F-14D. FLIGHT MANUAL (2004)

NAVAIR 01−F14AAD−1

CHAPTER 7

Shore−Based Procedures

7.1

CHECKLISTS

have been properly corrected or deferred prior to accepting

the aircraft as ready for flight.

Aircraft checklists are available in two forms, based on

the degree of flightcrew familiarization; since the sequence

7.2.1

Area Around Aircraft

remains the same, the only difference in the forms is the

degree of amplification. As the flightcrew becomes more

En route to the aircraft, attention should be directed to

proficient in type, a more abbreviated form is available to

the maintenance effort going on in the line area. The flightĆ

promote operational efficiency, and safety is not comproĆ

crew should ensure that no hazardous situations exist. The

mised since, in all instances, the thoroughness of checks

entire area should also be generally examined for FOD

remains the same. The placarded takeoff and landing checkĆ

hazards.

lists on the forward cockpit instrument panel is a fundaĆ

The area around the aircraft that may not be visible

mentalăelement in all instances. In the interest of procedural

from the cockpit should be examined. Particular attention

standardization, the shore−based and carrier−based proceĆ

should be paid to support equipment adjacent to the aircraft.

dures are maintained the same, except for the response relaĆ

It should be determined that the wings and flight controls can

tive to the checks. The expanded procedures presented in

be safely moved and that the effect of jet blast during start and

thisăflight manual describe in detail those items that should

taxi will not create a dangerous situation.

be checked on each flight. Adherence to these procedures

will provide the flightcrew with a detailed status of weapons

7.2.2

Foreign Object Damage and

system performance incident to flight. However, it is incumĆ

Leak Inspection

bent on the flightcrew to expand the checks as necessary to

verify the corrective status of previously reported discrepĆ

Engine intakes and adjacent deck area are of prime

ancies. Reference should be made to the functional check

concern since the F110−GE−400 is highly susceptible to FOD

flight procedures

(Chapter 10, paragraph 10.2) for more

damage and the engines are capable of picking up objects

detailed tests that can be performed on the aircraft and

from the deck. AICS ramps, bleed doors, ECS cooling

weapons systems if deemed necessary. The flightcrew

intakes, exhausts, and afterburner ducts are catchalls for

shouldăbe thoroughly familiar with the details of the proceĆ

loose objects. They should be closely inspected for security

dures outlined herein so that the abbreviated checklist forms

and foreign objects. Inspect all panels for security and loose

of the procedures may be safely employed. As the first level

fasteners. While inspecting the aircraft for FOD, the flightĆ

of simplification, NAVAIR 01−F14AAD−1B (F−14D Pocket

crew should also be alert for any evidence of oil, hydraulic

Checklist), contains a reprint of the normal procedures, with

fluid, or fuel leaks.

less amplifying information.

7.2.3

Ground Safety Devices and Covers

7.1.1

Tactical Air Reconnaissance Pod System

The following items should be installed:

A [T] preceding the text of a procedural step identifies

items pertaining only to TARPS aircraft.

1. Main landing gear ground safety locks (two)

2. Nose landing gear ground safety pin

7.2

EXTERIOR INSPECTION

3. Tailhook safety pin (ashore)

A proper preflight inspection begins with a thorough

review of aircraft status and past maintenance history. An

4. Wheel chocks

understanding of previous discrepancies, corrective action

and their impact on the flight can best be gained at this time.

5. LAU−7/LAU−138/LAU−92 ground safety pins

The flightcrew should ensure that any and all discrepancies

6. Sidewinder seeker−head covers (if applicable).

7−1

ORIGINAL

NAVAIR 01−F14AAD−1

The following items should be removed:

7.2.7

Movable Surfaces

All movable surfaces (flight controls and high−lift

1. Intake, probe, bleed door, and ECS duct covers

devices) should be inspected for position, clearance, and

obvious damage.

2. Water−intrusion tape

3. Launch abort mechanism lock (if the aircraft is to be

7.2.8

Inspection Areas

towed)

The following exterior inspection is divided into

10ăareas. (See Figure 7−1.) Checks peculiar to only one side

4. Tailhook safety pin (shipboard).

are designated (L) or (R) for the left or right side. Both the

pilot and RIO should preflight the entire aircraft individually.

7.2.4

Surface Condition

7.2.8.1

A Forward Fuselage

All surfaces should be checked for cracks, distortion,

or loose or missing fasteners. All lights and lenses should be

1. Access panel fasteners forward of engine inlets 

checked for cracks and cleanliness.

No Loose or Missing Fasteners.

2. Gun  Safety Pin Installed in Clearing Sector HoldĆ

7.2.5

Security of Panels

back Assembly, Louvers Clear, cannon plug conĆ

All fasteners should be flush and secure on all panels.

nected, wheelwell armament safety override switch

guard down.

7.2.6

Leaks

3. Probes  Secure, Openings Clear, AOA Probe Free

All surfaces, lines, and actuators should be checked for

For Rotation.

oil, fuel, and hydraulic leaks. Particular attention should be

4. Nose wheelwell:

paid to the underside of the fuselage, engine nacelles, and

outer wing panels.

a. Electrical leads Ċ Connected, No Evidence of

Overheating.

Figure 7Ć1.ĄExterior Inspection

ORIGINAL

7−2

NAVAIR 01−F14AAD−1

b. Hydraulic lines  No Chafing or Leaks.

7.2.8.2

B Right Inlet

c. Doors and linkages  Cotter Pins Installed,

Ramps, metal seals, and rubber seals Ċ Intact, Free

NoĂDistortion.

of Dirt, Grit, and Cracks.

d. Brake accumulators  1,900 Psi Minimum.

IGV Ċ Blades and Stators Free of Nicks and

Cracks.

e. Canopy air bottle gauge Ċ 1,200 Psi Minimum.

Plane captain to verify that all visible damage has

f. Emergency landing gear nitrogen bottle gauge

been blended.

Ċ 3,000 Psi Minimum.

ECS heat exchanger inlet and fan

g. Emergency landing gear air release valve Ċ

Ensure That Valve Is in Closed Position.

a. Fan Ċ Free Rotation.

h. Retract actuator Ċ Piston Clean, No Leaks.

b. Overspeed pin Ċ Recessed.

i. Flight maintenance indicator Ċ Secure.

c. ECS inlet Ċ Free of FOD, Cables Connected

(two).

j. Antiskid control box BIT flags Ċ Not Tripped.

Inlet Ċ Free of Standing Water, Drains Clear.

k. Cabin pressure port screens Ċ Clean.

7.2.8.3

C Right Nacelle and Sponson

l. Master arm override Ċ Cover Closed.

Station 7 and 8 stores

Nose strut Ċ Piston Clean, Free of Cracks and

Scoring, and Uplock Roller Free.

a. Stores Ċ Aligned.

Steering actuator Ċ Secure, No Leaks.

b. Access panels Ċ Secure.

Launch bar and holdback fitting

c. Sidewinder missile launcher

a. Abort Ċ Full Up.

(1) LAU−7 Sidewinder coolant doors Ċ

b. Roller Ċ Free Rotation.

Latched.

c. Uplatch and holdback Ċ Free Movement.

(2) LAU−138 chaff loading and gas bottle safety

handle Ċ Stowed.

Nosewheels and tires Ċ Inflation, No Cuts, Bulges,

Uneven Wear, or Imbedded Objects.

d. Stores safety pins Ċ Installed.

Drag brace Ċ No Leaks, Door Secure.

If external tank/MXU − 611 aboard:

10. Approach lights Ċ Lenses Clean, No Cracks,

d. Ground safety handle Ċ Pulled.

Secure.

11. TV camera Ċ Check, Blue Desiccant.

e. Fuel quantity sight gauge Ċ Ball Float Vertical.

12. Dual chin pod Ċ IRST, TV Cameras (or simulaĆ

f. Sway braces Ċ Tightened Down.

tors), and Anticollision Light Secure.

g. Hook latched indicator Ċ White Vertical Line

13. Radome Ċ Lock Handle Fastened, Rosemont Probe

Visible.

Straight.

h. Inboard and outboard fuel caps Ċ Fastened With

14. OBOGS concentrator vent outlet Ċ No

Butterfly Latch Secured Facing Aft.

Obstructions.

7−3

ORIGINAL

NAVAIR 01−F14AAD−1

Main wheelwell

Note

a. Doors and linkages Ċ Secure.

Engine must be running for an accurate reading.

b. Uplock microrollers Ċ Free.

13. Hook dashpot pressure gauge Ċ 800 ±10 Psi.

c. Uplock hooks Ċ Secure.

14. Ventral Ċ No Damage, IDG Oil Cooler Intake

d. Hydraulic lines Ċ No Chafing or Leaks.

Clear.

Drag brace Ċ Secure, Downlock Safety Pin

Forward.

7.2.8.4

D Right Glove and Wing

Side brace Ċ Seated in Latch.

Slats, flaps, and cove doors Ċ Surfaces and Hinges

Secure.

Main struts Ċ Pistons Clean, Free of Cracks or

Scoring.

Wing cavity seal Ċ Free of Cuts and Chafing.

Brakes Ċ Pucks Safety − Wired; Wear Indicators

Formation and position lights Ċ Intact, Lenses

Visible

(pins at least flush). Lower Torque Arm

Clean.

Swivel; Key and Key Retainer Properly Installed

and Safety Wired.

7.2.8.5

E Aft and Under Fuselage

Hubcap Ċ Secure, Safety−Wired.

Horizontal tails Ċ Leading Edges Free of Damage.

Main wheels and tires

Exhaust nozzles and fairings:

a. Wheels and tires Ċ Inflation, Cuts, Bulges,

Uneven Wear, Imbedded Objects (look behind

a. Nozzles and fairings Ċ No Cracked or Missing

chocks)

Flaps or Seals.

b. Fairing cable Ċ Properly Tensioned (pull on

b. Uplock Hooks Ċ Secure.

cable, fairing flaps should not move).

Gear down microrollers Ċ Contact Made.

c. Bottom surface Ċ No Scrapes or Cracks.

10. Engine compartment (if applicable)

d. Spray bars and flameholder Ċ Intact.

a. Integrated drive generator − transmission fluid Ċ

e. Turbine blades Ċ No Evidence of Overheating.

Fluid Visible, Filter Pins (two) Flush.

Fuel vent Ċ No Leakage or FOD.

b. Engine oil servicing caps Ċ Check.

Tailhook

c. Bilges Ċ No FOD, Evidence of Overheating, or

Leakage.

a. Hook point Ċ Smooth.

d. Fuel, oil, and hydraulic lines Ċ Free of chafing

b. Nut and cotter pin Ċ Installed.

or Leaks.

c. Safety pin Ċ Remove if Hook Is Securely

e. Bleed air lines Ċ No Heat Discoloration or

Latched Up.

Damage.

Backup flight control module Ċ No Leaks (feel aft

f. AB fuel pump filter Ċ Pin Flush.

of inspection doors), Filter Pins Flush, Close Both

Access Doors.

g. Lube and scavenge bypass filter Ċ Pin Flush.

Fuel dump Ċ No Leakage From Mast, Free of FOD.

h. Oil nozzle filter Ċ Pin Flush.

Stations 3 through 6 stores

11. Flight hydraulic reservoir Ċ 1,800 Psi Minimum,

a. Stores Ċ Aligned.

Filter Pins Flush.

b. Access panels Ċ Secure.

12. Flight hydraulic system tape gauge Ċ Minimum of

c. Stores safety pins Ċ Installed.

Seven on Tape.

ORIGINAL

7−4

NAVAIR 01−F14AAD−1

Fuel cavity drains Ċ No Leakage.

Main wheelwell

[T] Pod Ċ Check for Security.

a. Doors and linkages Ċ Secure.

10. [T] Protective window covers Ċ Removed.

b. Uplock microrollers Ċ Free.

11. [T] Camera windows Ċ Clean.

c. Uplock hooks Ċ Secure.

12. [T] Camera sensor control Ċ As Briefed.

d. Hydraulic lines Ċ No Chafing or Leaks.

13. [T] Light meter Ċ Facing Outboard.

Drag brace Ċ Secure, Down Lock Safety Pin

Forward.

14. [T] Lens filter Ċ As Briefed.

Side brace Ċ Seated in Latch.

7.2.8.6

F Left Glove and Wing

Main struts Ċ Pistons Clean, Free of Cracks or

Scoring.

Slats, flaps, and cove doors Ċ Surfaces and Hinges

Secure.

Brakes  Pucks Safety−Wired; Wear Indicators

Visible

(pins at least flush). Lower Torque Arm

Wing cavity seal Ċ Free of Cuts and Chafing.

Swivel; Key and Key Retainer Properly Installed

and Safety−Wired.

Formation and position lights Ċ Intact, Lenses

Clean.

Hubcap Ċ Secure, Safety−Wired.

Main wheels and tires

7.2.8.7

G Left Nacelle and Sponson

a. Wheels and tires Ċ Inflation, Cuts, Bulges,

Station 1 and 2 racks and stores

Uneven Wear, Imbedded Objects (look behind

chocks).

a. Racks and stores Ċ Aligned.

b. Uplock hooks Ċ Secure.

b. Access panels Ċ Secure.

Gear−up microrollers Ċ Contact Not Made.

c. Sidewinder missile launcher

10. Engine compartment (if applicable)

(1) LAU−7 Sidewinder coolant doors Ċ

Latched.

a. IDG Ċ Fluid Visible (two) Pins Flush.

(2) LAU−138 chaff loading and gas bottle safety

b. Engine oil servicing caps Ċ Check.

handles Ċ Stowed.

c. Bilges Ċ No FOD, Evidence of Overheating, or

d. Stores safety pins Ċ Installed.

Leakage.

If external tanks aboard:

d. Fuel, oil, and hydraulic lines Ċ Free of Chafing

or Leaks.

e. Ground safety handle Ċ Pulled.

e. Bleed air lines Ċ No Heat Discoloration or

f. Fuel quantity sight gauge Ċ Ball Float Vertical.

Damage.

g. Sway braces Ċ Tightened Down.

f. Afterburner fuel filter Ċ Pin Flush.

h. Hook latch indicator Ċ White Vertical Line

g. Lube and scavenge bypass filter Ċ Pin Flush.

Visible.

h. Oil nozzle filter Ċ Pin Flush.

i. Inboard and outboard fuel caps Ċ Fastened With

Butterfly Latch Secured Facing Aft.

7−5

ORIGINAL

NAVAIR 01−F14AAD−1

11. Combined hydraulic reservoir Ċ 1,800 Psi Mini−

6. Speedbrake Ċ No Distortion or Leaks.

mum, Filter Pins Flush.

7. Vertical tails and rudders Ċ No Distortion, Lights

12. Combined hydraulic system tape gauge Ċ MiniĆ

Intact.

mum of Seven on Tape.

7.2.8.10

Canopy

Note

Engine must be running for an accurate reading.

1. Canopy lanyard Ċ Connected, Yellow Flag

Attached at Both Ends.

13. Airstart door Ċ Ground Hydraulic and Electric

Covers Tight.

2. Auxiliary canopy bottle Ċ Cable Taut.

14. Ventral Ċ No Damage, IDG Oil Cooler Intake

3. Canopy hooks and seal Ċ Secure, Seal Intact.

Clear.

4. Ejection seat safe−and−arm device safety pins

(see Figure 7−2 ) Ċ Pulled.

7.2.8.8

H Left Inlet

5. Auxiliary canopy bottle gauge Ċ

800 psi

Ramps, metal seals, and rubber seals Ċ Intact, Free

Minimum.

of Dirt, Grit, and Cracks.

6. Blade antennas Ċ Intact.

IGV Ċ Blades and Stators IGV Free of Nicks and

Cracks.

7. Canopy Ċ Clean, Free of Cracks and Deep

Scratches.

Plane captain to verify that all visible damage has

been blended.

7.3

EJECTION SEAT INSPECTION

Ice detector (L) Ċ Secure.

The pilot and RIO shall perform the following checks

on their respective ejection seats prior to flight. The ground

ECS heat exchanger inlet and fan

safety pin in the seat firing handle is the only ground safety

device. It must be removed and stowed before flight. AbbreĆ

a. Fan Ċ Free Rotation.

viated preflight checklists for the ejection seat are provided

in the pocket checklist and on the ejection seat headbox.

b. Overspeed pin Ċ Recessed.

1. SAFE/ARMED handle Ċ SAFE.

c. Inlet  Free of FOD, Cables Connected (two).

2. Manual override handle Ċ Full Down and Locked.

Outboard spoiler module temperature indicator

and servicing Ċ No Leaks, Fluid Indicator Rod

3. Catapult manifold valve Ċ Secure, Hoses

Protruding.

Connected.

Inlet Ċ Free of Standing Water, Drains Clear.

Check that retaining pin is installed.

4. Top latch mechanism Ċ Latched.

7.2.8.9

Fuselage Top Deck and Wings

Check that indicator plunger is flush with end of top

latch plunger.

Bleed exit doors Ċ Free of FOD, Hardware Intact.

ECS heat exchanger exhausts Ċ Free of FOD and

Cracks.

Antennas Ċ Check.

If the top latch mechanism is not latched, the seat

Overwing fairings Ċ No Cracked or Bent Fingers.

could rise up the catapult rails during aircraft

maneuvers.

Eyebrow doors Ċ Intact.

ORIGINAL

7−6

NAVAIR 01−F14AAD−1

Parachute withdrawal line Ċ Connected.

b. Emergency oxygen manual actuator Ċ ConĆ

nected and Stowed.

Check that parachute withdrawal line is correctly

secured to parachute deployment rocket stirrup.

c. Emergency oxygen and locator beacon lanyards

Ċ Connected to Deck.

Left pitot head Ċ Stowed.

13. Oxygen/communications and anti−g lines Ċ ConĆ

Thermal batteries Ċ Not Expended.

nected to Aircraft Connections.

Check that battery−expended indicator on electronic

14. Personnel services disconnect block Ċ Secured to

Seat Bucket, Lanyard Attached to Deck.

sequencer is not activated.

Left trombone tubes Ċ Connected, Retaining Pin

15. Lapbelts Ċ Secure.

Installed.

Pull up on each lapbelt to ensure that lugs are secure

Leg restraint lines Ċ Secured to Deck, Not Twisted,

in seat bucket locks.

End Fittings Secured in Seat Bucket Locks.

16. Right trombone tubes Ċ Connected, Retaining Pin

10. Seat firing initiators Ċ Firing Linkage Connected

Installed.

to Sears.

17. Right pitot head Ċ Stowed.

11. Pyrotechnic quick disconnects Ċ Connected, Red

Bands Not Visible.

18. Parachute container lid Ċ Secure, Sealed.

12. Survival kit Ċ Check.

Check environmental seal indicator for correct

indication.

a. Oxygen pressure gauge Ċ In the Black.

Figure 7Ć2.ĄEjection Seat Safe−and−Arm Module

7−7

ORIGINAL

NAVAIR 01−F14AAD−1

19. Parachute risers Ċ Properly Routed.

4. ICS panel

Check that risers are routed down forward face of

a. VOL knob Ċ As Desired.

parachute container and behind retention strap.

b. Amplifier Ċ NORM.

20. Ejection seat and canopy pins Ċ Stowed.

c. Function switch Ċ COLD MIC.

7.4

PILOT PROCEDURES

5. Radio VOLUME panel.

The interior inspection provides a systematic coverage

a. JTIDS SEL switch Ċ Set.

of all cockpit controls to ensure proper setup prior to the

b. VOLUME knobs Ċ As Desired.

application of external power, assuming no external air−conĆ

ditioning source will be used prior to engine start. These

6. TACAN mode switch Ċ OFF.

checks correspond to the condition that the plane captain

should set up in the cockpit as part of the preflight. Each

a. Channel Ċ Set.

cockpit setup consists of a sequential sweep of controls on the

left console, instrument panel, and right console.

b. VOL knob Ċ Counterclockwise.

