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unload may occur, and the roll rate may increase under
these conditions.
11-13 ORIGINAL
NAVAIR 01-F14AAD-1
Note
The most important action of any upright
departure recovery is reducing the AOA.
This is enhanced by timely application of
forward stick and countering the yawing motion
of the aircraft.
If the AOA is pegged at 30 units or increasing rapidly,
smoothly apply forward stick as required to reduce
AOA. Full fonvEd stick may be required. In an upright
departure where less than 50” per second yaw rate is
observed, if full forward stick is applied to reduce AOA,
throttles retarded to idle, and rudder is applied opposite
the yaw direction, the aircraft will generally recover, as
shown in Figure 1 l-4. Cockpit indications of yaw direction
are the pilot’s turn needle and the spin arrow
displays on the TID and MFD (Figure 1 I-5). Refer to
paragraph 11.7.9.1 for a detailed discussion of spin arrow
displays. An additional noninstrument indication
of yaw direction is the roll direction. In an upright departure,
the aircraft yaw rate is the same direction as the
roll rate. Typically, roll rate is much more evident to the
pilot than yaw rate. The turn needle and TlD spin am3w
may be backedu pb y referencingth e roll direction.
Reducing thrust asymmetry during recovery by retarding
the throttles to IDLE removes any possible thrust
asymmetry, places the engines in the region of greatest
stall margin, and reduces time to recover. Maintaining
a thrust asymmetry, particularly with the good engine in
MAX A/B, will delay recovery at high altitudes and may
prevent recovery at lower altitudes since flight controls
may not be powerful enough to overcome asymmetric
thrust. Asymmetric thrust has its greatest effect upon
upright departurer ecovery at low airspeed,w here flight
controls are not as effective, and low altitude, where
asymmetric engine thrust is the largest.
If application of forward stick to reduce AOA and
rudder opposite turn needle/yaw does not result in positive
recovery indications, it is likely that 50” per second
yaw rate has been exceeded and that lateral stick is
required for recovery. In this case, optimum recovery
controls are full rudder opposite the yaw rate/turn needle,
full lateral stick into the yaw rate/turn needle, with
as much forward stick as possible while maintaining full
lateral stick. These controls will recover the aircraft out
to a yaw rate of approximately 100” per second (Figure
11-4). Yaw rates of 100” per second or more can be
identified by sustained eyeball-out g. During recovery
from departures where yaw rates of 50” to 100° per
seconda re experiencedt,h e aircraft may stop rolling becauseo
fsideslip andb egin to roll becauseo f differential
tail commanded by the pilot for recovery. A nose drop
and an associatedu nload may occur. Thesea re indications
of a positive recovery in process.
Once recovery indications from a low yaw-rate departure
(less than 50” per second) are verified, the forward
longitudinal stick should be relaxed to maintain 17 units
AOA, which will minimize altitude loss for recovery and
avoid negative g as airspeed builds. Rudder should be
neuhlllized as rotation stops. As recovery from higher
yaw-rate departures is indicated, the lateral stick that
was held into the turn direction should be neutralized,
and the forward longitudinal stick should be relaxed to
minimize altitude loss for recovery and avoid negative
g as airspeed builds. The aircraft is very responsive to
longitudinal stick inputs at all AOA at speedsa bove 100
knots. Pullout should be accomplished at 17 units AOA.
Lateral stick and rudder may be used to counter any
remaining roll and yaw oscillations.
Centrifuge tests indicate the pilot begins to sense eyeball-
out g at about 2g, which occurs at approximately
90” to 100” per second yaw rate. If sustained eyeballout
g is sensed,it is likely that 100’ per secondy aw rate
has been exceeded and optimum recovery conrrols are
full rudder opposite the yaw rate/turn needle, full lateral
stick into the turn needle, as much aft stick as possible
(while maintaining full lateral stick) and roll SAS ON.
Roll SAS ON provides the pilot with the greatestp ossibility
for recovery ifthe yaw rate exceeds approximately
150” per second. Refer to Chapter 14 for upright
departure/flat spin emergency procedures. Recovery
controls should be applied and maintained until recovery
is indicated, ejection altitude is reached, or increasing
　
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