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from catapult No. 3) will place the aircraft in
the approximate 14-unit AOA regime. Zero excess endspeed
launches on ‘hot days, where single- engine performance
is marginal, will place the aircraft in the
approximate 18- unit AOA regime and will require the
pilot to precisely fly the aircraft away Tom the water,
avoiding sudden pitch control inputs,
13.2.2 Rate of Climb Consideration. Rate of climb
may be increased by selecting afterburner with ASYM
LIMITER switch in ON. Only minimum AB is available.
The most adverse drag condition is with the wings
level on a constant heading, but techniques used by
traditional multiengine aircraft (such as raising the dead
engine with 5” angle ofbank) are applicable for the F-14.
Airspeed and angle of hank control will also greatly
affect rate of climb (refer to NAVAIR 01-F14AAP-1.1
for all of these effects).
Under normal circumstances, 180 knots is used as the
flaps up speed. However, if during a single-engine
takeoff the aircraft has achieved a safe flying speed and
a positive rate of climb but has difficulty achieving flap
speed, moving the flaps up in increments prior to 180
knots will enhance acceleration and climb capabilities.
13.2.3 Stores Jettison Considerations. If an
acceptabler ate of climb caIlnotb e maintainedo r deceleration
cannot be countered by thrust alone, jettison
should be selected. The benefits of an instantly lighter
aircraft and lower drag configuration always produce
positive effects on performance. Separation characteristics
of the external tanks in this configuration, however,
have never been verified by flight tests and
consequently may result in stores-to-aircraft collision
with unknown consequencesT. he use of ACM jettison,
which will selectively bypass nonselecteds tores,c ould
be utilized but does not offer the same gross weight
reduction and requires the additional interlocks of gear
handle plus ACM guard up.
13.2.4 Aircrew Coordination. Each launch must
be made with the aircrew prepared for the worst case.
Even when mentally prepared to handle this emergency,
the F-14 crew faces a difficult task in executing a safe
flyaway. Of paramount importance is a knowledgeable
understandingb y both pilot and RIO of what to expect
when confronted with an engine failure during launch.
Both must have already determined during a preflight
briefing the points to be considered, that is, controllability,
AOA/pitch attitude, engine, rate of climb, and
jettison considerations. The pilot will probably be the
only one to know if an engine fails during launch. The
RIO will probably be the only one in a position to successfully
initiate ejection prior to departing the ejection
envelope.
13.2.5 Single-Engine Failure Field/Catapult
LaunchMlaveoff I
*l, Set 10“ pitch attitude on the waterline (14 units
AOA maximum).
‘2. Rudder -Opposite Roll/Yaw SupplementedB y
Lateral Stick
*3. Both throttles-As Required for Positive Rate of
Climb
*4. Landing gear - UP.
‘5. Jettison - If Required.
6. If banner tow, hook - DOWN.
7. If unable to control aircraft - Eject.
8. Establish IO-unit AOA climb.
9. Climb to safe altitude.
10. Flaps - UP.
11. Refer to Single-Engine Cruise Operations, Chapter
14.
13.3 BLOWN TIRE DURING TAKEOFF
If a tire blows during the takeoff roll and an abort is
impossible, do not raise the landing gear or flaps. Leave
the landing gear down to avoid fouling the blown tire in
the wheelwell. Leave the flaps down; they may be damaged
by pieces of ruptured tire. Also, climbing with the
gear and flaps down is an optimum flight attitude for
emergency fuel dumping.
13.3.1 Blown Tire During Takeoff; Takeoff
Aborted or After Landing Touchdown
* 1. Nosewheel steering - Engaged.
*2. ANTI SKJD SPOILER BK switch - SPOILER
BK.
NAVAIR Ol-F14AAD-1
Do not delay engaging nosewheel steering
in order to center rudder pedals.
Aircraft should have ground locks installed
and engines secured before moving
aircraft.
Note
Antiskid will sense a constant release on a
dragging blown tire. \
13.3.2 Blown Tire During Takeoff; Takeoff
Continued or After Landing \
Go-Around
\
* 1. Throttles - As Required.
‘2. Landing gear and flaps - Leave As Set for Take-
\
Off. \
Blown
m \
tire(s) can cause engine FOD and/or
structural damage.
\
3. HYD ISOL switch - FLT.
\
Note
This will require bending the cam on the gear \
handle in order to move the HYD ISOL
　
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