7. STAB AUG switches Ċ OFF.

7.4.1

Interior Inspection  Pilot

8. U/VHF Ċ OFF.

NATOPS prohibits the attaching or stowing of

unauthorized equipment on or above the canopy

The emergency wingsweep handle can be moved

independent of the wings and wingsweep indicaĆ

rails during CV launch and arrestment, due to the

tors when no hydraulic power and/or electrical

potential for missile hazard.

power are on the aircraft. Care must be taken to

Harnessing Ċ Fasten.

accurately determine the position of the emerĆ

gency wingsweep handle prior to application of

a. Leg restraint lines and garters Ċ Connect.

hydraulic power. Inadvertent wingsweep to the

Ensure that leg lines are not twisted or looped.

position selected by the emergency wingsweep

handle may occur, resulting in potential damage

b. Lapbelt Ċ Connect and Adjust.

to the aircraft. When positioning the wings durĆ

Connect lapbelt straps and adjust snug so as to

ing ground operation other than pilot poststart or

provide secure lap restraint in flight and seat kit

postlanding checklist procedures, use the emerĆ

suspension for ground egress or ejection.

gency wingsweep handle to minimize the possiĆ

bility of moving the wings inadvertently.

c. Parachute release fittings Ċ Attach to Harness

Buckles.

9. Wing−sweep switch Ċ MAN.

d. Anti−g and oxygen/communication leads Ċ

10. Emergency wingsweep handle Ċ Corresponding.

Attach.

11. Left and right throttles Ċ OFF.

When connecting the oxygen/communication

fitting, avoid twisting the hard hose.

12. Exterior lights master switch Ċ Set.

e. Inertia reel Ċ Check.

Position switch in accordance with standard proceĆ

dures for day or night and field or carrier operations.

Position shoulder harness lock lever forward to

lock position. Check that both shoulder straps

13. FLAP handle Ċ CORRESPONDING.

lock evenly and securely. Move lever aft to

14. Throttle friction leverOFF (aft).

unlock harness.

15. ASYM LIMITER switch Ċ ON (guard down).

Attach composite fitting without causing unnecĆ

essary twisting of hard hose.

16. L and R ENG mode switches Ċ PRI.

17. BACK UP IGNITION switch Ċ OFF.

OBOGS master switch Ċ OFF.

18. THROTTLE TEMP switch Ċ NORM.

TONE VOLUME controls Ċ Set.

ORIGINAL

7−8

NAVAIR 01−F14AAD−1

19. THROTTLE MODE switch Ċ BOOST.

35. Circuit breakers Ċ Checked.

20. L and R INLET RAMPS switches Ċ AUTO.

36. HYD HAND PUMP Ċ Check.

21. ANTI SKID SPOILER BK switch Ċ OFF.

Extend handpump handle and stroke to check

firmness of pumping action and an indication of

22. FUEL panel

pressure buildup on the brake pressure gauge. Stow

handpump handle in a convenient position for ready

a. WING/EXT TRANS switch Ċ AUTO.

access.

b. REFUEL PROBE switch Ċ RET.

37. HOOK handle Ċ Corresponding.

c. DUMP switch Ċ OFF.

38. GUN ROUNDS panel Ċ Set.

d. FEED switch Ċ NORM (guard down).

39. DISPLAYS panel

23. LDG GEAR handle Ċ DN.

a. HUD MODE switch Ċ Set.

Check HYD ISOL switch in TO/LDG.

b. HUD DECLUTTER switch Ċ Set.

24. NOSE STRUT switch Ċ OFF.

c. HUD FORMAT switch Ċ Set.

25. Parking brake Ċ Pull.

d. HUD/VDI ALT switch Ċ BARO.

26. Altimeter Ċ Set.

e. HUD PWR switch Ċ OFF.

Set field or carrier elevation as applicable.

f. ECM switch Ċ Set.

27. Radar altimeter Ċ OFF.

g. TCS FOV switch Ċ Set.

28. Standby attitude gyro Ċ Caged.

40. ELEV LEAD knob Ċ Set.

29. Left and right FUEL SHUT OFF handles Ċ In.

41. SW COOL switch Ċ Set.

30. MA ARM switch Ċ OFF (guard down).

42. L and R generator switches Ċ NORM.

31. ACM switch Ċ OFF (guard down).

32. Multifunction display mode switches Ċ OFF.

Note

Ground engine operation without electrical powĆ

er supplied by either the generators or external

Visually check for security of cockpit equipment,

power may cause 20−mm ammunition detonation

particularly the multifunction displays, HUD,

because of excessive heat in the gun ammunition

and instrument panel gauges.

drum.

33. Clock Ċ Wind and Set.

43. EMERG generator switch Ċ NORM (guard down).

34. Fuel BINGO Ċ Set.

44. Air−condition controls

Set total fuel remaining value for initial activation

a. TEMP mode select switch Ċ AUTO.

of fuel BINGO caution reminder consistent with

mission profile to be flown.

b. TEMP thumbwheel control Ċ As Desired

(5 to 7 midrange).

7−9

ORIGINAL

NAVAIR 01−F14AAD−1

c. CABIN PRESS switch Ċ NORM.

d. AIR SOURCE Ċ OFF.

45. WSHLD AIR switch Ċ OFF.

Wings will move to emergency handle position

46. ANTI−ICE switch Ċ AUTO/OFF.

regardless of wing−sweep cb position.

47. ARA−63 panel

Note

a. CHANNEL selector  Set.

b. POWER switch Ċ OFF.

If wings are in OV SW, do not extend handle.

48. MASTER LIGHT panel controls Ċ As Required.

ICS Ċ Check.

Set external and interior lighting controls consistent

Landing gear indicator and transition light



with day or night and field or carrier operating

Check.

conditions.

Check gear position indication down and transition

49. MASTER TEST switch Ċ OFF.

light off.

50. EMERG FLT HYD switch Ċ AUTO (guard down).

MASTER TEST switch Ċ Check.

51. HYD TRANSFER PUMP switch Ċ SHUTOFF

Coordinate with RIO.

(guard up).

LTS.

52. CANOPY air diffuser lever Ċ CABIN AIR.

Check that all warning, caution, and advisory

53. VIDEO CONTROL switch Ċ OFF.

lights illuminate. The brightness of the indexer

lights should be set during the test.

54. Storage case Ċ Inspect.

FIRE DET/EXT.

Check adequacy of flight planning documents and

storage of loose gear.

L and R FIRE lights illuminate to verify

continuity of respective system. The GO light

7.4.2

Prestart Ċ Pilot

will illuminate verifying continuity through the

four squib lines, that

28 Vdc is available at

External electrical power Ċ ON.

the left and right fire switches, and that the fire

extinguisher containers are pressurized.

If wings are not in OV SW:

INST

a. WING SWEEP DRIVE NO. 1 and WG SWP DR

NO. 2/MANUV FLAP cb’s Ċ Pull (LD1, LE1).

Check for the following responses after 5 seconds:

b. Emergency WING SWEEP handle Ċ Extend

(1) RPM Ċ 96 percent.

and Match Captain Bars With Wing Position

Tape.

(2) EGT  950 ± 10_C.

Initiates engine overtemperature alarm.

(3) FF Ċ 10,500 Pph.

(4) AOA (units) Ċ 18 ± .5

Reference and indication.

(5) Wing sweep Ċ 45 ± 2.5_.

Program, command, and position.

ORIGINAL

7−10

NAVAIR 01−F14AAD−1

(6) FUEL QTY Ċ 2,000 ± 200 Pounds (both

7.4.3

Engine Start Ċ Pilot

cockpits).

Prior to engine start, the pilot and plane captain should

ascertain that the turnup area is clear of FOD hazards, adeĆ

(7) Backup oxygen pressure Ċ 1,800 to 2,100

quate fire−suppression equipment is readily available, and

Psi.

engine intakes and exhausts are clear. Although the engines

(8) L and R FUEL LOW lights Ċ Illuminated

cannot be started simultaneously, either can be started first.

(both cockpits).

The following procedure establishes starting the right engine

first. Whenever possible the aircraft should be positioned so

d. MASTER TEST switch Ċ OFF.

as to avoid tailwinds, which can increase the probability of

hot starts.

6. Ejection seat SAFE/ARMED handles  ARMED.

Verify seat armed with RIO.

7. CANOPY Ċ Clear RIO To Close.

Coordinate movement of any external surfaces

and equipment with the plane captain or director.

Flightcrews shall ensure that hands and foreign

objects are clear of front cockpit handholds and

top of ejection seats and canopy sills to prevent

personal injury and/or structural damage during

D If engine chugs and/or rpm hangup is encounĆ

canopy opening or closing sequence. Only miniĆ

tered with one engine turning during normal

mum clearance is afforded when canopy is tranĆ

ground start, monitor EGT for possible hot

sitioning fore and aft.

start. AIR SOURCE pushbutton should be set

for the operating engine until rpm stabilizes at

Note

idle; then set to BOTH ENG.

D To prevent possible engine overtemperature

If CLOSE does not close the canopy, depress the

during crossbleed start attempts, select the opĆ

grip latch, release and push handle outboard and

erating engine for air source and return to

forward into BOOST. If it is necessary to use

BOTH ENG after rpm stabilizes at idle or

BOOST, the handle shall be returned to CLOSE

above.

to avoid bleed−off of pneumatic pressure.

ENG CRANK switch Ċ L (left engine).

8. LAD/CANOPY light Ċ OFF.

ENG CRANK switch  OFF.

Plane captain shall stow boarding ladder and steps.

ENG CRANK SWITCH  R (right engine).

9. Inform RIO Ċ Ready To Start.

ENG CRANK SWITCH Ċ OFF.

10. Starter air Ċ ON.

EMERG FLT HYD switch Ċ LOW−HIGH−AUTO

(LOW).

a. EMERG FLT HYD switch Ċ LOW.

The ECS air source shall remain off during

Check that ON flag is displayed in EMER FLT

engine start until external air is disconnected in

LOW hydraulic pressure window. Verify control

order to reduce the possibility of bleed air duct

over horizontal tail and rudder control surfaces as

contamination.

viewed on surface position indicator.

7−11

ORIGINAL

NAVAIR 01−F14AAD−1

b. EMERG FLT HYD switch Ċ HIGH.

D If the START/VALVE caution light illumiĆ

nates after the ENG CRANK switch is off, seĆ

Check that ON flag is displayed in EMER FLT HI

lect AIR SOURCE to OFF to prevent starter

hydraulic pressure window. Verify control over

overspeed.

empennage flight control surfaces and higher

D When attempting a crossbleed or normal

surface deflection rate.

ground start, do not attempt to reengage the

ENG CRANK switch if the engine is spooling

c. EMERG FLT HYD switch Ċ AUTO (LOW).

down and rpm is greater than 46 percent. BeĆ

tween

30 and

46−percent rpm, the ENG

Check that OFF flags are displayed in both

CRANK switch may not stay engaged beĆ

EMER FLT HI and LOW hydraulic pressure

cause of normal variations in starter cutout

windows.

speed.

Note

During cold starts, oil pressure may exceed 65

psi. This pressure limit should not be exceeded

for more than 1 minute.

Combined and brake accumulators should be

charged prior to backup module checks. Checks

7. Right throttle Ċ IDLE at 20−Percent Rpm.

should be made slowly enough to ensure conĆ

tinuous ON indication in the hydraulic pressure

indicator and to prevent damage to the pump or

motor.

Note

If an idle crossbleed start is attempted with high−

Ensure combined and flight hydraulic pressures

residual engine EGT and/or throttles are adĆ

are zero prior to testing emergency flight hydrauĆ

vanced from OFF to IDLE prior to 20−percent

lic system to allow proper check of

300−psi

rpm, higher than normal EGT readings may

priority valve.

occur. If the EGT appears to be rising abnormalĆ

ly, increasing the supply engine to 80−percent

6. ENG CRANK switch Ċ R (right engine).

rpm may yield a normal start temperature.

Place the crank switch to the R position where the

Note

switch is solenoid held until automatically released

to the neutral (OFF) position at the starter cutout

D Advancing the R throttle from OFF to IDLE

speed of approximately

49 to

51−percent rpm.

automatically actuates the ignition system.

Manual deselect of the switch to OFF will interrupt

An immediate indication of fuel flow (300

the crank mode at any point in the start cycle. Oil

to 350 pph) will be exhibited and light−off

pressure and flight hydraulic pressure rise will

(EGT rise) should be achieved within 5 to

become evident at 20−percent rpm.

15 seconds. Peak starting temperatures will be

achieved in the 40 to 50−percent rpm range.

After a slight hesitation, the EGT will return

to normal. Exceeding 890_C constitutes a

hot start. During the initial starting phase,

the nozzle should expand to a full−open

(100 percent) position.

D If no oil pressure or hydraulic pressure is indiĆ

D Loss of electrical power may result in smoke

cated, start shall be aborted by setting ENG

entering the cockpit via the ECS.

CRANK switch to OFF.

D If the ENG CRANK switch does not automatiĆ

cally return to the OFF position by 50−percent

rpm during start, ensure that the ENG

CRANK switch is off prior to 60−percent rpm

to prevent starter overspeed.

ORIGINAL

7−12

NAVAIR 01−F14AAD−1

R GEN light  OUT.

15. Repeat steps 6 through 10 for left engine.

The right generator should automatically pick up

16. Starter air Ċ Disconnect.

the load on the left and right main ac buses as

indicated by the R GEN light going out at approxiĆ

17. AIR SOURCE Ċ L ENG, R ENG, then BOTH ENG.

mately 59−percent rpm.

Verify cockpit airflow in each position.

R FUEL PRESS light Ċ OUT.

The fuel−pressure lights should go off by the time

the engine achieves idle rpm.

10. Idle engine instrument readings Ċ Check.

Ensure ECS service air is available to OBOGS

a. RPM  62 to 78 Percent.

prior to selecting the OBOGS master switch ON.

b. EGT Ċ 350 to 650_C (nominal).

18. OBOGS master switch Ċ ON.

c. FF Ċ 950 to 1,400 Pph (nominal).

d. NOZ position Ċ 100 Percent.

19. HYD TRANSFER PUMP switch Ċ NORMAL.

e. OIL Ċ 25 to 35 Psi (nominal) (15 psi minimum).

20. Ground safety pins Ċ Remove and Stow.

f. FLT HYD PRESS Ċ 3,000 Psi.

Plane captain should remove landing gear pins and

11. External power Ċ Disconnect.

tailhook safety pin (ashore) and stow them.

7.4.4

Poststart Ċ Pilot

STAB AUG switches Ċ All ON.

MASTER TEST switch Ċ EMERG GEN.

Ground engine operation without electrical powĆ

er supplied by either the generators or external

power may cause 20−mm ammunition detonation

The resultant power interruption should cause the

DFCS flight control computers to self−isolate,

because of excessive heat in the gun ammunition

drum.

activating the lights listed below. With a good

emergency generator check,

(green

‘GO’ light)

12. ENG CRANK switch Ċ L (left engine).

ensure that all lights clear with a MASTER RESET

prior to deselecting the emergency generator. DFCS

When combined hydraulic pressure reaches 3,000

voltage monitoring should result in illumination of

psi, return switch to neutral (center position).

all lights when emergency generator is deselected.

Lights will remain on when normal voltage is

13. HYD TRANSFER PUMP switch Ċ NORMAL

regained, requiring a MASTER RESET to

Hydraulic transfer pump will operate from flight

re−engage DFCS flight control computers. STAB

side to maintain the combined side between 2,400

AUG switches should remain engaged.

to 2,600 psi.

DFCS caution/advisory lights:

PITCH SAS, ROLL DGR, YAW DGR, FCS CAUĆ

TION, ARI DGR, ARI/SAS OUT, HZ TAIL AUTH,

RUDDER AUTH, SPOILERS, AUTO PILOT, &

MACH TRIM.

If the transfer pump does not pressurize the comĆ

bined system within 5 seconds, immediately set

HYD TRANSFER PUMP switch to SHUTOFF.

14. HYD TRANSFER PUMP switch Ċ SHUTOFF.

7−13

ORIGINAL

NAVAIR 01−F14AAD−1

3. MASTER RESET pushbutton Ċ Depress.

9. Emergency WING SWEEP handle Ċ OV SW.

Verify DFCS caution lights extinguished.

Note

An FCS CAUTION at this point probably indiĆ

cates a PQVM fault due to a lack of pitch and roll

If the over" flag is not displayed in the wing−

attitude inputs from the IMU (DCP FAIL group

sweep indicator with the wings in oversweep, the

will indicate IMU).

stick should remain centered.

If wings are not in oversweep, move the wings to

MASTER TEST switch Ċ OFF.

68_ using wing sweep emergency handle in

MASTER RESET pushbutton Ċ Depress.

raised position. Then raise handle to full extenĆ

sion and hold until HZ TAIL AUTH caution light

Verify DFCS caution lights extinguished. STAB

goes out and OVER flag appears on wing−sweep

AUG switches should not disengage.

indicator. Move handle to full aft OV SW and

Advise RIO that test and checks are completed.

stow.

Controls and displays Ċ ON.

10. WING−SWEEP MODE switch Ċ AUTO.

AFTCĊCheck.

11. WING SWEEP DRIVE NO. 1 and WG SW DR

a. L ENG MODE SELECT switch Ċ SEC.

NO. 2/MANUV FLAP cb’s Ċ IN (LD1, LE1).

L ENG SEC light illuminates; left NOZ indicator

12. WING/EXT TRANS switch Ċ OFF.

pointer below zero.

13. OXYGEN SUPPLY valve Ċ ON.

b. L ENG MODE SELECT switch Ċ PRI.

Turn OXYGEN SUPPLY valve ON, place mask to

L ENG SEC light goes out, left NOZ indicator to

face and check for normal breathing, regulator, and

100 percent.

mask operation. Turn OXYGEN SUPPLY valve

c. R ENG MODE SELECT switch Ċ SEC.

OFF, check no breathing.

14. COMM/NAV/GEAR/DISPLAYS Ċ ON.

R ENG SEC light illuminates, right NOZ

indicator pointer below zero.

a. V/UHF RADIO MODE switch Ċ

d. R ENG MODE SELECT switch Ċ PRI.

T/R or T/R & G.

R ENG SEC light goes out, right NOZ indicator

b. TACAN function selector Ċ T/R.

to 100 percent.

c. MFDs Ċ ON.

d. ARA−63 POWER switch Ċ ON.

e. HUD PWR switch−ON.

Selecting secondary (SEC) mode closes exhaust

f. Radar altimeter Ċ ON.

nozzles increasing exhaust nozzle jet−wake

hazard.

g. VIDEO control switch Ċ ON.

Note

15. Trim Ċ Set 000.

D Performing AFTC check during OBC inhibits

16. Standby gyro Ċ Erect.

AICS ramps from programming. Ramps

must be reset before another OBC can be

17. MASTER RESET pushbutton Ċ Depress.

performed.

D Operating engines in secondary mode inhibits

the engine monitoring system portion of

FEMS until primary mode is reselected.

ORIGINAL

7−14

NAVAIR 01−F14AAD−1

18. DCP Ċ Verify codes (FAIL, FLT, IBIT).

AUTO THROTTLE.

This test is a computer self−test with output

Note

commands inhibited to prevent throttle

movement.

An FCS CAUTION at this point probably indiĆ

cates a PQVM fault due to a lack of pitch and roll

Verify DFCS IBIT operation by flashing A/P

attitude inputs from the IMU (DCP FAIL group

REF and ACLS advisories. During the course of

will indicate IMU). This fault will not affect

the test, the DFCS caution lights remain illumiĆ

DFCS IBIT results and can be cleared with a

nated until the test is satisfactorily completed.

MASTER RESET before or after, but not during

All lights should be off at termination of test.

OBC.

Observe following:

19. MASTER TEST switch Ċ OBC.

D DFCS caution and advisory lights

20. AUTOPILOT switch Ċ ENGAGE.

D Pitch trim check

(slow longitudinal

stick motion)

D Pitch parallel actuator (rapid longitudiĆ

nal stick motion)

D Individual spoiler operation

(only if

OBC commencement with autopilot engaged

wings 20° and flaps down)

and nose down trim may result in a force link disĆ

D Stab actuator tests (horizontal tail and

connect when the stick hits the forward stick stop

rudder movement)

during the pitch parallel actuator checks.

