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must all be considered in choosing a game plan for
handling bolters. The nose must smoothly be rotated to
the flyaway attitude ifa go-around is elected. Flaps can
be selected to full once on deck to obtain the additional
drag from the outboard flap panels and ground roll braking
from the outboard spoilers.
l Aggressive nose movement in close or on
bolter can rate limit the stabilizer resulting
in low altitude loss of control. Do not use
APCS. Glideslope is satisfactorily controlled
with appropriate use of power and
smooth pitch inputs, allowing airspeed to
vary within the recommended range.
Smoothly rotate nose to flyaway attitude
on bolter.
. Carrier landings with a dual-hydraulic
failure are very hazardous and should not
be attempted because of the abrupt and
unpredictable nature of rate limiting.
Control would most probably be lost between
the in-close and at-the-ramp positions
when the pilot or LSOs could not
avert a catastrophic flight deck mishap.
m
Waveoff performance from low power settings
is very poor. Carrying extra speed during
approach will improve waveoff
performancebypermittingsmoothrotationto
15 units AOA to break the rate of descent
while engines are spooling up.
11.10.6 BFCM Thermal Durability. The thermal
behavior of the BFCM and its isolated hydraulic loop
determine the durability of the system. With the motor
operatingi n LOW, the temperatureo f the motor and the
fluid will stabilize and the motor can run indefinitely. In
HIGH, however, the motor can heat up within 8 minutes
to temperatureast which it might fail. The motor should
be selectedto HIGH only afler the aircrafti s on final with
intentt o land,u nlesst ankingi s required.T he motor should
be selectedto LOW onces afelya irbornef ollowing waveoff,
misseda pproacho, r bolter,a nd thenH IGH reselected
on final. The elapsedti me onH IGH must be closelym onitored
if in-flight rei%eling is required. Once disengaged,
LOW must be immediately selected.
pii-,,,,,,,
Operations of more than 8 minutes total in
HIGH may fail the BFCM motor. Extended
LOW operation (> 30 minutes) after in-flight
refueling will permit several additional minutes
of use for subsequenlta nding.
11.1 I FLIGHT CHARACTERISTICS WITH
AFT CG LOCATIONS
11.11.1 Store Effects on Cg Location. The normal
NATOPS cg limits aree xpresserde lativet o a reference
condition known as zero fuel gross weight (ZFGW). This
11-33 ORIGINAL
NAVAIR 0%F14AAD-l
condition known a.3 zero t%el gmss weight (ZFGW).
Thisconfi~tionisdefinedaswingsat20°,gear and
flaps down, zero fuel on board. Adding fuel or raising
the gear and/or flaps will move the cg position forward
ftom the ZFGW position. The lit for ZFGW cg locations
with tunnel-mounteds toresi s 17.0-percenMt AC.
On a typical fleet aim& one Mk 84 2,000-pound bomb
placed on station 4 or 5 results in a ZFGW cg afi of
17.0-percent MAC, possibly as far aft as 18.5 to 19-
percent MAC. lXvo at? hung Mk 84s can produce a
ZFGW cg of up to 22-percent MAC. Aft wing sweep
can be used to move the neutral point of the F-14 aft and
restore normal static longitudinal stability margin and
normal flying qualities even with extremely afi cg locations.
In-flight actual cg location varies as fuel is burned
but remains relatively constant at its most forward position
between 5,000 to 10,000 pounds. Below 5,000
pounds, the cg moves aft toward the ZFGW position.
Wing-mounted AIM-7/9s move the ZFGW cg location
slightly forward, while external tanks have no effect on
the cg location.
11.11.2 Wing-Sweep Effects on Stability. Static
stability of an aircraft is determined by the difference in
location of the neutral point, where the lift component
can be assumed to act, and the cg position. A positive
static margin exists as long as the neutral point remains
aft of the cg location. As the wings of the F-14 sweep
aft, the cg location also moves slightly aft but the greatest
change is in the neutral point position that moves
further aft as well. Aft wing sweep can be used in
conjunction with an aft-cg position to restore the normal
margin between the neutral point and the cg, pmducing
the same level of stability and normal flying
qualities.
11.11.3 Cruise and Combat Flight Characteristics
With Aft Cg. Flying qualities at aft cg locations
up to 22-percent MAC with gear and flaps up
are only slightly &graded. This degradation will probably
not be apparent to the pilot. No change in flying
qualities is noted during dive recoveries between 400
　
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