YAW OSCILLATIONS DURING THROTTLE AND CONTROL
MOVEMENTS. UNDESIRABLE AIRSPEED INCREASE MAY OCCUR DUE TO
DIFFERENTIAL THRUST. AIRSPEED CONTROL MAY ALSO BE INFLUENCED
BY FLAP POSITION AND PILOT WORKLOAD. SPECIFICALLY, EVALUATE
_______________________________________________________________________
CNO 051758Z APR01 Page 5 of 9 NA 01-F14AAA-1 IC 147
NA 01-F14AAA-1B IC 103
NA 01-F14AAP-1 IC 45
NA 01-F14AAP-1B IC 29
NA 01-F14AAD-1 IC 25
NA 01-F14AAD-1B IC 14
THE EFFECTS OF ANY REQUIRED DIFFERENTIAL THRUST ON LINEUP
CORRECTIONS, WAVEOFF/BOLTER PERFORMANCE, AND FLIGHT
CHARACTERISTICS.
NOTE
SIMULATION HAS INDICATED THAT FULL FLAP SETTING COMBINED WITH
SEVERELY RESTRICTED OPPOSING RUDDER RESULTS IN MORE PRONOUNCED
ROLL AND YAW OSCILLATIONS.
4. DURING CRUISE, USE DIFFERENTIAL THRUST, RUDDER, LATERAL STICK,
AND RUDDER TRIM TO RELIEVE PILOT WORKLOAD AND CONTROL FORCES.
USE LATERAL TRIM AS NECESSARY.
WARNING
IF JETTISON IS REQUIRED, CONSIDERATION SHOULD BE GIVEN TO
KEEPING THE WING STATIONS SYMMETRIC AND AVOIDING AFT C.G.
CONDITIONS.
NOTE
IT IS UNKNOWN WHAT THE FUEL CONSUMPTION WILL BE IN THIS
CONFIGURATION. THEREFORE, FUEL QUANTITY MUST BE CLOSELY
MONITORED. RECOMMEND USING GEAR UP, FLAPS DOWN, SINGLE ENGINE
BINGO CHARTS. FUEL IMBALANCE MAY OCCUR DURING PROLONGED FLIGHT
WITH HIGHER DEMANDS ON ONE ENGINE. USE FEED SWITCH TO MINIMIZE
FUEL SPLIT.
5. IF NO SUITABLE DIVERT AVAILABLE AND AIRCRAFT SUFFICIENTLY
CONTROLLABLE FOR CV APPROACH, ATTEMPT CV ARRESTED LANDING.
NOTE
RECOMMEND PRACTICE APPROACH TO CV, FUEL PERMITTING.
6. IF NO SUITABLE DIVERT AVAILABLE AND CONTROLLED CV APPROACH IS IN
QUESTION, PERFORM A CONTROLLED EJECTION.
PRIOR TO LANDING:
WARNING
CONTROLLABILITY OF A RUDDER HARDOVER AIRBORNE IS NO INDICATION
OF THE ABILITY TO MAINTAIN DIRECTIONAL CONTROL ON DECK. UPON
TOUCHDOWN,EXPECT THE AIRCRAFT TO EXPERIENCE UNCONTROLLABLE
DIRECTIONAL EXCURSIONS POTENTIALLY DEPARTING THE LANDING
AREA/RUNWAY.
NOTE
ENSURE FAMILIARITY WITH LANDING CONSIDERATIONS OF
CONTROLLABILITY CHECK PROCEDURES.
NOTE
SIMULATION INDICATED THAT BANK ANGLE CONTROL WAS ENHANCED BY
LEADING LATERAL STICK INPUTS WITH DIFFERENTIAL THRUST.
7. LATERAL TRIM - NEUTRALIZE
NOTE
THE USE OF LATERAL TRIM TO REDUCE STICK FORCES DURING ACTUAL
APPROACH AND LANDING SHOULD BE AVOIDED AS THIS REDUCES THE
SPOILER DEFLECTION AVAILABLE FOR ROLL CONTROL.
　
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