D Autopilot disengage

21. Failure History File Ċ Clear.

D Rudder pedal shaker

22. MFD OBC TEST Ċ Select.

D DCP display LED check

(Coordinate with RIO and plane captain.)

Check for PASS" in DCP. If faults are displayed,

record FCS fault codes using INC/DEC pushĆ

buttons. Ensure FAIL and FLT codes are cleared

prior to takeoff.

23. Speedbrake switch Ċ EXT, then RET.

D Increased suction around intakes during inlet

ramp programming and the automatic moveĆ

Cycle speedbrake switch to EXT; release and check

ment of the horizontal stabilizers presents a

for partial extension. Select EXT again, checking

FOD hazard and a potential for injury to

indicator for transition for full extension. Select

ground personnel not clear of these areas.

RET and check indicator for an indication of full

retraction. Check for stabilizer position fluctuation

The following systems are automatically exercised

during speedbrake extension and retraction to verify

during the 1½ minutes required to complete the

integrated trim operation.

OBC tests. Failures are displayed on the TID

display.

24. REFUEL PROBE switch Ċ ALL EXT, then RET.

Cycle the probe to the extend position, noting

a. The AICS self−test turns on hydraulic power and

illumination of the probe transition light with

exercises the ramps through full cycle: STOW−

switch−probe position disparity. Check probe nozzle

EXTND−STOW. During the test, the respective

head for condition. Retract probe and again check

RAMP light illuminates until the ramps return to

that transition light goes out when fully retracted

the fully stowed position and the hydraulics are

and doors closed.

shut off. A failure is indicated by an INLET light

and/or OBC readout.

7−15

ORIGINAL

NAVAIR 01−F14AAD−1

25. WSHLD AIR switch Ċ Cycle.

33. Flight controls Ċ Cycle.

26. MASTER TEST switch Ċ OFF.

Complete full cycle sweep of longitudinal, lateral,

directional, and combined longitudinal−lateral conĆ

If engaged, verify that autopilot disengages

trols while checking for full authority on surface

automatically.

position indicator. Check that all spoilers extend at

the same rate with slow lateral stick deflections and

27. WING/EXT TRANS switch Ċ OFF.

extend to full up position.

28. Trim Ċ Checked and set 000.

Observe the following:

a. Pitch control Ċ 36_ TEU to 9_ TED horizontal

tail (33° to 12° without ITS).

b. Lateral control Ċ 24_ total differential tail.

Ensure adequate clearance before moving wings.

Sweep times from 68° to 20° in excess of 9 secĆ

c. Directional control Ċ ± 30_ rudder.

onds may be indicative of an impending wing

d. Longitudinal/Lateral combined Ċ

35_ TEU,

sweep motor failure and should be further

15_ TED horizontal tail.

investigated.

e. Spoilers Ċ 55°.

Note

For CV operations, omit steps 29 through 55.

Note

A stabilizer vibration may occur when the conĆ

29. EMERGENCY WING SWEEP handle Ċ 20_.

trol system linkage is held in contact with the tail

stops fully engaged during stick cycling checks.

Move the emergency WING SWEEP handle to 20_

This vibration is acceptable, provided it damps

(full forward) and engage the spider detent. Stow

when the control stick is moved to clear the stop

handle and guard. HZ TAIL AUTH light illuminates

in contact. Clearance from the stop can best be

coming out of OVSW. Light goes off when OVSW

verified by movement of the matching stabilizer

stops removed.

indicator needle away from its maximum travel

position.

30. MASTER RESET pushbutton Ċ Depress.

34. DLC Ċ Check.

The WING SWEEP warning and advisory lights go

Verify horizontal tail shift with DLC input.

out and the AUTO and MAN modes are enabled.

35. ANTI SKID SPOILER BK switch Ċ SPOILER

31. External lights Ċ Check (prior to night/IMC flight).

BK.

36. Spoilers and throttles Ċ Check.

37. ANTI SKID SPOILER BK switch Ċ OFF.

38. DCP Ċ Verify codes (FAIL, FLT, IBIT).

During night operations, aircraft with inoperable

tail and aft anticollision lights will not be visible

from the rear quadrant even under optimum meĆ

teorological conditions, thus increasing midair

potential.

Aircraft shall be considered down with PFCC,

RFCC, or YFCC codes in the DCP FAIL group

32. Flaps and slats Ċ DN.

or with an inoperative DCP display. Initiation of

OBC/IBIT with this condition will result in

Check for full deflection of the flaps and slats to

invalid IBIT indications.

the down position and automatic activation of the

outboard spoiler module. Check for

3_ TEU

stabilizer position.

ORIGINAL

7−16

NAVAIR 01−F14AAD−1

39. MASTER TEST switch Ċ DFCS BIT(IBIT ARM).

display 0 feet; warning tone signal (both cockpits)

(Coordinate with RIO and plane captain.)

and ALT LOW light illuminated momentarily.

40. AUTOPILOT switch Ċ ENGAGE.

57. Displays/SMS Ċ Check.

41. MASTER TEST switch Ċ DFCS BIT (IBIT RUN).

Note

(Coordinate with RIO and plane captain.)

If tanks are not ID’d on the SMS page, the possi-

bility exists that they will jettison with weight off

42. DCP Ċ Verify & record codes (FAIL, FLT, IBIT).

wheels or fail to jettison if selected airborne.

Check for PASS" in DCP. If faults are displayed,

58. TACAN Ċ BIT.

record FCS fault codes using INC/DEC push-

buttons.

59. ARA−63 Ċ BIT.

43. DCP Ċ Clear codes (FAIL & FLT).

60. HUD−VIDEO Ċ BIT.

Ensure FAIL and FLT codes are cleared prior to

61. Altimeter Ċ Set.

takeoff.

Barometric setting and error determined.

44. Flaps and slats Ċ UP.

62. Compass Ċ CHECK.

45. Maneuver flaps Ċ DN.

Validate inertial navigation system desired heading

on the display by cross−checking with the SAHRS

46. WING−SWEEP MODE switch Ċ MAN 50°.

derived heading on the BDHI. Cross−checking can

also be accomplished by cycling the navigation

system between INS and SAHRS.

63. SAHRS attitude reference Ċ Check.

If wing−sweep commanded position indicator

With parking brake in, check SAHRS attitude

(captain bars) does not stop at 50_, immediately

reference by boxing, then unboxing SAHRS on the

select AUTO with WING−SWEEP switch.

MFD OWN A/C format. HUD attitude should not

47. Maneuver flaps Ċ Crack up.

change.

Note

48. WING−SWEEP MODE switch Ċ BOMB.

Do not perform this check by boxing SAHRS,

Check maneuver flap retraction.

then boxing INS. This will manually select INS,

49. EMERGENCY WING SWEEP handle Ċ 68_.

preventing an automatic change to SAHRS in the

event of INS failure.

50. EMERGENCY WING SWEEP handle Ċ OV SW.

64. Flight instruments  Check.

51. WING−SWEEP MODE switch Ċ AUTO.

65. Oxygen monitor Ċ Test.

52. MASTER RESET pushbutton Ċ Depress.

7.4.4.1

Final Checker (Ashore)

53. ANTI SKID SPOILER BK switch Ċ BOTH.

1. NOSE STRUT switch Ċ KNEEL; Check Launch

54. ANTI SKID Ċ BIT.

Bar DN.

Ensure coarse alignment is completed before releas-

ing parking brake.

55. ANTI SKID SPOILER BK switch Ċ OFF.

Ensure all tiedowns have been removed before

Note

selecting KNEEL.

CV checklist resumes.

2. Hook Ċ DN; Check RATS Advisory Light On,

56. Radar altimeter Ċ BIT.

Then Up.

Depress SET knob; check that radar altitude

3. LAUNCH BAR switch  Cycle.

displays

100 feet and indicator green light is

4. NOSE STRUT switch  EXTD.

illuminated. Release knob and pointer should

7−17

CHANGE 2

NAVAIR 01−F14AAD−1

7.4.4.2

Final Checker Aboard CV

D To prevent overheating, do not ride the wheelĆ

brakes.

1. Hook Ċ Down On Director’s Signal; Check RATS

Advisory Light On, Then Up.

Note

When shutting down one engine during taxiing,

only the right engine should be shut down so that

normal braking is maintained.

7.4.5.2

Taxi Interval

Carrier operations with an inoperative RATS

will increase CV wind−over−deck requirements.

The taxi interval should be sufficient to avoid taxiing

Failure to notify CV OPS may result in damage

through another aircraft’s jet wash, which presents additional

to the ship’s arresting gear and aircraft tailhook

FOD potential. Although the antiskid system is armed at

assembly structure. Consult applicable recovery

speeds less than 15 knots, the antiskid system is not operative.

bulletins.

The nosewheel steering can remain engaged throughout the

taxi phase. Application of wheelbrakes in conjunction with

2. Nosewheel steering Ċ Cycle OFF, Then ON.

nosewheel steering should be performed symmetrically to

minimize nose tire side loads. In minimum radius turns

(Figure 7−3) using nosewheel steering, the inboard wheel

rolls backwards as the axis of rotation is between the main

gear. Because of the distance from the cockpit to the main

Failure to cycle nosewheel steering following

landing gear, the pilot should make allowance for such to

hook check will permit nosewheel steering cenĆ

prevent turning too soon and cutting corners short.

tering to remain engaged and can cause misposiĆ

7.4.5.3

Crew Comfort

tioning of the launch bar during catapult hookup.

This may result in launch bar disengaging from

Crew comfort during taxi operations is affected by the

shuttle during catapult stroke.

nose strut air curve characteristics, that maintains the strut in

the fully extended (stiff strut) position except during decelĆ

7.4.5

Taxiing

eration. Because of the wide stance of the main gear, differenĆ

tial application of wheelbrakes is effective for turning the

To set the aircraft in motion starting from a static posiĆ

aircraft without the use of nosewheel steering. Subsequent to

tion requires advancing the throttles slightly. While departĆ

flight, while returning to the line at light gross weights, one

ing the line area, flightcrew should clear the extremities of

engine may be shut down to prevent excessive taxi speeds at

the aircraft and the wings should remain at 68_ or in OV SW

IDLE thrust.

to minimize the span clearance. Once in motion, IDLE thrust

is normally sufficient to sustain taxi speeds and full noseĆ

wheel steering authority may be realized.

7.4.5.1

Taxi Speed

Taxi speed should be maintained at a reasonable rate

D On−deck engine operations for extended periĆ

consistent with traffic, lighting, and surface conditions.

ods can result in an unacceptable buildup in

Subsequent to flight, while returning to the line at light

fluid (hydraulic, engine oil, and IDG oil) temĆ

gross weights, the right engine may be shut down to prevent

peratures by taxing heat exchanger capacities.

excessive taxi speeds at IDLE thrust.

Since the left IDG supplies the majority of the

electrical power, it is more susceptible to

overheating than the right. Tail winds or large

power demand, or both, at high ambient air

temperatures, increase the chance of fluid

overtemperature.

D Before taxiing aircraft with wings in overĆ

D Since the outboard spoiler module is automatĆ

sweep and full wing fuel tanks, trim stabilizer

ically energized with the flap handle down

to zero to prevent wingtip and stabilizer interĆ

and weight on wheels, it is necessary to reĆ

ference.

strict the amount of flaps down operation on

D When taxiing across obstacles ensure noseĆ

the deck to prevent module fluid overheating,

wheel is centered to preclude launch bar from

or pull outboard spoiler module circuit

impacting nose wheelwell doors.

breaker.

ORIGINAL

7−18

NAVAIR 01−F14AAD−1

7.4.6

Taxi Ċ Pilot

Hold in position for takeoff using the toe pedal brakes

with nosewheel steering engaged. Perform engine checks at

85 to 90−percent rpm. Select MIL on the roll and monitor

engine performance.

Taxiing with the left engine secured is not authoĆ

rized. Normal braking and nosewheel steering

control will be lost if the hydraulic transfer pump

Takeoffs with the HUD uncaged can produce

(BI−DI) fails while taxiing with the left engine

HUD symbology that is difficult to interpret durĆ

secured.

ing turning or asymmetric flight conditions. If

takeoff is anticipated following an uncaged landĆ

1. Parking brake Ċ Release.

ing, selecting the cage/seam switch on the inĆ

board throttle will ensure the HUD returns to the

2. Nosewheel steering Ċ Check.

caged format.

NWS ENGA light illuminates upon engagement.

Note

Check control and polarity in static position before

commencing to taxi.

D Do not use the parking brake to restrain the

Note

aircraft under the high−power conditions since

tire skid might result.

If nosewheel steering is inoperative, the emerĆ

D If static engine runup greater than 90−percent

gency gear extension air release valve may be

rpm is required, runup should be performed

tripped, which will prevent gear retraction.

one engine at a time.

3. Brakes Ċ Check.

7.4.7.1

Afterburner Takeoff

Check for proper operation by applying left or right

brake individually and observing brake pressure

Afterburner takeoffs are limited to single−engine, miniĆ

recovery to the fully charged condition.

mum afterburner takeoffs, waveoffs, bolters, or catapult

launches. Dual−engine afterburner and single−engine maxiĆ

4. Turn−and−slip indicator Ċ Check.

mum afterburner takeoffs, waveoffs, bolters, or catapult

launches are prohibited. Refer to Chapters 4 and 11.

5. Ordnance Ċ Safe.

Perform the following functions at prescribed

7.4.7.2

Brake Release

location prior to takeoff in accordance with base

After takeoff power checks are completed and at a safe

operating procedures:

interval behind the preceding aircraft, release the toe pedal

brakes. Nosewheel steering should be used for directional

a. Missile seeker and tuning Ċ Check.

control during the initial takeoff roll. Although the rudder

b. Gun and external stores  Ground Safety Pins

becomes effective at 40 to 60 knots, to ensure adequate direcĆ

Removed and Armed.

tional control in the event of an engine failure, nosewheel

steering should remain engaged until 100 KCAS. Refer to

7.4.7

Takeoff

NAVAIR 01−F14AAP−1.1 for nosewheel steering on and off

abort data.

The aircraft takeoff checklist should be completed

prior to calling for takeoff clearance, and all annunciator

Note

lights should be off, except NWS ENGA. Full flaps and slats

D Takeoffs performed with standing water on

are optional for all takeoff regardless of thrust or gross weight

the runway may result in unstable engine opĆ

conditions. Flightcrew should be operating in HOT MIC durĆ

eration because of water ingestion.

ing this phase of flight to enhance communications in event

of emergency. Upon tower clearance and after visually clearĆ

D The nose strut should return to the fully exĆ

ing the approach zone, the pilot should taxi onto the runway

tended position (+1.5° pitch attitude) upon

(take downwind side if another aircraft to follow) and roll

brake release; failure to do so will increase the

straight ahead to align the nosewheel and to check compass

takeoff ground roll. Use of differential brakĆ

alignment.

ing to control directional alignment should be

avoided because of its attendant effect on

ground roll distance.

ORIGINAL

7−20

NAVAIR 01-F14AAD-1

7.4.7.3

Takeoff Roll/Lift-Off

wings-level flight or effecting gradual turns with symmetric

thrust. Before reaching the flap (225 KCAS for 10_ flaps) and

Minimum ground roll takeoff procedures do not differ

gear (280 KCAS) limit speeds, the pilot should ascertain that

from the normal procedures. Maintain the control stick at the

all devices are properly configured for higher speed flight.

trimmed condition during the prerotation ground roll phase

The combined hydraulic system nonflight essential compo-

to minimize aircraft drag. After the pre-computed rotation

nents (landing gear, brakes, and nosewheel steering) may be

speed (refer to NAVAIR 01-F14AAP-1.1), smoothly pull the

isolated by selecting FLT on the hydraulic isolate switch. A

control stick aft to position the HUD waterline at a 7_ to 10_

gradual climbout pitch attitude should be maintained until

pitch attitude until safely airborne. With the flaps down, the

intercepting the optimum climb speed. A recheck of engine

aircraftseemstoballoonfrom therunwayina near-levelnose

instruments and configuration status should be performed

attitude with a more docile transition toflight thancharacter-

after cleanup during the climbout phase.

istic of swept-wing aircraft.

7.4.8

Flaps-Up Takeoff

Note

Before the takeoff roll, the procedures for flaps-up

takeoff are identical to flaps down, except that the flaps re-

D The use of excessive back stick on takeoff

main retracted and only inboard spoiler brakes are available.

may cause the tail surfaces to stall, delaying

During the prerotation ground roll phase, maintain the con-

aircraft rotation and extending takeoff

trol stick at the trimmed condition to minimize aircraft drag.

distance.

At the pre-computed rotation speed, smoothly pull the con-

D Although on-deck pitch attitude rotation in

trol stick aft to position the HUD waterline at a 7_ to 10_ pitch

excess of 10_ provides marginal tail-ground

attitude until safely airborne.

clearance, the aircraft is airborne well before

such a phenomenon becomes a limiting

Do not exceed 10_ of pitch attitude until well clear of

factor.

the runway, as excessive noseup attitudes will cause the verti-

cal fins and tailpipes to contact the runway surface.

7.4.7.4

After Lift-Off

After lift-off, relax the aft stick force as the aircraft

accelerates toward an in-trim condition. Raise the landing

gear control handle after ensuring that the aircraft is definite-

ly airborne. Pitching moments associated with gear retrac-

Because of increased longitudinal control effec-

tion are negligible and a gear-up indication should be

tiveness with the flaps retracted, overcontrol of

achieved about 15 seconds after initiation.

pitch attitude during takeoff is possible. Large or

abrupt longitudinal control inputs should be

avoided until well clear of the runway.

Transition to flight will occur smoothly as compared to

the ballooning effect in flaps-down takeoffs. After main gear

Illumination of indexer lights is not a positive in-

lift-off, relax the aft stick force as the aircraft accelerates.

dication that the main landing gear are clear of

the runway. Raising the gear before a positive

Because of the smooth, flat transition to flight, care

rate of climb is established will result in blown

should be taken to avoid premature landing gear retraction

main tires.

and resulting blown tires. Raise the landing gear control

handle only after ensuring that the aircraft is airborne.

At approximately 180 KCAS (depending on longitudi-

nal acceleration) and at a minimum of 200 feet AGL, the

Note

FLAP handle can be placed in the UP position. A moderate

noseup pitching moment occurs during the flap and slat re-

D During flaps-up takeoffs, all flap/wing elec-

traction phase, which takes approximately 8 seconds. Imme-

tromechanical interlocks are removed from

diately after liftoff, do not attempt to counter a lateral drift

the CADC and wing-sweep control box,

caused by a crosswind condition. The use of large lateral

allowing possible inadvertent wing sweep in

control deflection should be avoided to keep from breaking

the event of a CADC failure.

out the wing spoilers, which have a negative effect on lift and

drag. Differential tail authority within the spoiler deadband

D Outboard spoilers are inoperative with weight

(½-inch lateral stick deflection) is adequate for maintaining

on wheels.

