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that will dictate the most restrictive
limitation.
14.12.13 AUTOPILOT Light
1. MASTER RESET pushbutton -Depress.
If light remains illuminated:
2. PITCH and ROLL COMPTR AC cb’s - Cycle
(LBl, LAl).
14.12.14 Weight On-Off Wheels Switch Malfunction.
Formostsystems,f&lureofboththelefland
right WOW switches is required to cause the systems to
revert to the on-deck mode. Should such failures occur,
the following anomalies can result:
1. Approach indexers are inoperative.
2. AFT will not engage.
3. Outboard spoiler module is inoperative (flaps up).
4. Nozzles may go fit11o pen( with LDG GEAR handle
down, throttles IDLE)
5. Ground-roll spoiler braking (throttlea IDLE).
6. Radar will not scan.
7. Autopilot cannOt be engaged.
8. BOL chaff will not dispense.
9. At high altitude, ground cooling fans may overspeed
and shut down, causing smoke in cockpit.
10. RATS will be enabled airborne with the hook handle
down or the hook out of the stowed position.
piGi-
With RATS enabled airborne, military
power provides 20 to 25 percent less thrust
than normal, resulting in less than optimum
waveoff and bolter performance.
lftwo or more of the above anomalies are detected, the
Following action should be taken.
14.12.14.1 Pilot
1. Throttles - Any Position Except IDLE.
Do not move both throttles to IDLE unless
ANTI SKID SPOILER BK switch is set to
OFF if weight on-off wheels switch is suspectedbecauseo
f loss of lift causedb y spoilers
deploying.
2. ANTISKID SPOILER BK switch - OFF.
3. Land as soon as practicable.
If we&t on-offwheels switch failure is suspected,
cocked up, high sink rate landing
with throttles at idle can result in damage to
the afterburner.
14.12.14.2 RIO
1. MLG SAFETY RLY NO. 1 and NO. 2 cb -Pull
(7F5,7F4).
Note
Circuitbreakerscanbcresetaftertouchdown
to enable ground-roll braking, antiskid, nozzles
open at idle, and nosewheel steering.
14.13 DEPARTURE/SPIN
Successful recovery from out-of-control flight requires
correct situation analysis, timely and correct ap
plication of procedures, crew coordination, and
recognition of recovery. Departure from controlled
flight shouldb er ecognizeda ndt he appropriater ecovery
procedures initiated aa soon as the aircraft begins uncommanded
motion. Throttles should be immediately
placed to IDLE to ensure maximum stall margin and
prevent asymmetric thmst from delaying recovery. If
recovery is not immediately apparent, instrument cues
must be cross-checked.F ull departures/spinsa re indicated
by pegged AOA (30 units for upright, 0 units for
inwrted), low airspeed (less than 150 knots), and sustained
yaw rate as indicated by the tum needle and/or
spin arrow. The spin arrow is the best indicator of yaw
direction if it is available. If the above indications are
not present, neutralixe the controls and fly the aircraft as
airspeedi ncreasesR. ecovery controls shouldbea pplied
ORIGINAL 14-44
and maintained until recovery is indicated minimum
altituder eachedo, r ani ncreasei n eyeball-outg threatens
aircrew incapacitation. The most positive indication of
recovery is a break in AOA as yaw rate is reduced,
followed by an incresse in airspeed and g load in the
direction commanded by longitudinal stick. To minimize
altitude loss for recovery, pull out at 17 units AOA.
Crew coordination is essential. The RIO must be able
to analyze the situation and provide timely and accurate
information and procedural backup to the pilot without
excess communication. The RJO should use airspeed,
altitude remaining, and the spin srrow as cues. Lateral
stick application can be confirmed by observing spoilers
deflected up on the wing pointed to by the spin arrow.
Ejection in an out-of-contml flight situation can best be
accomplished by the RIO after consultation with the
pilot. A thorough understanding of Chapter 11, Flight
Characteristics, is required of the aircrew when dealing
with these high task emergencies.
14.13.1 Vertical Recovery
1. Above 100 knots, use longitudinal stick to pitch
the nose down. At extreme nose-high attitudes, aft
stick facilitates recovery time and will avoid prolonged
engine operation with zero oil pressure.
2. Below 100 knots, release controls and wait for
aircraft to pitch nose down. This prevents depletion
ofhydraulic pressurein the eventb oth engines
are lost and provides quickest recovery.
3. If roll and/or yaw develop, wait until aircraft is in
a nosedown attitude and accelerating before correcting
　
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