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approximately 45” to 55”. The cockpit AOA indicator
pegs at 30 units AOA, which is equivalent to approximately
25” true AOA. Pitch attitude at stall is between
IO0 to 2O’above the horizon with no external stores and
10” to 15” below the horizon with maximum external
load. Some longitudinal porpoising may occur at full aft
stick.
Maneuver flaps and slats delay buffet onset to 13 to
14 units AOA and reduce the magnitude of buffet in
high-AOA flight. Wing rock, commencing at 20 to 28
units AOA, is more severe (up to +25” AOB) and more
difftcult to damp with maneuver slats extended because
of the increased dihedral effect.
The clean stall is defined as the application of full at?
stick combined with rates of descent up to 9,000 fpm.
As much as 5,000 feet is required for recovery from the
fully developed stall.
ORIGINAL II-6
NAVAIR Ol-FI4AAD-1
ROLL SAS ON
FLAPS/SLATS AUTO
AIRCRAFT CONFIGURATION:
(2) FUSELAGE-MOUNTED PHOENIX
(2) PYLON SPARROWS
(2) PYLON SIDEWINDERS
(2) ZBO-GALLON EXTERNAL TANKS
DATE: AUGUST 1963
DATA BASIS: FLIGHT TEST
0.3 0.4 0:5 0.6 0.7 0.6 0.9 1.0
MACH
ROLL SAS ON PROHIBITED IN THIS AREA
NOTE
WITH ROLL SAS OFF, FLAPS/
SLATS AUTO, ONLY REGION
3 TYPE DEPARTURES
EXPERIENCED DURING
FLIGHT TEST.
REGlON 1 50 “/SEC YAW RATE IN 5 SECONDS OR LESS, FLAT SPIN ENTRY LIKELY.
REGION 2 50’ /SEC YAW RATE IN 6 TO 10 SECONDS.
REGION 3 50 “/SEC YAW RATE GREATER THAN 10 SECONDS,
OR 50 O/SEC YAW RATE NOT REACHED.
Figure 1 l-l. Lateral-Control-Induced Departure Areas (Sheet 1 of 2)
11-7 ORIGINAL
NAVAIR 01.F14AAD-1
ROLL SAS OFF
FLAPS/SLATS RETRACTED
AlRCRA” CONFIGURATION:
(2) FUSELAGE-MOUNTED PHOENIX
(2) PYLON SPARROWS
(‘2) PYLON SIDEWINDERS
(2) 280-GALLON EXTERNAL TANKS
DATE: AUGUST 1983
DATA BASIS: FLIGHT TEST
63 0.4 0:s 0:7 019
MACH
Vm UNCOORDINATED LATERAL CONTROL INPUTS
PROHIBITED IN THIS AREA
REGION 1 50 a /SEC YAW RATE IN 5 SECONDS OR LESS, FLAT SPIN ENTRY LIKELY.
REGION 2 50’ /SEC YAW RATE IN 6 TO IO SECONDS.
REGION 3 50 O/SEC YAW RATE GREATER THAN 10 SECONDS,
OR 50 O/SEC YAW RATE NOT REACHED.
Figure 1l -l. Lateral-Control-InducedD epartureA reas (Sheet 2 of 2)
ORIGINAL 11-8
11.6.9 Vertical Stalls. If the aircraft is allowed to
deceleratet o zero airspeedi n a vertical or near vertical
attitude, it will slide backwards momentarily, then pitch
over (usually backwards) to a near vertical dive. Aircraft
motions during the initial fall will be predominantly
inertial with random pitching and yawing as the aircraft
acceleratesA. fter the initial nosedownp itch, the aircraft
maypassthroughtheverticaltonearlevelflightattitude,
yaw in one direction, and then return to a vertical dive
attitude. This may occur more than once. This tendency
is more pronounced at aft wing sweeps, but can usually
be controlled with longitudinal control inputs. Some
recoveries may be accompanied by large random yawing
and/or rolling motions that will generally dampen
without pilot action as the aircraft acceleratesT. he controls
should be releasedw hen airspeedd ecreasesb elow
100 knots in the vertical stall to prevent inadvertent
inputs that may lengthen recovery time. Control inputs
should not be applied until the aircraft is nose down and
accelerating.R udder and lateral stick are also effective
in damping oscillations once the aircraft is nose low and
accelerating. The aircraft is very responsive to longitudinal
stick inputs at all ADA at speeds above 100 knots.
In an upright departure at approximately 50” per second
yaw rate or less, if full forward stick is applied to
reduce AOA, the aircraft will generally recover. At over
50” per second yaw rate, lateral/directional control inputs
(rudder opposite yaw, lateral stick into yaw) are
required to recover the aircraf?. If these inputs are not
made, the yaw rate will continue to build and the aircraft
may enter the flat spin. The time to reach 50” per second
yaw rate after control input or engine failure is very
critical. If 50” per second yaw rate is reached in 5 seconds
or less, the pilot may not have enough time to
neutralize, analyze, and apply recovery controls before
the aircraft enters a flat spin depending on type and
severity of departure, altitude and AOA at entry, and
aircraft configuration. The time to reach 50’ per second
yaw rate for various aircraft configurations as a result of
lateral stick, rudder, or cross-control inputs is presented
　
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