7-21

CHANGE 1

NAVAIR 01−F14AAD−1

7.4.8.1

Maneuvering Flaps Takeoff

Maneuvering flaps provide improved takeoff perforĆ

mance when compared to the flaps−up configuration and

eliminate the pitching moment associated with main flap and

In the event of an aborted takeoff, the aborting

slat retraction after takeoff. Slow−speed handling characterĆ

aircraft must immediately notify the other airĆ

istics are superior to the flaps−up configuration. Additionally,

craft and the tower. The aircraft not aborting

possible automatic maneuvering flap/slat extension during

should ensure positive wingtip separation is

rotation/transition to flight can be avoided by extending maĆ

maintained and select full military power to acĆ

neuvering flaps before takeoff.

celerate ahead of the aborting aircraft. This will

allow the aborting aircraft to move to the center

7.4.9

Formation Takeoff

of the runway and engage the available arresting

Formation takeoffs are permitted in the flaps−up/ maĆ

gear, if required.

neuvering flaps−down configurations for section only. HowĆ

ever, they shall not be permitted at night with: crosswind

component in excess of 10 knots; standing water on the runĆ

way; runways less than 8,000 feet long and 200 feet wide; or

with dissimilar aircraft. All aspects of the takeoff must be

briefed by the flight leader. Briefing should include flap setĆ

It is imperative that the wingman be alert for the

ting, power settings, use of nosewheel steering, abort proceĆ

overrunning situation and take timely action to

dures, and signals for power and configuration changes.

preclude this occurrence. Should an overrunning

situation develop after becoming airborne, the

7.4.9.1

Military Lead

wingman should immediately increase lateral

separation from the leader to maintain wing

With the completion of the takeoff checks, the lead

position. Safe flight of both aircraft must not be

aircraft will take position on the downwind side of the runĆ

jeopardized in an attempt to maintain position.

way with the wingman on a normal parade bearing with no

wing overlap. Upon signal from the leader, the engines will

7.4.10

Takeoff Aborted

be advanced to 90−percent power. When ready for flight, the

pilots shall exchange a thumbs−up signal. On signal from the

See Chapter 13, paragraph 13.1.

leader, brakes are released, MIL is selected, and the leader

then reduces power by 2 percent. Directional control is then

7.4.11

Takeoff Checklist

maintained with nosewheel steering until rudder becomes

Prior to takeoff, the checklist will be completed by the

effective. During takeoff roll, the leader should make only

challenge (RIO) and reply (pilot) method via the ICS on HOT

one power correction to enhance the wingman position. If

MIC as a double−check of the aircraft configuration status.

optimum position cannot be obtained, relative position

should be maintained until the flight is safely airborne. At the

For CV operations, steps 1 through 9 may be completed

precomputed rotation speed, the leader should rotate the airĆ

while tied down. For field operations, steps 1 through 14

craft 7_ to 10_ noseup on the HUD or MFD and maintain this

should be completed in the warmup area.

attitude until the flight is airborne. Turns into the wingman

RIO CHALLENGE

PILOT RESPONSE

should not be made at altitudes less than 500 feet above

ground level.

"CHECK OK, ACCUMULAĆ

"BRAKES"

TOR  PRESSURE UP"

7.4.9.2

Wingman

FUEL TOTAL

"NORMAL FEED, AUTO

The wingman should strive to match the leader’s attiĆ

________lb"

TRANSFER, DUMP OFF,

tude as well as maintain parade bearing with wingtip separaĆ

TRANSFER CHECKED

tion. When both aircraft are safely airborne, the gear is reĆ

(If AUX tanks carried),

tracted on signal from the leader.

TOTAL ________

WINGS, EXT (If app.)

AFT AND LEFT ________

FORWARD AND

RIGHT ________

FEED TANKS FULL

BINGO SET

ORIGINAL

7−22

NAVAIR 01−F14AAD−1

RIO CHALLENGE

PILOT RESPONSE

7.4.12

Ascent Checklist

CANOPY CLOSED,

CLOSED, LOCKS EN-

LOCKS ENGAGED,

GAGED, LIGHT OUT, SEAL

At level−off or 15,000 feet (whichever occurs first):

LIGHT OUT, STRIPES

INFLATED, HANDLE IN

ALIGNED, HANDLE IN

CLOSE POSITION"

1. Cabin pressurization Ċ Check.

CLOSE POSITION"

SEAT . . . ARMED,

ARMED, STRAPPED IN

2. Fuel transfer Ċ Check.

STRAPPED IN EIGHT

EIGHT WAYS, PILOT/MCO

WAYS COMMAND

IN WINDOW" (as indicated)

3. Oxygen monitoring system Ċ Test.

EJECT" (as briefed)

STAB AUG"

ALL ON"

ATLS"

ON"

ALL CIRCUIT

ALL IN"

BREAKERS SET"

Subsequent failure of the oxygen monitor system

MASTER TEST

OFF"

will not be evident to the aircrew resulting in OB-

SWITCH"

OGS output of unknown quality.

BI−DIRECTIONAL"

NORMAL"

10. COMPASS, STANDBY

COMPASS SYNCHRO-

Note

GYRO, TURN NEEDLE

NIZED, STANDBY GYRO

AND ALTIMETER"

ERECT, GOOD TURN

Pilot should ensure oxygen monitor test button is

NEEDLE, AND ALTIMETER

released as soon a possible after illumination of

SET (local settings)"

the OBOGS caution light to preclude unneces-

CV Ċ APPROACHING

sary depletion of the backup oxygen system.

CAT ON DIRECTOR’S SIGNAL

11.

OXYGEN"

OBOGS ON, MONITOR

7.4.13

In−Flight BIT

CHECKS GOOD"

If desired or required IBIT check should be run.

12.

WINGS (visually

"20", AUTO, NO WING−SWEEP

checked)"

CAWs"

OBC disabled on pilot MASTER TEST PANEL Ċ

13.

FLAPS AND SLATS"

AS REQUIRED.

Check.

(visually checked)

Verify MA ARM Ċ OFF.

14.

SPOILERS AND

"SPOILER MODULE ON,

ANTI−SKID"

SPOILER BRAKES

SELECTED" (field) "SPOILER

Multifunction display.

MODULE ON, SPOILER

BRAKES OFF" (CV).

a. Select OBC basic format.

15.

TRIM"

0.0.0," (field) AS

b. Depress desired test.

REQUIRED (CV)

16.

SAHRS ATTITUDE

GOOD SAHRS ATTITUDE"

This initiates the in−flight BIT.

REFERENCE"

17.

DISPLAYS"

SET FOR TAKEOFF,

7.4.14

Preland and Descent

HUD CAGED"

HOOK/HOOK BYPASS Ċ As Desired.

18.

HARNESS LOCKED"

LOCKED"

19.

CONTROLS"

"FREE, 33° AFT STICK, FULL

Exterior lights Ċ As Desired.

(RIO visually check for

SPOILER DEFLECTION LEFT

full spoiler deflection)

AND RIGHT, HYDRAULICS

3,000 PSI"

Displayed heading/BDHI Ċ Check With MAG

20.

ALL WARNING AND

"ALL WARNING AND

Compass.

CAUTIONS OUT"

Wing−sweep switch Ċ As Desired.

ASHORE Ċ IN TAKEOFF POSITION

21.

ANTI−SKID/SPOILER

BOTH" (if operable)

ANTI SKID SPOILER BK switch Ċ BOTH

BRAKES"

(If operable, CV−OFF).

Altimeter Ċ Set.

7−23

CHANGE 2

NAVAIR 01-F14AAD-1

7. Radar altimeter — ON/BIT Check.

7.4.15

Pattern Entry

8. Fuel quantity and distribution — Check.

Entry to the field traffic pattern will be at the speed and

altitude prescribed by local course rules. When approaching

9. Armament — Safe.

the initial for the break, wings may be positioned manually

full aft to facilitate multiplane entry and break deceleration.

10. CANOPY DEFOG/CABIN AIR lever — DEFOG.

Break procedures shall comply with squadron, field, and/or

CV standard operating guidelines.

11. ANTI-ICE switch — AUTO/OFF.

7.4.16

Landing

12. Display mode — TLN.

13. Steering — AWL.

7.4.16.1

Approach

14. ARA-63/ACLS — ON/BIT Check.

At the abeam position for landing, the aircraft should

be at the prescribed altitude, trimmed up to 15 units AOA

15. RADAR WARNING RCVR PWR switch — OFF.

with the Landing Checklist completed.

16. ASPJ SYS switch — STBY.

Indicated airspeed should be cross-checked with gross

weight in wings-level flight to verify AOA accuracy. Direct

17. AN/ALE-47 DCDU, MODE/PWR switch — OFF.

lift control and the approach power compensator should be

18. RDR switch — STBY OR XMIT (pulse).

engaged as desired and checked for proper operation. The

turnoff from the 180_ position should be made based on

surface wind conditions and interval traffic (type, pattern,

touch-and-go or final landing, etc.) so as to allow sufficient

straightaway on final prior to touchdown.

The RIO should place RDR switch to STBY or

The quality of the approach and touchdown is

XMIT (pulse) on final approach to prevent un-

enhanced by starting from on-speed and on-altitude. The low

necessary exposure of flight deck personnel to

thrust required in the landing approach leaves little margin

RF radiation hazard.

for corrections from a high, fast position. Therefore, the pilot

must control these parameters precisely from the onset of the

19. [T] Resolution run — Complete.

approach to touchdown. Inertia and tail movement in con-

junction with engine thrust response characteristics dictate

Note

the use of small, precise corrections on the glideslope for the

most effective control technique.

Before reconnaissance system shutdown, run

film leader to protect target imagery from

The landing should be planned for the downwind side

inadvertent exposure during film download.

of the runway with traffic behind, or opposite, the nearest

traffic on landing rollout, or on the turnoff side of the runway.

20. [T] FRAME switch — OFF.

When surface wind is not a factor, pilots should practice

flying on the field optical landing aid system whenever pos-

21. [T] PAN switch — OFF.

sible. Fly the aircraft down to the deck without flaring so as

to accurately establish a touchdown point and achieve initial

22. [T] FILM switch — OFF.

compression of main gear struts to arm the spoiler brakes.

Note

Landing with DLC engaged will reduce the

amount of aft stick deflection available. DLC

Before selecting system switch to OFF, delay

should be deselected when established on land-

15 seconds for sensor shutdown, and mount to

ing rollout.

drive to vertical.

23. [T] TARPS control panel SYSTEM switch — OFF.

CHANGE 1

7-24

NAVAIR 01−F14AAD−1

7.4.16.2

Touchdown

Follow the Postlanding Checklist for proper configuraĆ

tion cleanup procedures. Clear the area behind before turning

To avoid tail−ground clearance problems, pitch attitude

off across the runway. The right engine may be shut down to

should not exceed 15 units AOA. At touchdown, immediateĆ

reduce residual thrust during low−gross−weight taxiing.

ly retard throttles to IDLE and confirm spoiler brake deployĆ

ment. Expeditiously lower the nosegear to the deck and,

7.4.16.4

Touch and Go

without allowing the nose to come up, smoothly program the

stick full aft.

For touch−and−go landings, MIL thrust is applied after

touchdown while thumbing speedbrakes in manually to conĆ

7.4.16.3

Rollout

figure the aircraft for a go−around. Automatic retraction of

The braking technique to be utilized with or without

speedbrakes occurs upon application of MIL thrust as a safety

antiskid selected is essentially the same; a single, smooth

backup mode of retraction. Control for rotation is greater

application of brakes with constantly increasing pedal presĆ

than experienced on takeoff, although the aircraft has the

sure. Do not pump the brakes. Directional control during

same basic lift−off characteristics. Fuel required per pass is

rollout may require some differential braking.

normally 300 pounds, contingent on traffic pattern.

Nosewheel steering may be used during rollout but it

7.4.16.5

Minimum Descent Rate Landings

must be engaged with the rudder pedals centered to avoid a

directional swerve upon engagement. Restrict the use of

Minimum descent rate landings are required for heavy

nosewheel steering during rollout until or unless required for

weight and landing gear emergency landings. Aircraft pitch

directional control. Under conditions of normal braking

attitude at touchdown is critical.

(antiskid selected), the antiskid system is passive and has no

effect on wheelbrake operation. However, if maximum

deceleration is desired, commence braking as the nose is

lowered and smoothly apply sufficient pressure to activate

the antiskid system. When an impending skid is sensed,

antiskid operation will result in a series of short wheel−

brake releases and a surging deceleration. Constant pedal

Do not exceed 10_ pitch attitude (on the waterĆ

pressure should be maintained. Approaching taxi speed

line) and 14 units AOA at touchdown to prevent

(about 15 knots), ease brake pressure and deselect antiskid.

speedbrake, exhaust nozzle, and/or ventral fin

damage.

After touchdown, throttles should be immediately

placed at the idle stops. The nosewheel should be lowered to

the ground, fully compressing the main landing gear struts.

Delaying either action will delay the deployment of ground

D If brakes are lost, release brake pedals and

roll braking spoilers and may increase landing rollout. AddiĆ

secure antiskid.

tionally, until ground roll braking spoilers are deployed,

lateral control remains responsive and pilot−induced lateral

D If antiskid is not deselected before 15 knots,

oscillation is possible. Aerodynamic braking should not be

continued hard braking could result in blown

used as speedbrakes, exhaust nozzle, and/or ventral fin damĆ

tires.

age may occur.

D Ensure feet are off brakes before crossing

field arresting gear.

The Fresnel lens may be used for precise glideslope

D If nosewheel steering hardover is suspected

control until arresting the approach rate of descent. Do not

upon engagement of NWS, deselecting NWS,

attempt to recenter a high ball in close. The approach should

lowering the hook, and/or differential braking

be flown on−speed at 15 units AOA. At approximately 30 feet

may be required to regain directional control.

AGL (2 to 3 seconds prior to touchdown), arrest the rate of

descent by a slight addition of power. Maintain approach

Note

attitude until touchdown. If the Fresnel lens is not available

or runway length is critical, fly a shallow approach to touchĆ

If maximum−effort braking or antiskid is not reĆ

down in the first 1,000 feet of runway. If runway length is

quired, or antiskid is not selected, delaying brake

critical, consideration should be given to reducing touchĆ

application until the aircraft aerodynamically

down speed by flying a no DLC approach.

decelerates below 80 knots greatly reduces the

possibility of blown tires and overheated brakes.

7−25

ORIGINAL

NAVAIR 01−F14AAD−1

7.4.16.6

Crosswind Landings

4. If a rollout landing is desired, touch down on centerĆ

line within the first 500 feet of runway. Landing rolĆ

Crosswind landings may be accomplished using either

lout procedures are the same as in a normal landing.

the sideslipped or crabbed technique, up to the crosswind

When directional control is clearly established, utiĆ

limit (20 knots). The roll rate command function and revised

lize normal braking. During the high−speed portion

spoiler gearing of the DFCS affect crosswind landing flight

of the landing roll, little or no deceleration may be

characteristics. During a sideslipped approach the DFCS

felt. Do not allow the aircraft to deviate from a

spoiler gearing schedule results in nearly immediate spoiler

straight track down the runway. If a skid develops,

breakout with lateral stick deflection from trim. This spoiler

release the brakes, and use rudders or nose−wheel

breakout may result in an overly sensitive roll response durĆ

steering for directional control. Reapply the brakes

ing lineup corrections. Because crabbed approaches are

cautiously. If the skid continues and adequate runĆ

flown without this offset lateral stick input and do not exhibit

way remains, select power as required and fly away.

this characteristic, pilots may find this technique easier for

If conditions do not permit flyaway, use the long

DFCS equipped aircraft.

field overrun gear if required. If the aircraft is leavĆ

ing the runway to an unprepared surface, secure

If a landing must be made in crosswind conditions in

both engines.

excess of the limits, the techniques must be changed. At some

crosswind component, the upwind wing will be raised excesĆ

Note

sively and, as a result, directional control will be marginal.

A blown tire on landing rollout may result in

It is estimated that this will occur with a greater than 25−knot

directional control difficulties, particularly at

crosswind component. If after touchdown the wing is raised

high speeds. Refer to Chapter 15, Landing EmerĆ

excessively, the spoiler brakes should be turned off and laterĆ

gencies, for blown−tire emergency procedures.

al stick applied to maintain a wings level attitude. If the

crosswind component is greater than 25 knots, do not arm the

7.4.17

Landing Checklist

spoiler brakes for landing and again maintain a wings level

attitude with lateral stick. It must be realized that antiskid

will not be available.

The placarded Landing Checklist should be completed

in sequence prior to arriving at 180_ abeam the touchdown

point. All checklist items are essential elements to be

7.4.16.7

Landing On Wet Runways

checked prior to each landing. With the ICS on HOT MIC,

the pilot shall call out the accomplishment of each step so that

If operable, antiskid shall be used on wet runways to

the RIO can double−check that all items have been

minimize the possibility of skidding or blowing tires. StandĆ

performed.

ing water greatly decreases braking effectiveness and may

cause total hydroplaning in certain conditions. (Refer to

1. Wing−sweep mode switch Ċ 20_ AUTO.

Chapter

18, Extreme Weather Operations.) Intermittent

puddles may cause wheels to lock while braking with antiskid

Check wings in AUTO sweep control mode and

not engaged. As the locked wheel leaves the puddle and

verify at 20_.

encounters a good braking surface, it will skid and blow

unless brake pressure is released. The following procedures

2. Wheels Ċ THREE DN.

are recommended when landing on a wet runway:

Check for wheels−down indication on all three gear,

1. Determine field condition before approach (braking

LAUNCH BAR light, and that gear transition light

action, crosswind component, arresting gear status).

is out. Check that brake accumulator pressure is

fully charged.

2. If adverse wind and runway conditions exist, make

a short−field arrested landing. In the event that the

During aircraft carrier (CV) qualifications and other

arresting gear is not engaged, execute a waveoff or

bolter as appropriate.

operations when the landing gear are not raised after

catapult launch, the pilot shall check the LAUNCH

3. Consideration should be given to reducing touchĆ

BAR advisory light is off prior to each landing.

down speed by flying a no−DLC approach. Plan the

3. SAS Ċ ON.

pattern to be well established on final in a wings−

level attitude (crab, if required) on speed. Land on

runway centerline, using normal FCLP landing

techniques.

ORIGINAL

7−26

NAVAIR 01−F14AAD−1

Flaps Ċ Full DN.

DCP Ċ Verify & record codes (FAIL, FLT, IBIT).

Check for flap and slat full−down indication and no

Right throttle Ċ OFF.

FLAP light.

Note

DLC Ċ Checked.

D Care should be taken when shutting down the

Hook Ċ As Desired.

right throttle (with the left throttle at IDLE) to

Transition light should be out.

prevent inadvertent contact with the left

throttle, moving it aft to the cutoff position.

Harness Ċ Locked.

D Run both engines at idle for 5 minutes before

Speedbrakes Ċ EXT (out).

shutdown, especially if they have been run at

Check indicator for full speedbrake extension.

high power.

Brakes Ċ Check.

OBOGS master switch Ċ OFF (alert RIO).

10. Fuel Ċ Check.

10. OXYGEN SUPPLY valve Ċ OFF.

7.4.18

Postlanding Ċ Pilot

11. HYD TRANSFER PUMP switch Ċ SHUTOFF.

Speedbrake switch Ċ RET.

(after BI−DI check)

ANTISKID SPOILER BK switch Ċ OFF.

Flaps and slats Ċ UP.

Check hydraulic transfer pump operation in the

combined−flight direction with the HYD PRESS,

Move FLAP handle UP and check for complete

OIL PRESS, R GEN, and R FUEL PRESS caution

retraction of main flaps and slats and auxiliary flaps

lights illuminated.

(flaps indicator Ċ 0_ and no FLAP caution light).

Check automatic deactivation of the outboard

12. Ejection seats Ċ Safe (coordinate with RIO).

spoiler module. As soon as the auxiliary flaps are

13. Ordnance Ċ Dearm (field).

retracted

(8 seconds) the wings will sweep aft if

commanded.

Dearm and safety ordnance in accordance with local

operating procedures.

Wing−sweep mode switch Ċ BOMB.

14. Wheels Ċ Chocked.

15. Parking brake Ċ Pull.

Ensure that emergency WING SWEEP handle

and wings move to 55_.

Do not pull parking brake subsequent to a field

5. Emergency WING SWEEP handle Ċ OV SW.

landing if the brakes have been used extensively.

Raise handle and move aft to 68_. Raise handle to

16. V/UHF RADIO MODE switch Ċ OFF.

full−up extension and hold. When HZ TAIL AUTH

caution light goes out and the OVER flag appears,

17. Standby attitude gyro Ċ Cage.

move EMERGENCY WING SWEEP handle full

aft (75_ sweep position) and stow. Rotate handle

18. Left throttle Ċ OFF (alert RIO).

guard to stowed position.

Alert RIO and upon signal from plane captain,

6. Avionics Ċ OFF.

secure left engine. Check emergency generator

Turn off all avionics (data link, radar altimeter,

automatic operation upon shutdown.

displays, TACAN, ARA−63) except V/UHF radio.

19. EMERG generator switch Ċ OFF.

20. Lights Ċ OFF.

Turn off internal and external light switches.

