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REGION I- 380’ MAXMUH SANK ANGLE CHANGE AND:
4.00 -ALL CONflGURATlONS WIT” EXTERNAL FUEL TANKS OR WING-MOUNTED AIM-54
5.20 -ALL 0T”ER CONF,GVRAT,ONS
REGION 2 - 380’ UAXIMVM BANK ANGLE CHANGE AT IO:
130’ MAKIMUM BANK ANGLE CHANGE AT OTHER THAN 10 (So MAXIMUM)
REGION 2 - NO ABRUPT STICK INPUTS:
SO’ MAXIMUM SANK ANGLE CHANGE AT ,G ONLY
NOTE:
00 NOT W.CEEQ MAXIMUM ALLOWABLE AIRSPEED FOR STORE CONFIGURATION. NATOPS LIMITS OF FIGURE 4-4 APPLY.
Figure 4-9. Maneuvering Limits - Rolling (Sheet 1 of 2)
ORIGINAL 4-14
NAVAIR OI-FI4AAD-I
F-14D ROLL SAS OFF
MANEUVERING ENVELOPE
DATE : SEPTEMBER ,964
DATA SASS : ESllYArED FLlGHT TEST
50
40
30
M
10
a
0.2 a.4 as 0.8 1.0 1.2 1.4 1.6 1.8 2.0 2.2
TRUE MACH N”MSER
ROLLING MANEUVERS RESTRICTED To:
REGION I- 360’ MAXlM”M SANK ANGLE CHANGE AT 10
- 180’ MAXIMUM SANK ANGLE WANGE AT OTHER TNAN 10
(OG MINIMUM TO 5.30 MAXIMUM)
- FOR CONFIGVRATIONS WV”, WING-MOUNTEO AIM-54:
ROLL SAS MUST SE ON ABOVE 1.0 TMN
REFER TO ROLL SAS ON MANEUVERING ENVELOPE
- FOR ALL OTHER CONFIGURATIONS W,TH EXTERNAL FUEL TANKS. FUSELAGE
MOUNTEG AM-S.,, OR AIR-TO-GROUND STORES:
ROLL SAS M”ST SE ON ASOVE 1.52 TMN
REFER TO ROLL SAS ON MANEUYERlNG ENVELOPE
REGION 3 - ROLL SAS MUST SE ON
REFER TO ROLL SAS ON MANEVVERlNG ENVELOPE
NOTE:
00 NOT EXCEED MAXIMUM ALLOWABLE AIRSPEED FOR STORE CONFIGURAnON. NATOPS LIMITS OF “GVRE 4-4 APPLY.
Figure 4-9. Maneuvering Limits - Rolling (Sheet 2 of 2)
4-15 ORIGINAL
NAVAIR Ol-F14AAD-1
Note
Do not attempt shipboard landing with inoperative roll SAS and greater
than 170.000 in-lbs asymmetry unless divert field unavailable.
FLAP TRANSITIONS:
CLEAN OR SYMMETRICAL
Less than 45” angle of bank
!. Roll SAS on
I. Minimum 200 feet AGL on
takeoff
I. Dirty-up altitude minimum
600 feet AGL
UP TO 66,000 IN-LB GREATER THAN 66,000 IN-LBS
ASYMMETRY ASYMMETRY
1. Wings level 1. Wings level
2. Roll SAS on 2. Roll SAS on
3. Minimum 200 feet AGL 3. Minimum altitude of 1,200 feet
AGLfor takeoff and landing
4. Dirty-up at minimum 800 feet AGL 4. Minimum 180 knots.
i. Minimum 180 knots 5. Minimum 180 knots
Available roll control will be
marginal to inadequate in
event of asymmetric flap/
slats without lockout.
Note
Incompatibility of flap transition
limit with existing Case I
procedures recognized. Although
improvement of flap/
slat system reliability has been
accomplished, not enough
data is available concerning
failure mode/rate of improved
asymmetry sensor. Minimum
flap transition altitude may be
waived in cases of operational
necessity.
Figure 4-10. Flap Limitations
ORIGINAL 4-16
4. All flap and slat extensions and retractions will be siles on fuselage stations until the following
made at a maximum of 12 units AOA. AAC are incorporated:
4.7.2 External Stores Loading With up to
66,000 Inch-Pounds (5,500 Foot-Pounds)
Asymmetry. AIM-7 on Stations 1B or 8B equals
64,000 inch-pounds.
(I) AAC 618 - Modifies multipurpose
pylon.
(2) AAC 673 - Modifies fuselage backup
structure.
1. All transitions will be made in wings-level flight
with roll SAS on. (3) AAC 688 - Modifies pylon-mounted
swaybraces.
2. All normal (flaps and slats fully down) takeoff
transitions will be initiated at a minimum altitude
of 200 feet AGL.
4.9 BARRICADE ENGAGEMENT LIMITS
3. All flap and slat extensions and retractions will be
made at a maximum of 12 units AOA.
1. Wings at full forward sweep angle (20”) -
51,800 pounds (maximum).
a. Flaps and slats extended or retracted.
4.7.3 External Stores Loading With Greater
Than 66,000 Inch-Pounds (5,500 Foot-Pounds)
Asymmetry. All transitions will be made in wingslevel
flight with roll SAS on at a minimum altitude of
1,200 feet and at a maximum of 12 units AOA.
b. No external stores except AIM-7 or AIM-54 on
fuselage stations only.
c. Empty external fuel tanks permitted only for
landing gear malfunction.
4.6 GROSS WEIGHT LIMITS - TAKEOFF,
LAUNCH, AND LANDING 2. Wing-sweep angle greater than 20° up to 35O -
46,000 pounds (maximum).
1. Catapult launch - 76,000 pounds.
a. Flaps and slats extended or retracted.
p-G--,,,,,,, b. No external stores, except empty external fuel
tanks for landing gear malfunction only.
Single-engine rate of climb at 76,000-pound
gross weight using optimum flight control
technique is predicted to be between 300 and
　
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