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UP position. A moderate noseup pitching moment occurs
during the flap and slat retraction phase, which
takes approximately 8 seconds. Do not attempt to
counter a lateral drift because of a crosswind condition.
The use of large lateral control d&&ion should be
avoided to keep from breaking out the wing spoilers,
which have a negative effect on lift and drag. Differential
tail authority within the spoiler deadband (l/2-inch
lateral stick deflection) is adequate for maintaining
wings-level flight or effecting gradual turns with symmetric
thrust. Before reaching the flap (225 KCAS for
ORIGINAL 7-20
10” flaps) and gear (280 KCAS) limit speeds, the pilot
should ascertaint hat all devicesa rep roperly contigured
for higher speed flight. A gradual climbout pitch attitude
should be maintained until intercepting the optimum
climb speed. A recheck of engine instruments and configuration
status should be performed after cleanup during
the climbout phase.
7.4.8 Flaps-Up Takeoff. Before the takeoffroll, the
procedures for flaps-up takeoff are identical to flaps
down, except that the flaps remain retracted and only
inboard spoiler brakes are available. During the pterotation
ground roll phase,m aintain the control stick at the
trimmed condition to minimize aircraft drag. At the precomputed
rotation speed, smoothly pull the control stick
afi to position the HUD waterline at a 7O to 10” pitch
attitude until safely airborne.
Do not exceed 10’ ofpitch attitude until well clear of
the runway, as excessive noseup attitudes will cause the
vertical tins and tailpipes to contact the runway surface.
Becauseo f increasedlo ngitudiial control effectivenessw
ith the flaps retracted,o vercontrol
of pitch attitude during takeoff is
possible. Large or abrupt longitudinal control
inputs should be avoided until well clear
of the runway.
Transition to flight will occur smoothly as compared
to the ballooning effect in flaps-down takeoffs. After
main gear lit&off, relax the aft stick force as the aircraft
accelerates.
Because of the smooth, flat transition to flight, cam
shouldb e takent o avoid prematurela ndingg earr etraction
and resulting blown tires Raise the landing gear control
handle only after ensuring that the aimtail is airborne.
Note
l During flaps-up takeoffs, all flap/wing
electromechanicailn terlocks are removed
from the CADC and wing-sweep control
box, allowing possible inadvertent wing
sweep in the event of a CADC failure.
l Outboard spoilers are inoperative with
weight on wheels.
7.4.8.1 Maneuvering Flaps Takeoff. Maneuvering
flaps provide improved takeoff performance when
comparedt o the flaps-upc onQuration and eliminate the
NAVAIR OI-F14AADI
pitching moment associated with main flap and slat
retraction after takeoff. Slow-speed handling characteristics
are superior to the flaps-up contiguration. Additionally,
possible automatic maneuvering flap/slat
extension during rotation/transition to flight can be
avoided by extending maneuvering flaps before takeoff.
7.4.9 Formation Takeoff. Formation takeoffs are
permitted in the Saps-up/maneuverinSg aps-downc onfigurations
for section only. However, they shall not be
permitteda t night, with crosswindc omponentin excesso f
10 knots, with standing water on the runway, on runways
less than 8,000 feet long and 200 feet wide, or with dissimilar
aimaft All aspectso f the takeoff must be briefed
by the flight leader. Briefing should include Sap setting,
power settings, use of nosewheel steering, abort pm
dues, and signals for power and configuration changes.
7.4.9.1 Military Lead. With the completion of the
takeoff checks, the lead aircraft will take position on the
downwind side of the runway with the wingman on a
normal parade bearing with no wing overlap. Upon signal
from the leader, the engines will be advanced to 90-
percent power. When ready for flight, the pilots shall
exchangea thumbs-ups ignal. On signal from the leader,
brakesa rer eleased,M IL is selected,l eadert henr educes
power 2 percent. Directional control is then maintained
with nosewheel steering until rudder becomes effective.
During takeoff roll, the leader should make only one
power correction to enhance the wingman position. If
optimum position cannot be obtained, relative position
should be maintained until the flight is safely airborne.
At the precomputed rotation speed, the leader should
rotate the aircrafi 7’ to 10” noseup on the HUD or MFD
and maintain this attitude until the flight is airborne.
　
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