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It is absolutely imperative that the aircrew thoroughly
and safely evaluate the degraded handling characteristics
of damaged or malfunctioning aircraft prior to
continued flight and landing. These guidelines do not
take priority over existing emergency procedures.
Upon encounteringa problem that alters the handling
qualities of the aircraft, the aircrew should realize that
the aircraft may no longer be a stable airframe, especially
in the landing configuration. In addition, the flight
characteristicsm ay rapidly degradeo r even becomet mcontrollable
when normal configuration changes are introduced
or during airspeed changes. Increased
awarenesso f flight parameterss hould prevail following
a malfunction until the aircraft is safely on deck.
NAVAIR 6%FI4AAD1
Even though the aircraft may possess significantly
differento r evenh azardousfl ying qualities,t hepilotand
RIO have numerous cues available to them to warn of
potential problems. Some of these cues include:
1. Turn needle and ball position
2. AOA
3. Buffet
4. Yaw string position
5. Flight control positions
6. Trim settings
7. Rolloff
8. Rate of descent.
All cues should be very closely monitored, as they
tell the pilot what the aircraft is doing or is about to do.
Stall/departure recovery procedures should be discussed
prior to any controllability check. In the event of
a stall, NATOPS procedures should be applied immediately.
Flaps should be left down, if already there. A rapid
increase in airspeed can be attained through judicialuse
of forward stick and military power.
After a thorough controllability check, the aircrew
must make the decision as to whether the aircraft can be
safely landed aboard the carrier or should be diverted.
If aircratl stalls or departs in dirty contiguration,
immediately unload and place throttles
at military. Do not raise flaps until recovered.
(If during flap/slat transition, follow uncommanded
roll/yaw procedures.)
1. Climb to 10,000 feet AGL minimum.
2. Obtain visual check ifpossible.
3. Decelerateg radually to 200 knots if feasible.
4. Dirty aircraft - One configuration change at a
time.
5. Slow-fly aircraft to determine approach handling
characteristics.
NAVAIR 0%Fl4AAD-1
6. Fly simulated approach with lineup corrections,
power changes, and waveoffbolter.
7. For landing, use minimum safe control speed but
no slower than optimum AOA.
8. If CV landing is not possible-Divert.
pi-1
A controllability check requires the total attention
and awareness of the aircrew. The
aircrew must be prepared to encounter unusual
handling characteristics since aerodynamic
properties of the aircraft may be
significantly changed. Stall speed and characteristics
may be drastically different from
normal.
14.11.8 Outboard Spoiler Module Malfunction
An outboard spoiler module failure with
flaps extended, below 180 knots, and with a
combined hydraulic failure rendering the inboard
spoilers inoperative, can result in
asymmetric spoiler float such that the aircraft
may not be flyable at normal approach
airspeeds.
If outboatd spoilers fail with airspeed greater
than225knotsandwingsweepislessthan62”,
limit lateral stick to one-halfpilot authority.
1. OUTBD SPOILER PUMP cb -Check (2B3).
a. If OUT - Attempt Reset.
b. If IN and outboard spoiler module flag indicates
OFF -Pull.
The following important equipment is inoperative:
(1) Outboard SPOILERS
(2) FLAP and SLAT BACKUP
(3) ACL.
2. Evaluate flaps-down lateral control characteristics
at safe altitude.
If unacceptable:
3. Make flaps-up landing.
14.11.9 Low Brake Accumulator Pressure
In flight:
1. HYD ISOL switch - T.O./L,DG.
If pressure does not recover:
2. LDG GEAR handle - DN.
3. BYD BAND PUMP-Recharge Accumulator.
Note
l Monitor AUX BRAKE PRESSURE
gauge. Tap wheelbrakes to seat priority
valve if pressure is decreasing.
l Approximately 13 to 14 differential
pedal applications of auxiliary brakes
are available.
If accumulator cannot be recharged:
4. Make arrested landing as soon as practicable.
5. Parking brake - Pull (to lock wheels).
(,,,,,,,I
Complete loss of hydraulic fluid through the
wheelbrake hydraulic lines will renderparking
brake ineffective.
Maximum airspeed for wheelbrake application
is 165 knots at a gross weight of46,OOO
pounds and 145 knots at 5 1,000 pounds.
14.12 FLIGHT CONTROL FAILURES OR
MALFUNCTIONS
f4.12.1 Uncommanded Roll and/or Yaw
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F-14D 飞行手册 Flight Manual 2(118)
