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tubber in the tire footprint. The molten rubber forms a
seal preventing the escape ofwater and steam. Thus, the
tire rides on a cushion of steam that greatly reduces the
coefftcient of friction. On inspection of the portion of
the tire involved, a patch of rubber would show signs of
reverting to its uncured state and hence the name, revertedtubber.
O ncee stablished,th is conditionmaypersist
to very low groundspeedsT. he characteristicm arks
on a pavement for the reverted rubber skid are white, as
opposed to the black marks left on the pavement during
a dry skid. These white marks are associated with the
cleaning processo f super-heateds team and high pressures
that are present in the skid. The reverted rubber
condition tends to make all runway surfaces smooth
acting. Pavement surface texture, which has a large effect
on traction losses from dynamic and viscous hydra
planing, has but little effect for the reverted rubber case
with the possiblee xception of grooveds urfaces.N ASA
research confirms the theory that the reverted rubber
la-3 ORIGINAL
NAVAIR 0%Pl4AAD-1
skid is the most catastrophic for aircraft operational
safety because of the low-braking friction and the additional
fact that tire cornering capability drops to zero
when the wheels rotation is stopped.
18.2.5 Landing On Wet Runway. Refer to Chapte.
r 7 for landing discussion.
18.3 TURBULENCE AND THUNDERSTORMS
Unless the urgency of the mission precludes a deviation
t?om course, intentional flight through thunderstorms
should be avoided to preclude the high
probability of damage to the airtiame and components
by impact of ice, hail, and lightning. Flameouts because
of water ingestion or compressor stalls caused by rapid
changes in flight attitudes could also occur. Radar provides
a means of navigating between or around storm
cells. If circumnavigating the storm is impossible, penetrate
the thunderstorm in the lower third of the storm
cell, away from the leading edge of the storm cloud, if
possible. It is recommended that the AFCS be disengaged.
Structural damage could result with the automatic
functions operating.
18.3.1 In the Storm. Maintain a normal instrument
scan with added emphasis on attitude displays. Attempt
to maintain a constant pitch attitude and, if necessary,
accept moderate altitude and airspeed fluctuations. In
heavy precipitation, a reduction in engine speed may be
necessaryb ecauseo f the increasedt hrustr esulting from
water ingestion. If compressor stalls or engine stagnation
develops, attempt to regain normal engine operation
by momentarily retarding the throttle to IDLE then advance
to the operating range. If the stall persists, shut
down the engine and attempt to relight. If the engine
remains stagnated at reduced power and the EGT is
within limits, maintain reduced power until clear of the
thunderstotm. While in the storm, the longitudinal feel
trim, angle-of-attack, total temperature, windshield
overbeat, static pressure correction, and cabin pressurization
systems may experience some abnormalities because
of rain, ice, or hail damage. No difficulty should
be encouutered in maintaining control of the aircraft;
howevcr, the rapid illumination of numerous warning
lights may be somewhat distracting to the pilot if he is
not prepared.
18.3.1.1 If Necessary to Penetrate a Thunderstorm:
1. Slow to between 275 to 300 KIAS.
2. ANTI-ICE switch - AUTO/OFF.
3. AUTO PILOT switch - OFF.
4. Loose equipment - Secured.
5. Tighten lapbelt and lock shoulder harness.
6. Cockpit lights - On Bright.
7. Fly attitude and heading indicators primarily while
in extreme turbulence, because altimeter and airspeed
will fluctuate.
Note
During severe icing conditions, the pilot can
expect to lose airspeed indications even with
the pitot heat on. Ground-controlled intercept
stations,.if available, can aid the pilot
with tracking assistance through thunderstorm
areas.
Severe turbulent air at high altitudes may cause the
inlet airflow distribution to exceed acceptable limits of
the engine,t herebyi nducing compressors talls.T o avoid
compressors talls during flight becauseo f turbulenta ir,
maintain 275 to 300 KIAS at all altitudes.
18.4 COLD-WEATHER OPERATIONS
A careful preflight will eliminate many potential hazards
found in cold-weather operations. Inspect engine
intakes for accumulation of ice and snow. If possible,
preheat the engine for easier engine starts. When removing
ice and snow from the aircraft surfaces, be careful
not to damage the aircraft. Also, use precautions not to
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F-14D 飞行手册 Flight Manual 2(152)
