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in Figures 1 l-l through 11-3. Generally, the most severe
departures are induced through the differential tail,
which is commanded by lateral stick and/or roll SAS
inputs. Rudder inputs, asymmetric thrust, and inertia
coupling can cause or contribute to the severity of departures.
Refer to paragraph 11.52, Low-Subsonic Airspeed
for procedurest o follow in the event of an engine stall.
Refer to Chapter 14 for vertical stall recovery procedures.
During flight tests, vertical stalls in maximum afterburner
power sometimes resulted in afterburner blowouts
on one or both engines possibly followed by pop
stalls that may or may not be audible to the pilot. All the
stalls were self clearing with no tendency for EGT to
rise out of limits. As the aircraft recovered and airspeed
increasedt,h e afterburnerr elit if the throttle remainedi n
the afterburner detent. When practicing vertical stalls,
basic engine power settings are recommended to avoid
inducing engine afterburner transients that have an unknown
effect on engine life. Maximum engine stall margin
for the F 110 is obtained at IDLE power.
11.7.1.1 Mach and AOA Effects. As Mach number
increases,t light-control-inducedd epartures usceptiiility
and severityi ncreasesG. enerally, as AOA increases,t he
severity of the departurei ncreases.F or example, a lateral
stick input at 0.9 Mach, 30 units AOA, will produce
a more violent departure than the same input at
0.9 Mach, 20 units AOA. The one exception is rudderinduced
departures. As AOA is increased to about 30”
(over 30 units AOA), rudder effectiveness decreases
as the rudder is washed out and rudder-induced departures
become less severe.
11.7.1.2 Maneuver Flaps/Slats. Extended maneuver
flaps and slats significantly decreased eparture
susceptibility and severity through increased dihedral
effect, as can be seen by comparing Figure 1 l-l, sheets
land2.
Il.7 DEPARTURE FROM CONTROLLED
FLIGHT
11-9 ORIGINAL
11.7.1 General. Although the F-14 is an honest aircraft
with moderated eparturer esistance,d eparturesc an
be induced by large or sustained control inputs that generally
feel unnatmal to the pilot. Since the aircraft has
an essentially unrecoverable flat-spin mode, yaw rate
must be controlled before it can build and the aircraft
transitions to the flat-spin mode. In general, departures
are characterized by increasing yaw rate. with oscillations
in roll and yaw. Yaw rate is masked by the roll rate
and is not evident to the pilot until approximately 90”
per second yaw rate (2 “eyeball-out” g) is reached.
11.7.1.3 External Stores. As external stores are
added,d epartures usceptibility and severityi ncreaseN. o
one store is significant in and of itself. Rather, each store
causes a small degradation in flying qualities that accumulates
as additional stores are ad&d. In general, fitselage-
mounted stores have less effect than pylon- or
nacelle-mounted stores.
11.7.2 Lateral-Stick-Induced Departures. Uncoordinated
lateral stick inputs with roll SAS off and
maneuver flaps and slats extended generally produce
benign departuresth at are easily recoverable.H owever,
when maneuver slats are retracted or roll SAS is on,
departuresc an be violent.
NAVAIR 0%FMAAD-I
NAVAIR Ol-F14AAD-1
ROLL SAS ON
FLAPS/SLATS AUTO OR RETRACTED
AIRCRAFT CONFIGURATION:
(2) FUSELAGE-MOUNTED PHOENIX
(2) PYLON SPARROWS
(2) PYLON SIDEWINDERS
(2) 28O-GALLON EXTERNAL TANKS
DATE: AUGUST 1983
DATA BASIS: FLIGHT TEST
013 0:4 0:5 0:6 0:7 0.8 0.9 1.0
MACH
ROLL SAS ON PROHIBITED
REGION 1 50 O/SEC YAW RATE IN 5 SECONDS OR LESS, FLAT SPIN ENTRY LIKELY.
REGION 2 50 O/SEC YAW RATE IN 6 TO 10 SECONDS.
REGION 3 50 “/SEC YAW RATE IN 11 SECONDS OR
MORE, OR 50 O/SEC YAW RATE NOT REACHED.
Figure 1 l-2. Rudder-InducedD eparhueA reas
ORIGINAL II-10
NAVAIR Ol-F14AAD-1
ROLL SAS OFF
FLAPS/SLATS AUTO OR RETRACTED
AIRCRAFT CONFIGURATION:
(2) FUSELAGE-MOUNTED PHOENIX
(2) PYLON SPARROWS
(2) PYLON SIDEWINDERS
(2) 28%GALLON EXTERNAL TANKS
DATE: AUGUST 1983
DATA BASIS: FLIGHT TEST
35
30
25
0
0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0
MACH
Fz22z4 CROSS CONTROL INPUTS PROHIBITED IN THlS AREA
REGION 1
REGION 2
REGION 3
50 O/SEC YAW RATE IN 5 SECONDS OR LESS, FLAT SPIN ENTRY LIKELY
50’ /SEC YAW RATE IN 6 TO 10 SECONDS.
50” /SEC YAW RATE IN 11 SECONDS OR MORE,
OR 50’ /SEC YAW RATE NOT REACHED.
REGION 4 NOT TESTED
Figure 11-3. Cross-Control-Induced Departure Areas
　
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