7−27

ORIGINAL

NAVAIR 01−F14AAD−1

21. EJECT CMD indicator Ċ Verify PILOT.

7. SENSOR control panel

22. CANOPY handle Ċ Clear RIO To Open.

a. TCS FOV Ċ WIDE.

23. Flightcrew Ċ Egress.

b. TCS trim Ċ As Set.

7.5

RIO PROCEDURES

c. MVR source Ċ As Briefed.

7.5.1

Interior Inspection Ċ RIO

d. MVR RECORD Ċ OFF.

8. TACAN mode switch Ċ OFF.

9. JTIDS

a. MODE switch Ċ STBY.

NATOPS prohibits the attaching or stowing of

unauthorized equipment on or above the canopy

Note

rails during CV launch and arrestment, due to the

potential for missile hazard.

If the primary link system for the mission is

JTIDS, ensure the JTIDS MODE switch is in

Circuit breakers Ċ Set.

STBY position. STBY provides the backup

battery power required to hold the crypto variĆ

Left and right foot pedals Ċ Adjust.

ables and initialization data required for JTIDS

missions.

Harnessing Ċ Fasten.

10. KY MODE/TACAN/CMD panel Ċ As Desired.

a. Leg restraint lines and garters Ċ Connect

11. KY−58

Ensure that leg lines are not twisted or looped.

a. PLAIN switch Ċ PLAIN.

b. Lapbelt Ċ Connect and Adjust.

Connect lapbelt straps and adjust snug so as to

b. Power switch Ċ OFF.

provide secure lap restraint in flight and seat kit

suspension for ground egress or ejection.

c. MODE Ċ As Desired.

c. Parachute release fittings Ċ Attach to Harness

d. FILL switch Ċ As Set.

Buckles.

12. V/UHF radio MODE switch Ċ OFF.

d. Anti−g and oxygen/communication leads Ċ

ATTACH.

13. RADAR COOLING switch Ċ OFF.

When connecting the oxygen/communication

14. EJECT CMD lever Ċ Set.

fitting, avoid twisting the hard hose.

Determined by squadron policy.

e. Inertia reel Ċ Check.

15. Data storage unit Ċ Secure.

Position shoulder harness lock lever forward to

lock position. Check that both shoulder straps

16. ARMAMENT control panel

lock evenly and securely. Move lever aft to

a. SEL JETT switch Ċ SAFE.

unlock harness.

b. MSL PREP switch Ċ OFF.

ANT SEL panel Ċ As Desired.

c. MSL SPD GATE knob Ċ Per SOP.

[T] TARPS control panel switches Ċ OFF.

d. MSL OPT switch Ċ NORM.

ICS panel

e. JETTISON STA SEL switch Ċ OFF.

a. VOL knob Ċ Set.

17. Radio frequency control indicator Ċ As Desired.

b. Amplifier Ċ NORM.

c. Function selector Ċ COLD MIC.

ORIGINAL

7−28

NAVAIR 01-F14AAD-1

18. Standby attitude gyro

Caged, Turn Needle/Ball

Note

Centered.

The data-link MODE switch must be set to the

19. Clock — Set and Wind.

required link system

(JTIDS or TAC) for

appropriate MFD display processing.

20. Sensor hand control panel.

f. ADDRESS — Set.

a. RDR switch — OFF.

33. APX-76 — OFF.

b. FIRST switch — OFF.

c. TCS switch — OFF.

34. IFF MASTER knob — OFF.

35. MODE 4 switch — OUT.

21. Programmable tactical information display — As

Desired.

36. IFF ANT switch — DIV.

37. INTERIOR LIGHTS panel — As Desired.

Note

38. RADAR BEACON switch — OFF.

PTID NAV MODE and DEST switches are

inoperative.

39. RADAR BEACON MODE switch — As Desired.

22. DD power switch — OFF.

40. GND CLG switch — OFF.

41. SYS TEST-SYS PWR ground check panel —

23. MFD 3 power — OFF.

Closed.

24. ECM switch — OFF.

42. POWER SYS TEST switch — OFF.

25. NAV MODE switch — OFF.

7.5.2

Prestart — RIO

26. Data entry unit power — OFF

The following checks are performed by the RIO after

starting air and electrical power are applied prior to starting

27. RADAR WARNING RCVR

engines.

a. PWR switch — OFF.

b. DISPLAY TYPE switch — As Desired.

28. ASPJ

a. SYS switch — OFF.

D Starting air, which provides full ECS capabili-

b. BIT switch — OFF.

ty, must be connected to the aircraft with elec-

trical power to cool temperature-critical

c. TAC switch — NORM.

avionics.

29. MFA priority switch — NORM.

D If starting air is not available, a forced-air

ground cooling unit and servo air must be con-

30. AN/ALE-47 DCDU, MODE/PWR switch — OFF.

nected before turning on avionics equipment.

31. AN/ALE-47

Ground Test/Dimmer PNL

—

D If electrical power is not connected with spare

GUARD DOWN

starting air, the ECS will drive to full hot.

D To prevent overheating the outboard spoiler

32. Data-link panels

module, pull the OUTBD SPOILER PUMP

a. TEST/NORM/AJ switch — NORM.

circuit breaker (2B3) anytime external power

is connected and the flaps are extended.

b. FREQ selector — Set.

D Failure of the COOLING AIR light to illumi-

c. Power switch — OFF.

nate on external electrical power indicates a

miswired or failed sensor. The COOLING

d. REPLY switch — NORM.

AIR light will not be available to indicate a

e. MODE switch — TAC/JTIDS (as required).

subsequent ECS turbine failure.

7-29

CHANGE 1

NAVAIR 01−F14AAD−1

Seat, ICS, and U/VHF foot switches Ċ Adjust.

mum clearance is afforded when canopy is tranĆ

siting fore and aft.

Adjust seat height so helmet is beneath the canopy

breaker. Adjust ICS and UHF foot pedal fore−aft

Note

position for sitting comfort.

If CLOSE does not close the canopy, depress the

External power and air Ċ ON.

grip latch and release and push handle outboard

ICS Ċ Check.

and forward into BOOST. If it is necessary to use

BOOST, the handle shall be returned to CLOSE

Verify two−way communications between flight

to avoid bleed off of pneumatic pressure.

crewmembers and adjust volume to a comfortable

level.

10. Acknowledge Ċ Ready To Start.

DL, JTIDS, TACAN, and U/VHF Ċ Set.

7.5.3

Engine Start Ċ RIO

Set communications/TACAN/command control in

accordance with mission and flightcrew operating

The RIO must monitor pilot procedures and plane capĆ

procedures.

tain signals to ensure maximum safety during the engine start

sequence.

Fuel quantity Ċ Check.

7.5.4

Poststart Ċ RIO

Lights Ċ Check.

Check for illumination of console and instrument

NAV MODE switch Ċ Align.

lighting.

DD power switch Ċ ON.

LTS test Ċ Check.

Failure to turn DD power on prior to RDR switch

Check that all caution and advisory lights and ECM

causes a false DD power fault indication in ORT.

lights illuminate.

RDR switch Ċ XMIT.

Note

Verify that the SENSOR COND advisory light

During pilot INST test, the RIO should observe

illuminates.

fuel counter decrease to

2,000 pounds and

MASTER CAUTION and FUEL LOW lights

RADAR COOLING switch Ċ ON.

illuminate.

Verify that the SENSOR COND advisory light goes

out.

8. Ejection seats Ċ ARMED.

Arm ejection seat by releasing catch and rotating

MFD 3

SAFE/ARMED handle down to ARMED.

a. Power switch Ċ DAY/NIGHT/AUTO.

9. CANOPY handle Ċ CLOSE.

b. BRIGHTNESS and CONTRAST Ċ Set.

RIO will normally close canopy. Ensure verbal

DEU Ċ On.

clearance from pilot. Check that CANOPY light

goes out with full forward transition of canopy into

MSL PREP switch Ċ As Required.

the sill locks. Check that SEAT UNARMED light

does not illuminate.

TCS switch Ċ ON.

Align coordinates Ċ Verify/Update.

10. OXYGEN SUPPLY valve Ċ ON.

Flightcrews shall ensure that hands and foreign

objects are clear of front cockpit handholds, top

Turn OXYGEN SUPPLY valve ON, place mask to

of ejection seats, and canopy sills to prevent perĆ

face, and check for normal breathing and regulator

sonal injury and/or structural damage during

and mask operation. Turn OXYGEN SUPPLY valve

canopy opening or closing sequence. Only miniĆ

OFF; ensure oxygen flow has stopped.

ORIGINAL

7−30

NAVAIR 01-F14AAD-1

11. [T] TARPS control panel SYSTEM switch — RDY.

l. RANGE scale — As Required.

Observe DATA/MAN/Vg/H light illuminated.

m.THLD — As Required.

12. TACAN mode switch — T/R.

n. CLSN — OFF.

13. IFF MASTER knob — STBY.

o. BRIGHT control — Set.

a. Set CODE knob — As Required.

p. CONTRAST — Set.

b. IFF panel — Test.

20. Hand control — Set.

(1) MC switch — Out.

21. ASPJ SYS switch — STBY.

(2) Ml, M2, M3 — Test.

22. RADAR WARNING RCVR panel — Set.

a. Display type switch — NORM.

Select NORM and observe that TEST light

illuminates.

b. PWR switch — ON.

(3) MC — Test.

c. TEST switch — SPL.

Observe that TEST light illuminates.

d. MODE button — LMT.

c. IFF ANT switch — As Desired.

23. DATA LINK power — As Required.

14. JTIDS MODE switch — As Required.

24. D/L reply — As Required.

15. Communications — ON/Set.

25. AAI control panel — Set.

16. KY-58 — As Required.

a. TEST/CHAL CC switch — Test.

17. Standby attitude gyro — Erect.

Check DD display.

18. DD — Set.

26. AN/ALE-47

DCDU, MODE/PWR switch

—

STBY.

19. PTID controls — Set.

a. POWER — As Required.

Note

b. SYM ELEM — ON.

Ensure correct mission loadout is displayed in

LED window.

c. DATA LINK — As Required.

d. NON ATTK — As Required.

27. CANOPY DEFOG-CABIN AIR lever — CABIN

AIR.

e. RU — As Required.

28. Indicator lights — Test.

f. EXP — As Required.

g. LAUNCH ZONE — As Required.

29. [T] V/H check

a. Manual V/H thumbwheels set — 360 Knots/

h. JAM strobe — As Required.

200 Feet.

i. TCS — As Required.

b. V/H switch — Test.

j. RIDD — OFF.

c. Observe MAN V/H light is out.

k. PTID Display Mode — As Required.

d. V/H switch — MANUAL.

7-31

CHANGE 1

NAVAIR 01−F14AAD−1

30. [T] Vertical frame check

After INS ALIGN COMPLETE computer message or when

ready for takeoff:

a. Manual V/H thumbwheels set Ċ 350 Knots/

1,800 Feet

33. NAV mode switch Ċ INS.

b. FRAME switch Ċ VERT.

Observe MFD transition from align format. Wait

5 seconds.

c. FILM switch Ċ RUN.

34. NAV mode switch Ċ IFA.

Observe exposure interval of 1.0 second, frame

35. DEST data Ċ Verify.

camera green light illuminated, and check

camera frame counter for proper operation.

36. BRG/DIST to destination Ċ Check.

d. FILM switch Ċ OFF.

37. OWN A/C groundspeed Ċ Check.

38. MAG VAR Ċ Check.

e. FRAME switch Ċ VERT.

39. Notify pilot Ċ Ready To Taxi.

31. [T] PAN autocycle check.

7.5.5

Taxi Ċ RIO

a. PAN switch Ċ CTR.

b. FILM switch Ċ RUN.

The RIO primary responsibility during taxiing is to act

as copilot/safety observer. BIT checks may be performed

Observe exposure interval of 1.0 second, green

while taxiing, provided that RIO attention is not diverted

PAN light illuminated, and check camera frame

from copilot/safety observer duties.

counter for proper operation.

1. Record ORT/IBIT and maintenance display results

on BER form.

c. PAN switch Ċ LEFT or RIGHT.

2. OWN A/C groundspeed Ċ Check.

Observe exposure interval of 2.0 seconds, PAN

Own−aircraft groundspeed when stopped should be

go light illuminated, and check camera frame

less than 3 knots.

counter for proper operation.

3. [T] OWN A/C altitude Ċ CHECK.

d. FILM switch Ċ OFF.

7.5.6

In−Flight Reconnaissance System

Check Ċ RIO

En route to target area:

1. [T] FRAME switch Ċ VERT.

Do not run PAN BIT (it may cause film jams).

2. [T] PAN switch Ċ CTR.

32. [T] PAN pulse mode check.

3. [T] FILM switch Ċ RUN.

a. Manual V/H thumbwheel set Ċ 350 Knots/

13,500 Feet.

Run only long enough to check operation and

observe FRAME, and PAN green lights illuminated

b. PAN switch Ċ CTR.

and check frame and foot counters.

c. FILM switch Ċ RUN.

4. [T] FILM switch Ċ OFF.

5. [T] PAN switch Ċ LEFT or RIGHT.

Observe exposure interval of 5.0 seconds, green

PAN light illuminated, and check camera frame

6. [T] FRAME switch Ċ FWD.

counter for proper operation.

Note

d. FILM switch Ċ OFF.

Prior to selecting FILM switch to RUN, delay

15 seconds for camera positioning.

e. PAN switch Ċ OFF.

ORIGINAL

7−32

NAVAIR 01−F14AAD−1

7. [T] FILM switch Ċ RUN.

If not corrected:

Run only long enough to check operation and

[T] FRAME switch Ċ OFF.

observe FRAME and PAN green lights illuminated

and check for proper film counter operation.

8. [T] FILM switch Ċ OFF.

9. [T] FRAME switch Ċ OFF.

D Initiate corrective action only one time.

10. [T] PAN switch Ċ OFF.

D If mount light does not go off, secure sensor

Note

and wait 5 minutes to try again.

Keep manual V/H thumbwheels matched with

7.5.7.3

Panoramic Camera Failure

actual altitude and airspeed to avert possible

degraded imagery if an automatic shift to the

[T] FILM switch Ċ Cycle OFF/RUN.

manual mode occurs.

[T] FILM switch Ċ OFF.

7.5.7

TARPS Degraded Mode Procedures

[T] PAN switch Ċ Cycle OFF/CTR.

[T] FILM switch Ċ RUN.

If not corrected:

Prior to initiating corrective action on malfuncĆ

[T] FILM switch Ċ OFF.

tioning sensors, ensure that other sensors are

either in OFF or STBY.

[T] PAN selector Ċ LEFT or RIGHT.

7.5.7.1

Serial Frame Camera Failure

[T] FILM switch Ċ RUN.

1. [T] SYSTEM switch Ċ Cycle OFF/RDY.

If not corrected:

2. [T] FILM switch Ċ Cycle OFF/ RUN/OFF.

[T] FILM switch Ċ OFF.

3. [T] FRAME switch Ċ Cycle OFF/VERT or FWD.

[T] PAN selector−−OFF.

4. [T] FILM switch Ċ RUN.

5. [T] FILM switch Ċ OFF.

6. [T] V/H Ċ MANUAL.

7. [T] Thumbwheels Ċ Set High Vg/H Value.

Do not initiate BIT.

8. [T] FILM switch Ċ RUN.

7.5.7.4

Manual V/H Failure

If not corrected:

[T] Thumbwheels Ċ 350 Knots/200 Feet.

9. [T] FILM switch Ċ OFF.

[T] V/H switch Ċ Test.

10. [T] FRAME switch Ċ OFF.

[T] MAN V/H light out Ċ Good Test.

7.5.7.2

Mount Failure

[T] MAN V/H light on Ċ Thumbwheel Failure.

1. [T] FRAME switch−Cycle to Opposite Position.

7−33

ORIGINAL

NAVAIR 01−F14AAD−1

7.5.8

Postlanding Ċ RIO

17. Standby attitude gyro Ċ CAGE.

18. OXYGEN supply valve Ċ OFF.

Note

Before shutdown, run IBIT. Note results on BER

19. V/UHF radio MODE switch Ċ OFF.

card.

20. [T] TARPS control panel switches Ċ OFF.

Ejection seat Ċ SAFE (coordinate with pilot).

21. DEU Ċ OFF.

EJECT CMD lever Ċ PILOT.

22. MFD Ċ OFF.

Harnessing Ċ Unstrap.

23. Report Ċ Ready for Shutdown.

Radar beacon Ċ OFF.

After shutdown of both engines:

IFF Ċ MODE 4 HOLD, Then OFF.

24. CANOPY handle Ċ OPEN (alert pilot).

Data link Ċ OFF.

25. Flightcrew Ċ Egress.

ASPJ SYS switch Ċ OFF.

7.6

HOT REFUELING PROCEDURES

INS Ċ VIS FIX.

Before commencing ground hot refueling operations,

NAV MODE switch Ċ OFF.

a qualified groundcrew shall inspect the exterior of the airĆ

craft for any discrepancies that might be hazardous to refuelĆ

10. RECORD switch Ċ OFF.

ing or further flight operations. One groundcrew shall remain

in a position on the right side of the aircraft within view of

Requires at least

20 seconds to allow tape

both the pilot and refueling crew. Any hazardous condition

unthread prior to removal of electrical power.

requires the immediate termination of refueling operations.

11. IRST switch Ċ OFF.

After refueling, the flightcrew should refer to approĆ

12. RDR switch Ċ OFF.

priate checklists to configure the aircraft for takeoff, dependĆ

ing on intentions.

13. DD power switch Ċ OFF.

1. Fire extinguishing equipment Ċ Available.

14. RADAR COOLING switch Ċ OFF.

2. All emitters Ċ STBY or OFF.

15. TACAN mode switch Ċ OFF.

3. Right throttle Ċ OFF.

16. JTIDS MODE switch Ċ STBY/OFF.

4. Wheels Ċ Chocked.

Note

5. Parking brake Ċ Pull.

If network operations are anticipated within

24 hours, select STBY; otherwise, select OFF. Do

not leave the system in DATA SILENT or NORM

for more than 90 seconds without electrical powĆ

er or the battery will be depleted.

ORIGINAL

7−34

NAVAIR 01−F14AAD−1

Left engine Ċ IDLE.

Right engine Ċ IDLE.

Displays Ċ ON.

If heavy braking is used during landing or taxing

followed by application of the parking brake,

OBC Ċ Select.

normal brake operation may not be available

following release of the parking brake if the

SW COOL Ċ NORM.

brakes are still hot. Check for normal brake

OBC Ċ Deselect.

operation after releasing the parking brake and

before commencing taxiing.

10. Hook operation Ċ Check.

6. REFUEL PROBE switch Ċ FUS EXTD/ALL

11. Takeoff Checklist.

EXTD (as desired).

7. WING/EXT TRANS switch Ċ As Desired.

12. Ordnance crew Ċ Arm.

Note

7.7.2

RIO Procedures

D If external tanks or wings accept fuel in

NAV MODE switch Ċ CV ALIGN.

FUS EXTD, select ORIDE on WING/EXT

TRANS switch.

CAINS/WPT Ċ Select.

D If wings or external tanks do not accept fuel

MFD 3 Ċ ON.

in ALL EXTD, select FUS EXTD and turn

WING/EXT TRANS switch OFF.

Alignment coordinates Ċ Verify/Update.

8. REFUEL PROBE switch Ċ RET.

Seat Ċ Arm.

RDR switch Ċ XMIT.

9. WING/EXT TRANS switch Ċ OFF.

TCS switch Ċ ON.

7.7

DECK−LAUNCHED INTERCEPT

IRST switch Ċ ON.

PROCEDURES

MSL PREP switch Ċ NORM.

Note

10. [T] TARPS control panel SYSTEM switch Ċ RDY.

