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at some moderate yaw rate from which recovery
is easily accomplished. On occasion, the yaw rate will
continue to increase slowly, taking 20 seconds or more
to reach 50’ per second. At lower altitudes (15,000 feet)
yaw ratem ay reach5 0’ per secondi n 10s econdsb ecause
of increased trust asymmetry. Departures induced by
asymmetric thrust alone below 100 knots or when airspeed
dmps below 100 knots in the departurea re characterized
by mild roll anda smoothg raduali ncreasein yaw ratet hat
will attain values well over 50” per second.
The pilot’s naturalt endencyis to opposeuncommanded
ml1 with lateral stick, but this aggravatesth e departure,
particularlyi f roll SAS is on. During maneuveringfl ight,
uncommandedro ll should be counteredb y ruddera nd a
reductioni n AOA. See additionald iscussionso n asymmetric
thrustf light characteristicsin this section.
Note
Departurec haracteristicbse causeo fasymmettic
thrust while in afierbumer are comparable
to an F-14AQ’F-30 aircraft if ATLS is utilized
and operative. Without ATLS operating, a
maximumafterbumer/stalledenginceo ndition
at high AOA will result in a more dynamic
departureth an the F-14A/TF-30 aircraft.
11.7.6 Accelerated Departures. Accelerated departuresa
re initially characterizedb y a rapid increasei n
lateral acceleration but may become violently oscillatory
about all three axes. Tests have shown aircraft rates
in excess of 120’ per second in roll and 70” per second
in yaw. Pitch rates oscillate up to +30” per second and
lateral acceleration oscillates up to +O&. These oscillations
may cause pilot disorientation, and proper recovery
controls may not be obvious. If this occurs, the
proper responsew ould be to neutralizer uddersa nd lateral
stick, apply forward longitudinal stick, and lock the
shoulder harness. Recovery indications should become
apparent within two turns.
11.7.7 Coupling. Coupling occurs when motions in
more than one axis interact. The F-14, like all highperformance
aircraft capable of producing high-rate,
multiple-axis motion, is susceptible to coupling. Highrate,
multiple-axis motions, particularly at high AOA,
can produce violent coupled departures. During flight
test, a guns defense/collision avoidance maneuver using
NAVAIR Ol-Fl4AAD-1
full rudder followed by full coordinated lateral and at?
stick producedv iolent coupledd eparturesw ith up to 66’
per second yaw rate in less than 2 seconds. Yaw rates of
this magnitude require prompt positive recovery inputs
by the pilot. External stores contribute to the severity of
the departureb y decreasingd irectional stability and increasing
inertia.
pi&--
Avoid high-rate, multiple-axis motion because
of possible violent departures.
11.7.6 Departure Recovery. Beforerecoverycontrols
are applied, the crew must analyze flight conditions
to determine the departure mode entered. The turn nee
die indicates only the direction of yaw and not magnitude
of yaw rate, since it pegs at 4’ per second yaw rate.
An upright departure is indicated by AOA pegged at 30
units; an inverted departureb y AOA of 0 units. Generally,
increasing airspeed is indicative of a recovery in
progress, as is aircraft reaction to pilot control inputs.
11.7.9 Upright Departure Recovery. Recovery
from upright departuresis positive and generallyr apid.
The high control power that allows the pilot to depart
the aircraft alsoe nablesh im to recoverw hent he controls
are properly applied and sufftcient altitude is available
for recovery.
Successful upright departure recovery depends on
recognition of the departure from controlled flight, application
of appropriate recovery control inputs, and
subsequentr ecognition of when the aircraft has recovered.
Departure from controlled flight is usually characterized
by an uncommanded roll/yaw or an abrupt
nose slice or pitch. Common examples ofthese motions
are lateral control reversal at high AOA, or uncommanded
roll and yaw resulting from asymmetric thrust.
When appropriate recovery controls are applied and
maintained as discussed in detail below, recovery from
an upright departure will be indicated by decreasing
yaw rate, decreasing AOA, and increasing airspeed.
The decreasein AOA and increasei n airspeedd uring
recovery will be evident to the pilot by the aircraft
responseto control inputs.T he aircraft may stop rolling
because of sideslip and begin to roll because of differential
tail commanded by the pilot for recovery from
higher yaw rate departures.A nose drop and associated
　
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