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by the flat aircraft attitude (approximately 10”
nose down with no pitch or roll oscillations), steadily
increasing yaw rate, and high-longitudinal acceleration
(eyeball-out g). It may develop within two to three turns
following a departure if yaw is allowed to accelerate
without rapid, positive steps to effect recovery. High
yaw-rate departures are usually induced by aerodynamic
controls and possibly aggravated by a thrust
asymmetry. The aircrafi may first enter an erect oscillatory
spiral as airspeedr apidly decreasesF. requenth esitations
in yaw and roll may occur as yaw rate increases:
The turn needle and the spin arrow are the only valid
indications of yaw and spin direction as they always
indicate turn direction correctly, whether erect or inverted.
AOA will peg at 30 units, and airspeed will
oscillate between 0 and 100 knots. The aircraft may also
depart by entering a coupled roll where yaw rate may
build up without being noticed, to the point that when roll
stops, yaw rate is sufficient to sustain a flat spin. A large
sustainedt hrusta symmetry,a t low airspeed( particularly
at low altitude), may also produce sufficient yaw rate to
drive the aircraft into a flat spin if proper recovery controls
are not used. In all instancesr,e covetys hould be
accomplishedb y prompt applicationo f departmere covery
proceduretso reduceA OA andc ontroly aw rate.
Regardless of the method of entry, once the flat
spin has developed, the flat aircraft attitude (10” nose
down), steadily increasing yaw rate, and buildup of
longitudinal-g forces not accompanied by roll and/or
pitch rates will be apparent to the flightcrew. AOA
will be pegged at 30 units, yaw rate will be fast (as high
as 180” per second) and altitude loss will be approximately
700 feetp er turn. Longitudinal acceleration(e yeball-
out g) at the pilot’s station will be 5.5 to 6.5g and
at the RIO’s station, 3.5 to 4.5g. Time between aircraft
departure and flightcrew recognition of a fully developed
flat spin depends upon the nature of the entry
(accelerated departure, low-speed stalled engine, etc.).
The time between recognition of a flat spin and buildup
of incapacitating longitudinal-g forces is dependent
ORIGINAL 11-16
NAVAIR Ol-F14AAD-1
TID
SPlN
ARROW
YAW
RATE
CARET
“.FS”“.AC9
Figure 11-S. Spin Arrow Displays
11-17 ORIGINAL
NAVAIR 0%Fi4AAD-1
ORIGINAL
Figure 11-6. MFD-I/TID Right Spin Display (INS and SAHRS Failed)
11-18
upon aircraft loading, thrust asymmetry, flight control
position during spin entry, locked or unlocked harness,
tightness of the lap restraints, and flightcrew physical
condition and stature. Test data indicate that following
recognition of a flat spin, the pilot may be able to maintain
antispin controls for IS to 20 seconds (approximately
7 to 10 turns) but may severely jeopardize his
ability to eject because of the incapacitation that occurs
as the g forces build. Consistent successful F-14 flatspin
recovery procedures have not been demonstrated,
therefore, once the aircraft is confirmed to be in a flat
spin, the flightcrew should eject. This decision should
not be delayed once the flat spin is recognized.
It is important to understandt hat longitudinal g forces
can bep resenti n acceleratedd eparturesfr om controlled
flight and ejection initiated solely because of longitudinal
g forces is premature. To preclude premature ejection
from a recoverable aircraft, verify that the aircraft
is not rolling or oscillating in pitch or is not in a coupled
departure. If any of these characteristics are evident,
thena flat spin hasn ot developeda nd departurer ecovery
proceduress hould be continued.
11.7.11 Negative AOA Departures. During flight
test, a negative AOA departure mode has been experienced.
Cross-control inputs in the low to medium Mach
(less than 0.6 Mach) and low to medium AOA (AOA less
than 25 units) area resulted in rapid transition to negative
AOA with up to 2.5 negative g. The motion was very
disorienting, uncomfortable, and confusing. Neutralizing
controls would produce a recovery from this departure;
use of aft stick would speed recovery.
Use of cross-control in the low to medium
Mach (less than 0.6) and low to medium
AOA (AOA less than 25 units) may result in
negative-g departures.
11.7.12 Inverted Stall/Departure. As in normal
stall approaches, there is no clearly defined inverted
stall. A moderate rate application of full forward stick
in inverted flight results in a negative AOA of about
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F-14D 飞行手册 Flight Manual 2(68)