These procedures assume that a quick reaction,

full−mission−capable launch is essential. Prestart

11. Takeoff Checklist (complete non−OBC functions).

procedures and cockpit configuration may vary

in accordance with airwing policy and specific

When ALIGN QUALITY ≤2.0:

EMCON conditions. All CNI equipment as apĆ

12. NAV MODE Ċ INS.

plicable, should be placed in ON or STBY, all

SAS switches on, and the HYD TRANSFER

13. Wait for IFA AVAILABLE." NAV MODE Ċ IFA.

PUMP switch should be in NORMAL before

application of electrical power. The LTS, INST,

14. Ordnance crew Ċ Arm.

EMERG GEN, and DFCS IBIT tests on

MASTER TEST panel should be conducted and

Note

verified during periodic aircraft turnups. ComĆ

pliance with the Takeoff Checklist is mandatory

D Sparrow tune occurs after CW is enabled and

to ensure proper aircraft configuration before

can complete after transmitter timeout.

launch.

D PH attack capability is present after launch

7.7.1

Pilot Procedures

and Sparrow tune occurs automatically whenĆ

ever CW is enabled.

1. External electrical power Ċ ON.

2. Seat Ċ ARM.

3. Fire detect Ċ Check.

7−35

ORIGINAL

NAVAIR 01−F14AAD−1

7.8

HOT SWITCH PROCEDURES

11. THROTTLE MODE switch Ċ MAN.

12. Throttle friction lever Ċ Increase.

7.8.1

On−Deck, Maintenance Troubleshooting

13. Ejection seats Ċ SAFE.

14. Flightcrew Ċ Unstrap.

15. Cockpit Ċ Check for FOD.

16. CANOPY handle−OPEN.

To ensure a safe in−cockpit maintenance troubleĆ

17. Flightcrews Ċ Switch.

shooting evolution, the following procedures

should be used.

18. Flightcrew Ċ Strap In.

1. Parking brake Ċ Pull.

19. Ejection seats Ċ Armed.

20. CANOPY handle Ċ CLOSE.

2. THROTTLE MODE switch Ċ MAN.

21. FIRE DET/TEST Ċ TEST.

3. Throttle friction lever Ċ INC.

22. THROTTLE MODE switch Ċ BOOST.

4. Ejection seats Ċ SAFED, CMD − PILOT.

23. Throttle friction lever Ċ As Desired.

5. Flightcrew Ċ Remain strapped in.

24. Left engine Ċ Start.

25. RDR switch Ċ STBY.

7.8.2

Hot Switch Procedures

26. TCS switch Ċ STBY.

Increased potential hazards exist in hot switch operaĆ

27. IRST switch Ċ STBY.

tions when an engine is running with canopy open and front

seat unoccupied. To minimize this potential hazard, miniĆ

mum time should be spent in this condition. Pilot switch

should be expedited and crew unstrap should be done with

canopy closed. Pilot−to−pilot brief should be accomplished

with a pilot in the aircraft.

Ensure TARPS maintenance personnel have

loaded sensors and cleared aircraft before iniĆ

Note

tiating power to TARPS pod.

The RIO will vacate the aircraft first. When the

RIO is on the ground, flight deck, or hangar deck,

28. [T] TARPS control panel SYSTEM switch Ċ RDY.

the pilot will exit. This is particularly important

during shipboard operations.

Note

1. Parking brake Ċ Pull.

The Poststart Checklist shall be completed with

respect to aircraft configuration and switch posiĆ

2. HYD TRANSFER PUMP switch Ċ NORMAL.

tions prior to taxi.

3. RDR switch Ċ OFF.

7.9

FIELD CARRIER LANDING PRACTICE

4. IRST switch Ċ OFF.

5. TCS switch Ċ OFF.

7.9.1

Preflight Inspection

6. RECORD switch Ċ OFF.

A normal preflight inspection will be conducted with

7. [T] TARPS control panel SYSTEM switch Ċ OFF.

specific attention directed to tire condition, nosestrut extenĆ

sion, AOA probe conditions, and windshield cleanliness.

8. Left throttle Ċ OFF.

Check that the hook bypass switch is in FIELD.

9. ASYM LIMITER switch Ċ ON (guard down).

10. ENG MODE SELECT Ċ PRI.

ORIGINAL

7−36

NAVAIR 01−F14AAD−1

7.9.2

Takeoff

tion (see Figure 7−4). The length of the groove should be

adjusted to give a wings−level descent on the glideslope of 15

The takeoff will be individual.

to 18 seconds (approximately ¾ mile). For maximum gross

weight at touchdown, refer to Chapter 4, Operating LimitaĆ

7.9.3

Radio Procedures and Pattern Entry

tions. The turn to the downwind leg should be commenced

after climbing to pattern altitude (600 feet AGL) utilizing

A radio check with Paddles is advisable before pattern

30_ angle of bank and 150 KCAS. Turning from the 180_,

power should be adjusted to maintain optimum angle of atĆ

entry to confirm Charlie time. Approaches to the field for

break will be controlled by the tower and then switched to

tack. A gradual descent may be commenced at this position

with a minimum altitude of 450 feet AGL at the 90_ position

Paddles for FCLP pattern control. At no time will an aircraft

remain in the pattern without a UHF receiver. On each

and 350 feet AGL as a minimum until the pilot is receiving

succeeding pass, the following voice report will be made at

glideslope information. At approximately 45_, the meatball

appears on the Fresnel lens. Fly a rate of descent such that

normal meatball acquisition positions:

the ball is centered as the aircraft arrives wings−level in the

1. Side number

groove. For manual, automatic, and DLC approach techĆ

niques, refer to Carrier−Based Procedures, Chapter 8.

2. TOMCAT

7.9.5

Night FCLP

3. Ball/Clara

All provisions that apply to day FCLP also apply to

4. Fuel state

night FCLP, plus the following items:

5. Type of approach, if appropriate

(automatic,

1. External lights Ċ BRIGHT and STEADY.

degraded, etc.).

2. Hook bypass switch Ċ FIELD.

7.9.4

Pattern

When comfortably situated in the pattern, instruments

The pattern should be a racetrack with the

180_

should be flown as much as possible up to the 45_ position.

approximately 1¼ miles abeam at 600 feet above field elevaĆ

7−37

ORIGINAL

NAVAIR 01−F14AAD−1

CHAPTER 8

Carrier−Based Procedures

8.1

CARRIER PREFLIGHT

8.2

START AND POSTSTART

8.1.1

Launch

Shipboard start and poststart procedure abbreviations

of the shore−based checklists are as delineated for the

Applicable aircraft launching bulletins, the CV and

poststart−pilot procedures. Certain steps are omitted because

LSO NATOPS Manuals and the pertinent CV air operations

aircraft are spotted too close together to allow the wings to

manual shall be read by all flight crewmembers prior to

be swept forward while tied down. Cranking the left engine

carrier qualification. In addition, the predeployment lecture

prior to starting the right, as outlined in the shore−based

syllabus contained in Chapter 1 of the CV NATOPS Manual

procedures, will ensure that auxiliary brake pressure is

shall be completed.

available and will ensure that backup flight control module

8.1.2

Briefing

is full of hydraulic fluid prior to cycling.

A thorough briefing shall be accomplished by the flight

8.2.1

Carrier Alignment

leader prior to launch. This briefing should call particular

Carrier alignment of the INS and SAHRS concurrently

attention to current BINGO fields, emergency procedures

or of the INS alone can be accomplished using SINS data

peculiar to carrier operations, operating area NOTAMs, fuel

or manually entered ship’s position, speed, and heading.

management, and ship NAVAID status. Aircraft configuraĆ

A stored heading SINS alignment is also available.

tion, gross weight, expected WOD, and applicable launch

trim settings will be verified prior to man−up.

8.2.1.1

Concurrent SINS Alignment

8.1.3

Preflight

For either data−link or deck−edge−cable transmission of

SINS data:

Preflight inspection should be accomplished with

particular attention given to nosestrut, main landing gear

1. DATA LINK power switch  ON.

tires, hook, and underside of the fuselage. Note carefully the

2. DATA LINK MODE switch  CAINS/WPT.

actual wing sweep, the lateral spacing between parked

aircraft, and the general direction of engine exhaust. Do not

3. Verify parking brake is set.

preflight the aircraft topside aft of the bleed air doors if

Note

spotted with the tail outboard of the safety nets. In the

cockpit, particular attention should be given to the flightcrew

Application of SAHRS power prior to selecting

displays to ensure that they are properly secured and that the

CV ALIGN will not allow SAHRS to properly

retaining devices have been installed. Ensure that the WING

align.

SWEEP handle is secure in the oversweep position when

4. NAV MODE switch  CV ALIGN.

applicable. If the wings are not in oversweep, ensure that

the emergency WING SWEEP handle position corresponds

5. Select OWN A/C MFD format by depressing DATA

with the actual wing position. Leave the emergency

pushbutton on MFD MENU1 display. The CV SINS

WING SWEEP handle guard up, extend the emergency

DATA format will appear.

WING SWEEP handle, and pull WING SWEEP DRIVE

6. Verify that SHDG is not boxed. If it is, depress the

NO. 1 and WG SW DR NO. 2/ MANUV FLAP circuit

SHDG pushbutton to unbox it.

breakers

(LD1, LE1). Crossbleed starts should not be

performed unless the area aft of the aircraft is clear. Tiedowns

7. Monitor the progress of alignment by observing the

should not be removed and engines should not be started

QUAL and TIME acronyms and the align scale on

unless the auxiliary brake air pressure gauge indicates a full

the MFD OWN A/C format. The SINS (ship) latiĆ

charge.

tude, longitude, and INS north and east velocities

can be evaluated on the MFD OWN A/C format. An

INS ALIGN COMPLETE message will normally

occur in 7 minutes. At this time the align quality

should be below 1 nm per hour.

8−1

ORIGINAL

NAVAIR 01−F14AAD−1

Note

1. Repeat steps

1 through

7 of concurrent SINS

alignment.

Do not select SAHRS during CV ALIGN to

check alignment progress. Wait until INS alignĆ

2. Verify that SHDG is boxed on CV SINS DATA MFD

ment is complete and INS has been selected on

format.

the NAV MODE switch before selecting

3. Repeat steps 9 and 10 of concurrent SINS alignĆ

SAHRS.

ment.

SAHRS alignment progress may be monitored at

this time by selecting the NAV page.

8.2.1.3

Concurrent Manual Carrier Alignment

Note

The INS and SAHRS will initiate ground alignments if

there is no SINS data. The CV MANUAL format will be

D The SAHRS alignment process will initiate

after the INS determines a valid true heading

displayed after the ship’s data is entered.

(approximately at INS quality value of 5).

1. Repeat steps 1 through 8 of concurrent SINS carrier

SAHRS quality value should reinitiate to

align.

approximately 31.2 at that time.

Note

D If power has been applied to the aircraft for an

extended period of time prior to INS CV align

If the SINS or data link is not operating or if a

being initiated, the SAHRS may complete a

manual carrier alignment is desired, skip steps 2

ground align (NORM) and a SAHRS comĆ

and 3.

plete message appears on the MFD. After the

Enter best knowledge of ship’s latitude, longitude,

INS CV align is initiated, the SAHRS will iniĆ

speed, and heading via the DEU or DD. When

tiate a concurrent CV align normally, but

the DATA pushbutton on the MFD is depressed, the

another SAHRS align complete message may

CV MANUAL DATA format appears.

not appear.

It is advisable to continue alignment after appearĆ

Note

ance of the INS ALIGN COMPLETE message if

D If SINS is restored, MAN must be unboxed on

time permits. When ready to take the alignment, the

the CV DATA format in order to return to a CV

inertial navigation mode may be selected by setting

RF alignment.

the NAV MODE switch to INS, waiting for 5 secĆ

onds, then setting it to IFA. The RIO may take the

D Entry of VLA is never required for manual

alignment anytime the QUAL reaches 1.0 nm per

carrier alignment.

hour. The NAV Mode switch should be rotated to the

D When using the DEU, data entry is made via

INS position for a few seconds then rotated to the

the DEU CV ALIGN format, using the LAT,

IFA position. This places the navigation system in

LONG, CSPD and CHDG pushtiles, and the

the INS/GPS mode of operation.

appropriate quadrant and numerals.

Note

D Data entry using the DD requires selection of

Although SINS alignment normally requires no

the NAV category from the MFK pushtile and

entry of data, if a SINS alignment takes place at

the boxing of the OWN A/C acronym prior to

any carrier location other than the flight deck,

entering the carrier latitude and longitude via

then it is advisable to enter the correct vertical

the DD LAT, LONG, quadrant and numeral

lever arm via the DEU. This is the height in feet

pushtiles. Entry of carrier speed and heading

of the aircraft INS above the carrier SINS locaĆ

via the DD requires the boxing of the WIND

tion. This entry can be made only via the DEU by

acronym prior to using the DD SPD, HDG and

calling up the DEU CV ALIGN page and deĆ

numeric pushtiles.

pressing the VLA option key.

Repeat steps 9 through 11 for concurrent SINS

8.2.1.2

Concurrent SINS Stored Heading Carrier

carrier align.

Alignment

Note

Perform a reference alignment by following the SINS

carrier align procedure in paragraph 8.2.1.1. When the INS

In concurrent manual carrier align, the INS

ALIGN COMPLETE message appears on the HUD/VDI

ALIGN COMPLETE computer message may

formats, return the NAV MODE switch to OFF.

take 15 minutes or longer to appear. The navigaĆ

tion quality at this time may not be better than

3 nm per hour. Because of the extensive alignĆ

ORIGINAL

8−2

NAVAIR 01−F14AAD−1

ment time, it may be necessary to launch prior

Note

to the receipt of the INS ALIGN COMPLETE

INS alignment to GPS data via the INS/GPS

computer message.

mode is not always optimum from a cold start. It

8.2.2

SAHRS Standalone Carrier Alignment

may require up to 10 minutes (plus up to 2 minĆ

utes for MAGR initialization), compared to only

The SAHRS standalone CV alignment mode is manuĆ

5 minutes for a normal carrier (CV) alignment. If

ally selected via the SAHRS ALIGN MFD format by

movement of the aircraft during alignment is not

depressing the SAHR and then CV pushbutton. There are two

anticipated, a normal concurrent CV alignment

SAHRS standalone align modes. Which mode obtained

followed by placing the NAV MODE switch to

depends on when CV is selected. If CV is selected prior to the

INS momentarily, then selecting IFA (In−Flight

INS determining true heading (approximately INS quality of

Alignment) may be more expeditious and will

5) and initiating the SAHRS CV concurrent align, a SAHRS

yield the same system accuracy.

standalone align is commanded when the SAHRS has no

heading information.

Global Positioning System satellite acquisition norĆ

mally takes from 90 seconds to 3 minutes, depending on

Note

location and LOS (line−of−sight) blockage by other aircraft

Currently there is no indication on the MFD disĆ

and carrier island, etc.

plays that the SAHRS has gone into the standaĆ

To get an IFA Alignment on deck, perform the

lone mode except the SAHRS quality value will

following steps:

remain 10.0, the timer will be 00, SAHRS conĆ

current CV align will not initiate, and there will

1. Place the NAV MODE switch in IFA at application

of aircraft power.

be no attitude information available from the

SAHRS for up to 6 minutes or more. Reinitiating

2. Verify OWN A/C position is correct. Verify correct

the INS alignment will allow a concurrent alignĆ

date and time on the GPS Status page. If satellites

ment to occur.

have been acquired, the OWN A/C data page will

show own aircraft position based on GPS, if GPS is

The SAHRS has no true standalone carrier align mode

boxed.

like the INS. During concurrent INS/SAHRS carrier align

modes, the SAHRS depends on the INS to provide an initial

Note

input of true heading. Since this is not available in SAHRS

If GPS data is lost during alignment, the navigaĆ

standalone carrier alignment, when the SAHRS CV pushĆ

tion system will go to align hold.

button is depressed in SAHRS standalone operation, it

3. Monitor the GPS Status page to ensure satellites are

is commanded to a DG mode. Once the parking brake is

acquired within a few minutes of placing the NAV

released a DG heading can be entered via the DEU. When the

MODE switch out of the OFF position to IFA. IFA

aircraft is airborne, the slaved mode can be selected or if a

alignment will not commence until satellites are

system velocity source is present, in−flight restart can be

acquired. If satellites are not acquired after a few

selected to bring the SAHRS to a normal operational mode.

minutes, transition to a normal CV alignment (on

If CV is selected after the INS has initiated the SAHRS

NAV Mode Switch select OFF then CV).

CV concurrent alignment, the SAHRS alignment proceeds

4. The alignment will progress on its own. When the

but is no longer receiving updated position and velocity

QUAL gets to 1.0, the system will automatically

information from the INS. The alignment will be considerĆ

take the alignment and display the INS ALGN

ably slower than concurrent alignment. The SAHRS is

CMPLT message. You can taxi and even take off

commanded to NORM mode. An in−flight restart may or may

without disrupting the align process.

not be required depending on the SAHRS alignment quality.

Note

SAHRS cannot be commanded to a CV mode unless

The pilot will not have an FPM (Flight Path

the INS is in CV. If the INS is unavailable, the SAHRS will

Marker) until the alignment is complete.

attempt a normal ground align.

5. If the system loses GPS quality at any time during

8.2.3

GPS On−Deck IFA Alignment

flight or while on the CV deck due to satellite drop

This method of alignment will take about 5 minutes

outs or antenna blanking, the system will continue

longer than a normal carrier

(CV) alignment, but only

in INS mode until FOM is ≤ 4 and will use GPS data.

requires you to place the NAV MODE switch in IFA and leave

Note

it there. Another advantage of GPS IFA Alignment is that you

can taxi while aligning in this mode, but the satellites must

The NAV MODE switch must remain in the IFA

be acquired before alignment begins.

position to remain in the primary navigation

8−3

ORIGINAL

NAVAIR 01−F14AAD−1

mode, INS/GPS. This mode can also be obtained

tering to remain engaged and can cause misposiĆ

by conducting a normal CV alignment, followed

tioning of the launch bar during catapult hookup.

by moving the NAV MODE switch from CV to

This may result in launch bar disengaging from

INS to IFA. GPS FOM ≤ 4 to be effective.

shuttle during catapult stroke.

8.3

TAXIING

8.4

CATAPULT HOOKUP (DAY)

Shipboard taxi operations differ slightly from the field.

Set the attitude displays to show level flight at normal

Taxiing aboard ship requires higher power settings and must

strut extension. Proper positioning on the catapult is easily

be conducted under positive control of a plane director. Any

accomplished if the entry is made with only enough power to

signal from the plane director above the waist is intended

maintain forward motion and if the plane director signals are

for the pilot and any signal below the waist is intended for

followed explicitly.

deck−handling personnel.

8.3.1

Nosewheel Steering

The nosewheel steering system characteristics are

excellent and enable extremely tight cornering capability. At

full nosewheel steering deflection (70°), the inside mainĆ

D All functional checks shall be performed beĆ

mount wheel backs down and turn radius will be restricted if

fore taxiing onto the catapult. Ensure that the

the inside brake is locked. For a minimum radius turn,

Takeoff Checklist is complete and that the

momentarily depress the brake on the inside wheel and then

proper trim is set for launch before entering

allow the inside wheel to roll freely while controlling the turn

the nosetow approach ramp.

rate by braking the outside wheel. For normal turns,

D All catapult launches shall be conducted with

symmetric brake applications should be applied to control

the HUD in the caged mode. If approaching

aircraft forward motion. Forward motion should be initiated

the catapult after an uncaged HUD landing,

before effecting a tight radius turn to reduce power requireĆ

cycle the TLN display mode button to ensure

ments.

the HUD defaults to the caged format.

8.3.2

Taxi Speed

The catapult director will direct the pilot to approach

Taxi speed should be kept under control at all times,

the catapult track, using nosegear steering and brakes. Upon

especially on wet decks and approaching the catapult area.

signal from the plane director and when positioned immediĆ

Be prepared to use the parking brake should normal braking

ately behind the mount of the lead−in track, kneel the aircraft.

fail. While taxiing, both ejection seats should be armed. The

If the launch bar is to be lowered from the cockpit, upon

parking brake is an excellent feature that may be used to

signal from the plane director, deflect the nosewheel to lower

prevent leg fatigue during taxi delays. However, it should not

the launch bar, center the nosewheel, and disengage noseĆ

be used once forward of the jet−blast deflector.

wheel steering. If the launch bar is to be lowered by the deck

8.3.3

Final Checker Aboard CV

crew, no pilot action is required. After the hold−back bar has

been attached to the aircraft and checked by squadron

1. Hook Ċ Down On Director Signal; Check RATS

maintenance personnel, the catapult director will direct the

Advisory Light On, Then Up.

aircraft forward until the holdback bar is snug against the

catapult buffer unit. The aircraft will be stopped in position

for shuttle tension up. The attitude displays will show 2° to

3° nosedown with the aircraft in the kneeled position.

