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qualities of the aircraft while operating with the BFCM
in HIGH are generally good for moderate gain tasks, and
it is virtually transparent o the pilot that the flight control
system is degraded. However, when operating near
the rate limit of the system,v ery small increasesin pilot
gain will result in an abrupt and dramatic loss of control
and the task being performed must be aborted (i.e., the
aircraft cannot be controlled adequately to continue the
task). Uncontrollable pitch attitude oscillations of +lO”
can develop in less than 3 seconds. Regaining control
is simply a matter of loosely releasing the stick, permitting
the oscillations to dampen, and then smoothly reapplying
control to restore the aircraft to the desired flight
condition. In summary, if the system is not rate limited,
the handling qualities are good; if the system is rate
limited, the aircraft rapidly becomes uncontrollable.
11.10.1.2 Task Performance. There are four
variables that the aircrew can control to maximize the
probability of successfully completing mission tasks.
Selection of an appropriate motor speed is the first
controllable variable. Tightly controlled tasks such as
landing, close formation, and in-flight refueling require
the control rates available with HIGH mode. Judicious
selection of airspeed can also influence successful
task performance. With SAS OFF, the sensitivity ofthe
aircraft increases significantly with airspeed. The
slower the airspeed,t he slower the response.F or tightly
controlled tasks, the flight control system must be capable
of responding faster than the natural dynamic character
of the aircraft, or the pilot must accept undesirable
overshoots and oscillations. The flight control system
capabilities with the BFCM in either LOW or HIGH are
very restricted. Part of the solution is to slow down the
aircraga nd its responsea s much as is practicablet o give
the flight control system the best chance of keeping
ahead of the aircraft. The third variable is configuration,
some ofwhich are more suited to specific tasks. Lastly,
pilot technique may limit the ability of the aircraft to
perform some tasks. The slower and smoother the input,
the less likely rate limiting will be encountered. Flight
tests performing each of the following tasks have revealed
the mixture of the above variables whereby successful
recovery of the aircraft can best be ensured,
11.10.2 Low Mode Cruise and Formation. Cruise
handling qualities in LOW mode are degraded but satisfactory.
R oll responseis very sluggisha nd some overshoots
can be expected when trying to establish a bank
ORIGINAL
NAVAIR 01.F14AAD-1
angle. In pitch, any abrupt pitch input at 250 KCAS or
faster will result in multiple oscillations when trying to
precisely set a pitch attitude. Flying very loose formation
is fairly easy, provided tight control is not attempted.
Any attempt to finely control vertical elevation
relative to a lead aircraft (5 2 feet) will result in rate
limiting the stabilizer and loss of control. Control can be
reestablishedb y relaxing the grip on the stick, allowing
the oscillations to dampen, and then smoothly reapplying
control. Slower airspeeds (200 KCAS) provide for
more predictable control as discussed in paragraph
Il. 10.1. Do not attempt IMC formation, close night formation,
in-flight refueling, or landing while in LOW
mode. LOW mode control is satisfactory for the performance
of configuration changes such as lowering
gear and flaps.
A pitch PI0 will develop if any tight longitudinal
control is attempted. Control can easily
be regained by relaxing the grip on the
stick, allowing any oscillations to dampen,
and then smoothly reapplying longitudinal
stick to reestablish the desired flight condition.
Do not attempt IMC formation or close
night formation while in LOW mode.
Note
Airspeeds less than 250 KCAS while operating
in LOW mode will reduce the susceptibility
to rate limiting.
11.10.3 High Mode Cruise and Formation.
Up and away flying qualities in HIGH mode are generally
excellent, with the only noticeable degradation
being a slight sluggishness in roll response. Cruise
and formation tasks are very easy, provided that very
tight tolerances are not attempted (< il foot). Higher
speeds (> 250 KCAS) will increase the probability of
rate limiting during parade formation. Close IMC or
night formation is possible but not advisable because
the divergent PI0 occurs very abruptly with no
warning. The F-14 with the hydraulic failure should
lead any formation flight except as required for inflight
　
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