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CHECKED DOWN ON DECK WITH SPOILER BRAKE SELECTED TO ENABLE
FULL GROUND ROLL BRAKING AUTHORITY.
13. IF DIRECTIONAL CONTROLLABILITY IS IN QUESTION:
A. A SHOREBASED ARRESTED LANDING SHOULD BE FLOWN TO TOUCHDOWN AT
OR JUST PRIOR TO THE ARRESTING GEAR.
B. USE LSO 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
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 THE RUNWAY.
B. F-14A PAGE 56 /F-14B PAGE 66 /F-14D PAGE 80, AFTER RUDDER AUTH
LIGHT PROCEDURE:
(1) DELETE: NA
(2) ADD (INSERT) NEW PROCEDURE:
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.
_______________________________________________________________________
CNO 051758Z APR01 Page 8 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
WARNING
WITH ZERO FLIGHT HYDRAULIC PRESSURE, ENSURE HYDRAULIC TRANSFER
PUMP SWITCH 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
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 A CV APPROACH, ATTEMPT CV ARRESTED LANDING.
NOTE
RECOMMEND PRACTICE APPROACH TO CV, FUEL PERMITTING.
6. IF NO SUITABLE DIVERT AVAILABLE AND CONTROLLED CV APPROACH 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/
_______________________________________________________________________
CNO 051758Z APR01 Page 9 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
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
　
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