Carrier operations with an inoperative RATS

will increase CV wind−over−deck requirements.

Failure to notify CV OPS may result in damage

to the ship’s arresting gear and aircraft tailhook

Nosewheel centering can contribute to launch

assembly structure. Consult applicable recovery

bar misalignment in the catapult shuttle, which

bulletins.

could result in premature launch bar separation

during launch. The nosewheel centering latching

2. Nosewheel steering Ċ Cycle OFF, Then ON.

relay must be deactivated by depressing the noseĆ

wheel steering button after the hook check and

before entering the catapult. It will also deactiĆ

vate the nosewheel steering automatic disenĆ

Failure to cycle nosewheel steering following

gagement function; nosewheel steering must be

hook check will enable nosewheel steering cenĆ

manually disengaged when entering the catapult.

ORIGINAL

8−4

NAVAIR 01−F14AAD−1

8.4.2

Catapult Launch

Aircraft launch gross weight will be cross−checked and

verified by signal with the flight deck personnel prior to

kneel. If the aircraft is to be catapulted with a partial fuel

D If the LAUNCH BAR light illuminates immeĆ

load, the pilot should ensure that longitudinal trim settings

diately upon selecting KNEEL with the

are adjusted if necessary (Figure 8−1). Upon receipt of the

NOSE STRUT switch, a malfunction in the

tension−up and release brakes" signal, release the brakes,

system has occurred and the landing gear will

ensure the parking brake is off, and advance the throttles to

not retract following the catapult launch.

MIL. Ensure nosewheel steering is disengaged prior to

performing control wipeout. When a turnup signal is

D Nosewheel steering is designed to disengage

received from the catapult officer, grip the throttles firmly,

and the NWS ENGA light goes off when deck

check engine instruments, ensure that the caution and

personnel lower the launch bar on the cataĆ

advisory panel is clear, and the RIO is ready. When satisfied

pult. The arresting hook must have been

that the aircraft is functioning properly, salute the catapult

cycled on deck and the throttles set at IDLE

officer. Normally, a 3 to 5−second delay will occur before the

to enable the system. This feature prevents

catapult fires. Optimum launch technique is to maintain a

the pilot from inadvertently damaging the

loose grip on the control stick while allowing it to move aft

launch bar during control checks after final

during the catapult stroke.

tensioning.

8.4.1

Catapult Trim Requirements

The following requirements are applicable to clean

aircraft or any combination of air−to−air store, external tank,

gross weight combinations, and launch cg locations between

7.0−percent and 18.5−percent MAC.

D Failure to allow the control stick to move aft

during the catapult stroke will result in

Note

degraded pitch rate and excessive sink rate

To determine center of gravity for a particular

off the bow.

aircraft, refer to NAVAIR 01−1B−4, Handbook of

D Catapult launch with a partially filled external

Weight and Balance.

tank is not authorized.

Figure 8−1 lists recommended catapult launch longituĆ

Initial catapult firing results in a short−term vertical

dinal trim settings.

acceleration of 15 to 20gs caused by full compression of the

stored−energy nosestrut. Firmly restrain the throttles to

prevent their aft travel during the catapult stroke.

Anticipated

Longitudinal Trim (degrees)

End

Trailing Edge Up

The F−14 must be flown off the catapult by the pilot. At

Airspeed

shuttle release, the energy stored in the nose strut is released,

Above

rotating the aircraft to the initial flyaway attitude of

Minimum

between

approximately 12−15 degrees nose−up on the VDI and HUD.

(Knots)

The aircrew should plan for the standard excess endspeed of

7.0% and

11% and

16% and

11% MAC

16% MAC

18.5% MAC

15 knots, unless notified otherwise. Lower excess endspeed

than anticipated or a lower pitch trim setting than recomĆ

0 to 9

mended will require the pilot to use backstick at the end of

the catapult stroke to capture and maintain the desired

10 to 20

climbout pitch attitude of 10 degrees. Higher endspeed than

expected or a higher pitch trim setting than recommended

21 to 50

will require the pilot to stop the rotation at 10 degrees with

slight forward stick. While rotating to the flyaway attitude,

Figure 8Ć1.ĄCatapult Launch Trim Requirements

the flightcrew will feel the aircraft settle approximately 5 feet

before commencing a climb. For catapult launches with

excess endspeed less than 15 knots, the AOA will rise

abruptly to 17 units and then gradually decrease as airspeed

increases during the flyaway.

8−5

ORIGINAL

NAVAIR 01−F14AAD−1

Figure 8Ć2.ĄCenter−of−Gravity Variation With Fuel Loading

Aircrew coordination is particularly critical in this

shaking his head from side to side. Never raise the hand into

regime, since the aircrew must ensure that initial flyaway

view or make any motion that might be construed as a salute.

parameters are maintained while remaining alert for any

After the catapult officer observes the pilot’s no−go signal, he

abnormal launch characteristics and engine malfunctions.

will cross his forearms over his head, and then give the

High endspeed and/or single−engine flyaway with trim

standard release tension signal. When the catapult is

settings above 2 degrees may require significant forward

untensioned, the catapult officer will signal the pilot to raise

stick pressure. In all configurations, the use of afterburner

the launch bar. The pilot shall ensure that the throttles are

and/or level rapid acceleration will require reduced nose trim

seated in the catapult detent and will raise the launch bar with

settings. The RIO shall scan a repeat of the pilot’s heads up

the LAUNCH BAR ABORT switch.

display and associated standby flight instruments to ensure

the correct flyaway conditions are met (airspeed, altitude and

attitude).

Additional considerations exist for night/IFR catapult

launches. Aircraft acceleration and the lack of external visual

To avoid damage to the launch bar retract mechaĆ

cues will cause the aircrew to sense that the nose is higher

nism, do not actuate the LAUNCH BAR ABORT

than actual and can result in spatial disorientation. Under

switch with the nosewheel deflected off center.

these conditions, a vigilant instrument scan is required to

ensure that the proper attitude is maintained throughout the

When the launch bar is clear of the shuttle, the catapult

launch and subsequent climbout.

officer will move the shuttle forward of the aircraft launch

bar. At this point the aircraft is no longer in danger of being

8.4.3

Catapult Abort Procedures (Day)

launched. The catapult officer will signal the pilot to lower

If after turnup on the catapult, the pilot determines that

the launch bar and then step in front of the aircraft and signal

the aircraft is down, the pilot gives the no−go signal by

the pilot to throttle back.

ORIGINAL

8−6

NAVAIR 01−F14AAD−1

D If the aircraft is down prior to it being pushed

D The LSO and tower must be informed if the

or pulled back for release from the holdback

landing is to be made in any wing or flap conĆ

fitting and when directed by the catapult offiĆ

figuration other than 20° wing sweep, flaps

cer, the launch bar shall be raised by the

and slats down, or RATS inoperative, to

LAUNCH BAR ABORT switch.

ensure wind−over−deck requirements are met.

D Unkneeling the nosegear while the launch bar

D Do not attempt shipboard landing with

is in the catapult track or shuttle will damage

inoperative ROLL SAS and store asym−

the launch bar linkage and bungees. The pilot

metry greater than

170,000 inch−pounds

should unkneel the aircraft only when he is

because of lateral pilot−induced oscillation

sure that the launch bar is free to rise and

in the approach unless field divert is not

upon signal from the catapult officer or taxi

possible. (Example: weapon rail at station 6

director.

and AIM−54 missile at station

8 equals

170,000 inch−pounds.)

If the aircraft is down after the go signal is given,

transmit the words Suspend, Suspend"; however, the

Note

flightcrew should be prepared for the catapult stroke and to

With the hook down, airspeed in excess of

perform emergency procedures if required.

300 knots may cause the hook transition light to

8.5

LANDING

illuminate.

8.5.1

Carrier Landing Pattern (VFR)

8.5.2

Manual Approach Technique

The VFR carrier landing pattern (Figure 8−3) shall be

The rapid engine response characteristics allow the

in accordance with the CV NATOPS manual. The pattern

pilot to make timely, small amplitude power changes to make

starts with the level break at 800 feet and 300 to 350 knots.

glideslope corrections. Because of the rapid engine response

The break interval will be approximately one−half of the

and high−throttle sensitivity, the pilot must avoid overĆ

desired ramp interval time

(15 to

17 seconds normal

controlling power. DLC should be engaged for all apĆ

interval). When established wings level on the downwind

proaches. Approaches flown without DLC will degrade

leg, descend to and fly the pattern at 600 feet MSL. Engage

flying qualities resulting in significant glideslope and lineup

DLC upon completion of flap extension.

deviations. Pitch compensation for DLC inputs is optimized

for approach airspeeds. Activation of DLC at higher

Note

airspeeds will result in inducing noticeable changes in pitch

Selection of DLC during the flap extension cycle

attitude. DLC may be employed by vernier or bang−bang

can generate excessive pitch rates. DLC is to be

control depending on the extent of the correction required.

selected only upon completion of the flap cycle.

DLC is most effective in correcting for glideslope deviations

DLC must be deselected prior to flap retraction

caused by gusty conditions or ship burble. Caution should be

to avoid excessive pitch trim change with autoĆ

taken not to use DLC to compensate for a major overpowered

matic DLC stowage during the flap retraction

or underpowered condition.

cycle.

Slow to 15 units AOA or computed on−speed (whichĆ

ever is faster) and verify airspeed/AOA correlation, engage

APC if desired, check for proper DLC operation, and

complete the Landing Checklist prior to reaching the 180°

position. The 180° turn is commenced 1 to 1.2 nm abeam the

Caution must be taken to avoid sustained full−

LSO platform to arrive at the 90° position at approximately

down DLC commands for a high condition at the

450 feet MSL. The nominal bank angle throughout the turn

ramp as this will result in excessive sink rates and

should be

25° to

27°. Glideslope meatball acquisition

subsequent hard landings.

will occur at approximately 0.6 nm. Do not descend below

300 feet prior to acquiring the ball. On rollout to final,

slightly overshoot the ship’s wake. Optimum time on

glideslope is approximately 15 to 18 seconds.

8−7

ORIGINAL

NAVAIR 01−F14AAD−1

Once established on glideslope, keep the scan going,

8.5.4

Waveoff Technique

cross−checking meatball, lineup, and AOA. Be alert for a

A waveoff will be initiated immediately upon a signal

waveoff. With rough seas and pitching decks, some erratic

or voice call from the LSO. MIL power should be used for all

meatball movements may be encountered. If this is the case,

dual−engine waveoffs. Maintain the landing attitude until a

average out the ball movement to maintain smooth and safe

positive rate of climb is established. Do not over rotate the

rate of descent. To avoid being cocked up," arrest a come

aircraft in close as this significantly increases the chance of

down in close" with power and up DLC. Attempts to arrest

in−flight engagement.

high sink rates with nose attitude alone could result in landing

damage to the ventral fins and afterburner. Also, avoid

dropping the nose prior to touchdown as this significantly

increases the chances of a hook skip bolter. Upon touchdown,

add full MIL power, manually retract speedbrakes, and

maintain aft stick pressure to minimize chances of a hook

Dual engine afterburner waveoffs are prohibited.

Inadvertent arrestment or in−flight engagement

skip bolter. Selection of MIL power will automatically

disengage DLC and retract the speedbrake.

in dual afterburner would result in catastrophic

damage to the aircraft and/or arresting gear.

A good start is imperative to minimizing lineup

corrections while on the glideslope and will prevent the

Normally, waveoffs will be taken straight ahead,

especially when close in. When using APC, waveoff

tendency to chase lineup. Small, coordinated rudder inputs

should be used to reduce the nose yaw that is easily generated

technique is the same as for manual approaches except that

a force of approximately 8 pounds is required to disengage

by lateral stick inputs.

the throttle torque switches. Disengagement of the APC by

8.5.3

Approach Power Compensator Technique

overriding the throttle forces results in the throttle MODE

switch automatically returning to BOOST and illuminates

Practice is required to develop the proper control habits

the AUTO THROT light on the pilot left−hand ladder light

necessary to use the APC. For the APC to perform

assembly. A time delay relay holds the AUTO THROT light

satisfactorily, smooth attitude control is essential. Large,

on for 10 seconds following APC disengagement.

abrupt attitude changes result in excessive power changes.

APC use is not recommended in gusty conditions. The APC

will overcontrol AOA fluctuations resulting in large airspeed

and/or glideslope deviations. The APC system was designed

to be used with the engines operating in the primary mode and

is not recommended with either one or both of the engines in

If a force in excess of 14 pounds is applied to

secondary mode.

break the throttles out of the automatic mode, the

throttle MODE switch will return to BOOST but

As the initial turn from the 180° position is made,

the throttle mode will revert to manual. The

the aircraft will momentarily indicate up to 2 units slow. The

switch must be cycled to MAN and back to

APC will adjust power to correct back to onspeed condition

BOOST to regain the BOOST mode.

throughout the remainder of the turn. Upon rollout on

glideslope, the pilot must override the tendency for the nose

8.5.5

Bolter Technique

to pitch up by maintaining slight forward stick. The aircraft

The bolter maneuver is effected by selecting MIL and

will indicate 1 to 2 units fast, which will slow to onspeed

slight aft control stick until the desired flyaway attitude is

within 5 seconds. The use of DLC in conjunction with small

established.

attitude changes to maintain glideslope will minimize AOA

deviations and result in optimal APC performance. Timely

use of DLC can also be used to more rapidly correct from a

fast or slow condition. Close−in corrections are very critical.

If a high in−close situation develops, the recommended

procedure is to stop the meatball motion and not attempt to

The use of excessive backstick on a bolter may

recenter it. A low in−close condition is difficult to correct

cause the tail surface to stall, delaying aircraft

with APC and often results in an over−the−top bolter. It may

rotation and causing the aircraft to settle off the

be necessary to disengage or manually override APC in order

angle.

to safely recover from a low in−close situation. Throughout

8.5.6

Bingo Fuel

the approach, the pilot should keep his hand on the throttles

in the event APC disengages inadvertently. A smooth throttle

Fuel reserves should be programmed depending on

transition from AUTO to BOOST mode can be achieved

distance of the field from the CV, aircraft configuration, and

by depressing the CAGE/SEAM button on the inboard

en route weather. This bingo fuel quantity should be set

throttle grip.

before takeoff.

8−9

ORIGINAL

NAVAIR 01−F14AAD−1

8.5.7

Arrested Landing and Exit From the

2. Accomplish final changes to radio and IFF upon

Landing Area

departing marshal or earlier. After these changes are

made, the pilot should make no further changes

As the aircraft touches down, advance throttles to MIL.

except under emergency conditions.

Upon completion of landing rollout, reduce power to IDLE.

Raise the hook and flaps and select wing−sweep BOMB while

3. When commencing penetration, initiate a standard

allowing the aircraft to roll aft. Apply brakes on signal. Flaps

descent:

250 knots,

4,000 fpm, speedbrakes as

retraction requires approximately 7 seconds. When the flaps

required.

are fully retracted the wings will sweep aft. Engage

nosewheel steering and taxi forward on the come−ahead

signal. If the wings sweep aft to 55_, auxiliary and main flap

retraction has been verified and full−aft wing sweep may be

selected using the emergency handle. The RIO should

If a gear and/or flaps down penetration is reĆ

monitor wing−sweep position while taxiing. Oversweep

quired, ensure that the wings are programmed

should be selected prior to final spot and shutdown. The

forward of 22° prior to lowering flaps. If flaps are

engines should remain running until the cut signal is given by

lowered with wings swept aft of 22_, auxiliary

the plane director. If at any time during this phase of

flap extension will be inhibited resulting in rapid

operations a brake failure occurs, pull the parking brake. If

nosedown pitch rates.

the aircraft continues to roll, drop the hook, advise the tower,

4. Radar and barometric altimeters shall be cross−

and signal for chocks to be installed. Use nosewheel steering

checked continuously when below 5,000 feet.

to ensure that the aircraft remains on the deck. Do not

unstrap, dearm the ejection seat, or leave the cockpit until

8.5.10

Platform

tiedowns have been installed.

At 20 miles passing through 5,000 feet, aircraft descent

Note

shall be slowed to 2,000 fpm. At this point, a mandatory,

unacknowledged voice report will be broadcast by each pilot.

Aircrew shall inform tower in the event of RATS

The aircraft side number will be given and platform" will be

failure on landing.

reported. Continue descent to 1,200 feet.

8.5.8

Carrier−Controlled Approaches

8.5.11

Ten−Mile DME Fix

Should these procedures conflict with the applicable

CV Air Operations manual, the latter shall govern. Detailed

1. Commence transition to landing configuration,

pilot−controller voice procedures must be established in

unless otherwise directed by CCA, maintaining

accordance with each ship’s CCA doctrine. Figure 8Ć4 shows

1,200 feet.

a typical carrier−controlled approach. Mode I, mode IA, and

2. Gear and flaps shall be down by 8 miles.

mode II ACLS approaches are described in Chapter 17,

Automatic Carrier Landing System. Aircrew should have a

3. Complete the landing checklist. Check anti−ice,

thorough understanding of this chapter and the DFCS and

lights, and rain removal, as required.

APC portions of Chapter 2 prior to attempting a coupled

ACLS approach.

8.5.12

Six−Mile DME Fix

8.5.9

Hold Phase

For a precision radar approach, maintain 1,200 feet

at approach speed until intercepting the glidepath at 3 to

Five minutes before penetration, defogging shall be

3.25 miles, unless otherwise directed.

actuated and maximum comfortable interior temperature

will be maintained to prevent possible fogging or icing on the

For an air surveillance radar approach, a gradual

windshield and canopy.

descent of 600 fpm can be commenced departing the 6−mile

DME fix. Maintain 600 feet until the aircraft intercepts the

Note

center of the glideslope at 1¼ to 1½ miles on a 3.5° slope.

Commence a descent of 500 to 700 fpm, using the following

Fuel dump is accomplished by gravity flow and

checkpoints:

its effectiveness is reduced during the peneĆ

tration descent. Fuel dump, if required, should be

1. 1 mile  460 feet.

planned accordingly for the level leg.

2. ¾ mile  360 feet.

1. Before descent, check shoulder harness handle

3. ½ mile  260 feet.

locked, set lights as directed by existing weather,

and lower arresting hook.

ORIGINAL

8−10

NAVAIR 01−F14AAD−1

8.5.13

Meatball Contact

8.7

NIGHT FLYING

When transitioning to a visual approach (at approxiĆ

Night carrier operations will have a much slower

mately ¾ of a mile), make a report call with the following

tempo than daylight operations and it is the pilot’s responsiĆ

information: side number, TOMCAT, meatball or Clara (no

bility to maintain this tempo. Normal day carrier operations

meatball), fuel state, and type pass. The LSO will acknowlĆ

shall be used except as modified below.

edge, and instructions from the final controller will cease.

8.7.1

Briefing

Pilots are cautioned against premature contact reports and

transition to visual glideslope during night recoveries when

Before initial night flight operations, all pilots should

visibility permits sighting the ship beyond 2 to 3 miles. The

receive an additional briefing from the following persons:

height and dimension of the entire lens or mirror optical beam

1. Flight deck officer

at 1¼ miles is over 200 feet and the true center cannot be

distinguished. This, coupled with the relatively short length

2. Catapult officer

of the runway lights, will give the pilot the illusion of being

3. Arresting gear officer

high when, in fact, the aircraft may be well below optimum

glideslope. An additional advantage of delaying the meatball

4. LSO

report

(even though the ball is in sight) is that the final

5. CATCC.

controller will continue lineup instructions that can greatly

assist the pilot in establishing satisfactory lineup. Use the

Individual flight briefings will include all applicable

vertical velocity indicator to set up a rate of descent of 500

items outlined above, with particular emphasis on weather

to 700 fpm. The AN/ARA−63 instrument landing system

and bingo fuel.

