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APPROXIMATELY 3 MILES 1,200 FEET
m NEEDLES SHOULD BE
1 70° RADIAL CENTERED, BEGIN
4 3500 RADIAL
NOTE
ENS”.% THAT DLC DISENOAGE r
. BEFORE RAISING FLAPS.
BASE RECOVERY COURSE
ORIGINAL
Figure 17-5. SPN-41 ILS Approach
17-14
NAVAIR 01.Fl4AAD-1
Extreme
10.1 ICE AND RAIN
CHAPTER 18
Weather Operations
18.1.1 Icing. Icing conditions should be avoided
whenever possible. Before flight, check freezing levels
and areas of probable icing from weather service.
The primary concern with flying in icing conditions
is ice accumulation sufficient to cause engine damage.
Ice accumulation on engine probes located between the
engine guide vanes and above the number three inlet
ramp is not detectable from the cockpit. Aircraft maneuvers
or landing impact can dislodge accumulated ice and
can causes evereF OD to the engine.V isual detectiono f
icing on exterior surfaces and/or illumination of the
pilot’s INIET ICE caution light should be treated as
indications ofthe potentially more serious problems described
above. The following precautionary action
should be taken immediately in known or suspected
icing environments:
1. ANTI-ICE switch - ORIDHON.
2. CABIN AIR DEFOG lever - FWD DEFOG.
3. Engine instruments - Monitor Frequently.
Carefully monitor ‘pm and EGT indications. A
reduction of rpm or an increase in EGT accompanied
by a loss of thrust is an indication of engine
icing.
4. Avoid clouds and other areas of visible precipitation.
5. If unable to avoid precipitation, adjust aircraft
Mach or altitude as necessaryt o remain outsideo f
the icing zone shown in Figure 18-l.
Extended operations in icing conditions should be
considereda n emergencys ituation. If time and fuel permit,
a descent below the freezing level is recommended.
If unable, altitudes above approximately 25,000 feet or
ambient temperatures below -30 “C are generally free
of icing conditions. If inadvertent or unavoidable operation
in known or suspectedic ing conditions has occurred,
an effort should be made to eliminate the ice
before landing by remaining well below the freezing
level for an extended period of time.
[-GE-(
Icing conditions can cause heavy ice accumulation
in the inlet ramp areas or on engine
probes and the compressor face. Aircratlmaneuvers
and arrested landings may dislodge
this accumulation and cause extensive engine
FOD or failure. A straight-in field landing
is preferred. Minimum power setting
after landing is recommended.
Operation of main flaps/slats and maneuvering
devices increases the likelihood of a
flap/slat lockout because of shearing of the
torque tube. Attempt to descend below the
freezing level for 20 to 30 minutes before
operating main or maneuvering flaps/slats.
18.1.2 Rain. Whenever rain is encountered, turn
ANTI-ICE switch to AUTO/OFF.
Note
In heavy rainfall, maintain a minimum engine
power setting of 70-percent rpm. This
will assurea dequatea ccelerationm argin and
prevent possible engine speed hangup.
18.1.2.1 Takeoff in Rain. Takeoffs performed with
standing water on the runway may result in unstable
engine operation because of water ingestion.
18-l ORIGINAL
NAVAIR 0%Fl4AAD-1
LloTE
cRossHmcmEouIEI
mmcAlEs*REIm
wtocn ENGINE lcms
IOUE TO wer eoouN0,
CAN OCCUR WTmolJT
ExrEmos su%Aes lemo.
Figure 18-l. Icing Danger Zone
18.1.2.2 Landing in Rain. Selecting ON with the
WSHLD AIR switch controls a blast of air that blows
rain off the windshield. Be aware of the possibility of
flameout in a heavy rain and of reduced braking action
because of a wet runway.
18.2 HYDROPLANING
Operations on wet or flooded runways may produce
fourconditionsunderwhichtimtractionmaybereduced
to sn insignificant value.
1. Dynamic hydroplaning
2. Viius hydroplaning
3. Reverted rubber skids
4. Combined viscous and dynamic hydroplaning.
Note
Hydroplaning has been experienced in the
F-14 at speeds down to 40 knots.
18.2.1 Dynamic Hydroplaning. Dynamic hydroplaning
is a condition in which a fluid separatesth e tires
from the Iunway surface. When standing water on a wet
tunway is not displaced by the tire fast enough to allow
contact over the complete footprint area of the tire, the
tire rides on a wedge (or film) of water over all or part
of the footprint area. Total dynamic hydroplaning occurs
when the pressureb etweent he tires and the runway lifts
the tires off the runway surface to the extent that anonrotating
　
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