(ILS) is an excellent aid during the approach and should be

8.7.2

Preflight

used whenever possible. ILS glideslope azimuth and elevaĆ

tion signals are provided as command fly to" indications and

In addition to normal cockpit preflight, ensure that

are displayed via the VDI and/or the HUD in the TLN mode.

external light switches are properly positioned for poststart

8.6

WAVEOFF AND BOLTER

light check. Install night filters on applicable cockpit

displays.

In the event of a waveoff or bolter, climb straight ahead

8.7.3

Poststart

to 1,200 feet and maintain 150 knots. When directed by CCA,

initiate a level turn to the downwind leg reporting abeam with

Adjust cockpit light to desired brightness. When ready

fuel state. (If no instructions are received within 2 minutes or

for taxi, indicate with appropriate signal.

4 miles DME, attempt radio contact; if unable, assume

communications failure and initiate the downwind turn to the

8.7.4

Taxi

reciprocal of final bearing reporting abeam with fuel state.

Night deck−handling operations are of necessity slower

If no acknowledgment is received, start a turn at 4 miles

than those used during the day. When a doubt arises as to the

or 2 minutes to intercept final bearing.) A 20° bank angle at

meaning of a signal from a taxi director, stop.

150 knots on the upwind turn establishes the aircraft at the

desired 2 miles abeam on the downwind leg.

8.7.5

Catapult Hookup (Night)

CATCC clears the aircraft to turn inbound to intercept

Procedures for aircraft catapult hookup at night are

final bearing. A level, on−speed approach turn of 18° to 22°

identical to those used during day operations. However, it is

bank angle from the normal downwind position allows the

difficult to determine your speed or degree of motion over

aircraft to properly intercept final bearings at a minimum of

the deck. The pilot must rely upon, and follow closely, the

3 miles aft of the ship. Traffic spacing ahead may require that

plane director’s signals.

the aircraft continue on downwind leg well past the normal

8.7.6

Catapult Launch

abeam position before being directed to turn to final bearing.

No attempt should be made to establish visual contact with

On turnup signal from the catapult officer ensure

the ship when executing a CCA until the final approach turn

throttles in MIL and check all instruments. When ready for

has been executed.

launch, place external light master switch ON (bright and

steady). After launch, establish an 8° to 10_ pitch attitude,

Note

cross−checking instruments to ensure a positive rate of climb.

The radar beacon

(AN/APN−154) should be

Retract the landing gear. An altitude of 500 feet is considered

turned off as soon as practicable after landing to

to be minimum altitude for retraction of flaps.

avoid causing interference with AN/SPN−42

control of other aircraft in the pattern.

ORIGINAL

8−12

NAVAIR 01−F14AAD−1

When well established in a climb, switch lights to flashing or

as applicable for an instrument climbout. The standby

indicator should be used in the event of a primary display(s)

malfunction.

If the aircraft is down after the go signal is given,

transmit the words Suspend, Suspend"; howĆ

ever, the flightcrew should be prepared for

the catapult stroke and to perform emergency

procedures if required.

If wings sweep back inadvertently, close attenĆ

tion should be paid to maintaining positive rates

of climb. The loss of lift incurred by premature

wing sweep aft can result in significantly deĆ

creased rates of climb, with very little change in

pitch attitude and trim requirements.

D If the aircraft is down prior to it being pushed

8.7.7

Catapult Abort Procedures (Night)

or pulled back for release from the holdback

fitting and when directed by the catapult

The pilot no−go signal for night launches will be to not

launching officer, the launch bar shall be

turn on the exterior lights, and to transmit on the land/launch

raised by the LAUNCH BAR ABORT switch.

frequency the aircraft side number, the catapult the aircraft

is on, and the words Suspend, Suspend." After the catapult

D Unkneeling the nosegear while the launch bar

is untensioned, the catapult officer will signal to raise the

is in the catapult track or shuttle will damage

launch bar. The pilot shall ensure that the throttles are seated

the launch bar linkage and bungees. The pilot

in the catapult detent or throttle friction is full forward before

should unkneel the aircraft only when sure

raising the launch bar with the LAUNCH BAR ABORT

that the launch bar is free to rise and upon sigĆ

switch. When the launch bar is clear of the shuttle, the

nal from the catapult officer or taxi director.

catapult officer will move the shuttle forward of the aircraft

8.7.8

Arrested Landing and Exit From

launch bar. At this point the aircraft is no longer in danger of

Landing Area (Night)

being launched. The catapult officer will signal the pilot to

lower the launch bar and then step in front of the aircraft and

During approach, all lights shall be on bright and

signal the pilot to throttle back.

steady. At the end of arrestment rollout, turn off external

lights and follow the director’s signals while effecting the

normal aircraft cleanup procedures.

8−13 (Reverse Blank)

ORIGINAL

NAVAIR 01−F14AAD−1

CHAPTER 9

Special Procedures

9.1

IN−FLIGHT REFUELING PROCEDURES

5. REFUEL PROBE switch  As Desired (transition

light OFF).

Note

6. Wing−sweep switch  MAN/wing−sweep angle 

Before commencing in−flight refueling operaĆ

As Desired.

tions, each flight crewmember shall become

familiar with the NATOPS Air Refueling Manual,

7. Visors  Recommended Down.

NAVAIR 00−80T−110, and in−flight refueling sysĆ

tem description.

9.1.1

In−Flight Refueling Controls

Regardless of fuel management panel switch positionĆ

To prevent fuel fumes from entering the cockpit

ing, at low fuel states the initial resupply of fuel is discharged

through the environmental control system (ECS)

into the left− and right−wing box tanks. Thereafter distribuĆ

because of possible fuel spills during in−flight reĆ

tion of the fuel to the forward, aft, wing, and external tanks

fueling, select AIR SOURCE pushbutton L ENG.

is controlled by the WING/EXT TRANS switch position.

The split refueling system to the left and right engine feed

9.1.3

In−Flight Refueling Techniques

group provides for a relatively balanced center of gravity

Note

condition during refueling. Selective refueling of the fuseĆ

lage or all fuel tanks is provided on the REFUEL PROBE

The following procedures, as applied to tanker

switch with the probe extended. In the FUS/EXTD position,

operation, refer to single−drogue tanker only.

normal fuel transfer and feed is unaltered. This position is

used for practice plugins, fuselage only refueling, or return

Refueling altitudes and airspeeds are dictated by

flight with a damaged air−refueling probe. The ALL/EXTD

receiver and/or tanker characteristics and operational needs,

shuts off wing and external tank transfer to permit the

consistent with the tanker’s performance and refueling capaĆ

refueling of all tanks. The REFUELING PROBE switch

bilities. This covers a practical spectrum from the deck to

circuit uses essential dc No. 2 power to control operation of

35,000 feet, 170 to 300 knots, and wing−sweep angles of

the probe actuator through redundant−extend solenoids and

20° to 68°. Optimum airspeed and wing−sweep position is

a single−retract solenoid.

240 knots and approximately 40° wing−sweep. This configuĆ

ration increases aircraft angle of attack enough to lower the

9.1.2

In−Flight Refueling Checklist

receiver’s vertical tails below the tanker’s jetwash and

decreases bow wave effect. SAS−off tanking can most easily

The in−flight refueling checklist shall be completed

be performed at 200 KCAS with 40° of wing−sweep.

before plug−in.

9.1.3.1

Approach

1. RDR switch  STBY.

Once cleared to commence an approach and with refuelĆ

2. Arming switches  SAFE.

ing checklists completed, assume a position 5 to 10 feet in trail

of the drogue with the refueling probe in line in both the horiĆ

3. DUMP switch  OFF.

zontal and vertical reference planes. Trim the aircraft in this

4. AIR SOURCE pushbutton  L ENG.

9−1

ORIGINAL

NAVAIR 01−F14AAD−1

stabilized approach position and ensure that the tanker’s

evident in the refueling hose. The tanker’s drogue and hose

(amber) ready light is illuminated before attempting an

must be pushed forward 3 to 5 feet by the receiver probe

approach. Select a reference point on the tanker as a primary

before fuel transfer can be effected. This advanced position

alignment guide during the approach phase; secondarily, rely

is evident by the tanker’s amber ready light going out and the

on peripheral vision of the drogue and hose and supplementaĆ

green fuel transfer light coming on. While plugged in, merely

ry remarks by the RIO. Increase power to establish an

fly a close tail−chase formation on the tanker. Although this

optimum 3 to 5−knot closure rate on the drogue. It must be

tucked−in condition restricts the tanker’s maneuverability,

emphasized that an excessive closure rate will cause a violent

gradual changes involving heading, altitude, and/or airspeed

hose whip following contact and/or will increase the danger

may be made. The precise flying imposed on both the tanker

of structural damage to the aircraft; too slow a closure rate

and receiver pilots requires a lot of heads down" time, yet

results in the pilot fencing with the drogue as it oscillates in

a sharp lookout doctrine must be maintained. This is the

close proximity to the aircraft nose. During the final phase of

receiver RIO’s primary responsibility.

the approach, the drogue has a tendency to move slightly

upward and to the right as it passes the nose of the receiver

9.1.3.4

Disengagement

aircraft because of the aircraft−drogue airstream interaction.

Disengagement from a successful contact is accomĆ

Small corrections in the approach phase are acceptable.

plished by reducing power and backing out at a 3 to 5−knot

However, if alignment is off in the final phase, it is best to

separation rate. Care should be taken to maintain the same

immediately return to the initial approach position and

relative alignment on the tanker as upon engagement. The

commence another approach, compensating for previous

receiver probe will separate from the drogue coupling when

misalignments by adjusting the reference point selected on

the hose reaches full extension.

the tanker. Small lateral corrections with a shoulder probe"

are made with the rudder, and vertical corrections with the

When clear of the drogue:

horizontal stabilizer. Avoid any corrections about the

1. REFUEL PROBE switch  RET.

longitudinal axis since they cause probe displacement in both

the lateral and vertical reference planes.

2. Probe transition light  Check Out.

3. AIR SOURCE pushbutton  BOTH ENG.

9.1.3.2

Missed Approach

4. Wing−sweep switch  AUTO.

If the receiver probe passes forward of the drogue

basket without making contact, a missed approach should be

Resume normal flight operations.

initiated immediately. Also, if the probe impinges on the

canopy−lined rim of the basket and tips it, a missed approach

9.2

FORMATION FLIGHT

should be initiated. Realization of this situation can be

The following formation descriptions are recomĆ

readily ascertained through the RIO. A missed approach is

mended guidelines for F−14 multiplane positioning.

executed by reducing power and backing to the rear at an

opening rate commensurate with the optimum 3 to 5−knot

closure rate made on an approach. By continuing an approach

past the basket, a pilot might hook the probe over the hose

and/or permit the drogue to contact the receiver aircraft

fuselage. Either of the two aforementioned hazards require

Parade formation IFR/VFR and loose cruise

more skill to calmly unravel the hose and drogue without

flight shall not be performed with the flight lead

causing further damage than to make another approach. If the

utilizing autopilot ground−track destination

initial approach position is correctly in line with the drogue,

steering because of the midair collision potential

the chance of hooking the hose is diminished as the need for

associated with inadvertent way−point steering

last−minute corrections is minimized. After executing a

selection and rapid aircraft AOB changes.

missed approach, analyze previous misalignment problems

and apply positive corrections to preclude a hazardous

9.2.1

Parade Formation

tendency to blindly stab at the drogue.

The basic parade position is either left or right echelon,

9.1.3.3

Contact

or a combination of both, as in fingertip three−plane

formation. The parade formation is used primarily for

When the receiver probe engages the basket, it will seat

multiplane maneuvering at night, in IMC, or during entry into

itself into the drogue coupling and a slight ripple will be

or exit from an airport traffic area.

ORIGINAL

9−2

NAVAIR 01−F14AAD−1

Wing sweep: 20_

2. Wingtip separation is determined by a position on

Configuration: Clean or dirty.

the bearing line where the trailing edges of the lead

aircraft’s ventral fins are aligned. At this position,

1. Line of bearing is determined by placing the upper

the trailing edge of the exhaust nozzles should apĆ

leading edge of the lead aircraft’s intake on the exĆ

pear in line to the RIO.

plosive seat warning triangle below the RIO cockpit.

3. Stepdown is determined by allowing approximately

2. Wingtip separation is determined by a position on

6 inches of the lead’s opposite engine nacelle to

the bearing line where the leading edges of the lead

show below the near engine nacelle.

aircraft’s ventral fins are aligned.

This position should provide the wingman with

approximately 12 feet of wingtip separation and 12 feet of

3. Stepdown is determined by aligning the lead’s

stepdown.

opposite engine nacelle just under the near engine

nacelle.

Slot (dash−4)

This positioning should provide the wingman with

1. Line of bearing is determined by lining up on the

approximately 5 feet of wingtip separation and 10 feet of

lead aircraft’s centerline.

stepdown.

2. Approximately

20 feet of nose−to−tail separation

9.2.2

Break Formation

can be established by placing the wingman’s canopy

bow on the lead aircraft’s exhaust nozzles.

The basic break formation is either left or right

3. Approximately 25 feet of stepdown should be used.

echelon, or a combination of both as in a fingertip three−plane

This position may be cross−referenced by placing

formation. This formation is used primarily for multiplane

entry into the overhead break pattern.

the upper leading edge of dash−2’s or dash−3’s

intake on the pilot’s helmet.

Wing sweep: 68°

Configuration: Clean.

9.2.4

Cruise Formation

1. Line of bearing is determined by placing the upper

Cruise is the basic formation used for multiplane transit

leading edge of the lead aircraft’s intake on the exĆ

to or from an operating area where increased maneuverĆ

plosive seat warning triangle below the RIO cockpit.

ability is desired.

2. Wingtip separation is determined by a position on

Wing sweep: 20°

the bearing line where approximately 1 foot of the

Configuration: Clean.

forward edge of the lead’s opposite ventral fin

shows in front of the near ventral fin.

1. Line of bearing is determined by placing the upper

leading edge of the lead aircraft’s intake on the

3. Stepdown is determined by aligning the lead’s

RIO’s canopy bow.

opposite engine nacelle just under the near engine

nacelle.

2. A second line of bearing is determined by placing

the lead aircraft’s wingtip light on the forward upper

This position should provide the wingman with

UHF antenna.

approximately 15 feet of wingtip separation and 10 feet of

stepdown.

3. Wingtip separation is determined by allowing

approximately 1 foot of the lead’s opposite exhaust

9.2.3

Diamond Four−Plane Formation

nozzle to show behind the near exhaust nozzle.

The diamond is the basic four−plane formation used for

This position should provide the wingman with

entry into the overhead break or for aerial fly−bys.

approximately 64 feet of wingtip separation and 10 feet of

nose−to−tail separation.

Wing sweep: 68_

Configuration: Clean.

Right and left echelon (dash−2 and dash−3, respectively)

1. Line of bearing is determined by placing the upper

leading edge of the lead aircraft’s intake on the

pilot’s helmet.

9−3

ORIGINAL

NAVAIR 01−F14AAD−1

9.2.5

Aircraft Lighting During Night

deck personnel. Tow aircraft holds this position

Formation Flight

until released by catapult director.

The lead aircraft anticollision lights will normally be

When signaled to do so, banner crew lays banner on

off during night formation flight in parade. However the

flight deck

45 feet starboard of waist catapult

possibility exists that the wing aircraft can inadvertently

centerline and 10 feet aft of unit horizontal stabilaĆ

stray into a position aft of the normal bearing where only a

tor, with banner bar perpendicular to the catapult

single white tail light on lead is visible. In this position,

centerline.

serious misjudgment of separation and closure rate can occur.

To prevent this, lead aircraft anticollision lights should be on

Banner crew sequentially positions nylon towline

when the wing aircraft is not in normal parade and mission

bundle lengthwise and parallel to catapult track in

requirements permit.

position in front of banner. Nylon towline, with preĆ

pared end facing banner buckle, is attached to banĆ

9.3

BANNER TOWING

ner using swivel and connecting link. Steel cable

leader (75 feet of ³/₁₆−inch diameter) is attached to

9.3.1

Ground Procedures

forward end of nylon towline bundle using connectĆ

The following procedures are provided for guidance.

ing link.

Local course rules may dictate modification of these steps:

Banner crew then unrolls leader forward, down

When tower clearance onto the duty runway has

angle deck and parallel to catapult track to prevent

been received, tow aircraft taxis to position as diĆ

entanglement and kinks. The forward end of leader

rected by tow hookup crew. Tow aircraft holds this

is brought back and laid on deck near the aircraft’s

position until released by tow hookup crew. Escort

right main landing gear. Forward end of leader has

aircraft maintains position on taxiway at approach

Mk 8 Mod 0 target release ring attached to it.

end of runway.

Upon clearance from catapult officer, banner crewĆ

When signaled to do so by tow hookup crew, tow airĆ

member crawls underneath aircraft with leader in

craft proceeds to taxi down runway.

hand, just aft of right ventral fin, and attaches Mk 8

Upon receipt of visual taxi signal from tow hookup

Mod 0 target release ring to banner tow adapter.

crew to slow down, escort aircraft relays this signal

Upon appropriate signals from the flight deck direcĆ

to tow aircraft via UHF radio.

tor, the pilot lowers hook to assure proper detachĆ

ment of target release ring and then raises the hook.

Upon receipt of visual taxi signal from tow hookup

The banner crewmember will then reattach target

crew to stop, escort aircraft relays this signal to tow

release ring.

aircraft via UHF radio.

Upon receipt of signal from tow hookup crew that

After hookup, the banner crewmember exits from

tow hookup is complete, escort aircraft requests tow

beneath aircraft at same place he entered. He then

aircraft to take up slack.

walks toward island and gives thumbs up signal to

catapult officer. The banner, towline, and leader are

Tow aircraft proceeds to taxi down the runway.

now ready for launch.

When banner moves forward onto runway, escort

9.3.3

Flight Procedures

aircraft transmits, Tow aircraft hold, good banner,"

and taxis onto runway abeam banner for takeoff.

Flight tests have demonstrated no significant degradaĆ

tion of aircraft performance and handling characteristics

When ready, tow aircraft transmits, Tower, Lizard

when towing a banner.

616 for banner takeoff, escort to follow banner."

After banner becomes airborne, escort aircraft comĆ

mences takeoff roll.

9.3.2

Shipboard Procedures

Angle of bank should be limited to 30_ or less to

preclude contact between the tow cable and

The following procedures are provided for guidance.

afterburner nozzle.

Local rules may dictate modification of these steps:

1. When clearance has been received, tow aircraft taxĆ

is to the catapult shuttle in use as directed by flight

ORIGINAL

9−4

NAVAIR 01−F14AAD−1

Note

9.3.3.2

Cruise/Pattern

Depending on the airspeed of the tow aircraft, the

No special pilot techniques are required when towing

banner will normally hang 200 to 400 feet below

a banner. En route cruising speeds of 180 to 220 KIAS will

the tow aircraft’s altitude.

provide adequate energy for mild maneuvering while

minimizing banner fray. If a low−pattern airspeed is desired,

Refer to Chapter 4 for banner towing restrictions.

extend flaps/slats if necessary to maintain AOA at or below

9.3.3.1

Takeoff

12 units. The tow aircraft must call all turns to allow the chase

aircraft to position itself on the outside of the turn.

Normal takeoff procedures, including rotation speeds

and techniques, are suitable for takeoff with the banner.

If the banner is shot off or falls off in flight, the

remaining cable should be dropped in the gunnery area or in

D Takeoff ground roll with banner can be estiĆ

a confirmed clear area. After the cable is released, a chase

mated by adding a factor of 10 percent to basic

aircraft should join to verify that the cable has been dropped.

aircraft takeoff performance. If aircraft lift−

off will not occur prior to crossing the long−

field arresting gear, the gear must be removed

to preclude the banner being torn off.

D If the crosswind component is in excess of

Without the banner, any remaining cable will

10 knots, the takeoff roll should be made on

the upwind side of the runway to prevent the

flail unpredictably. The chase should approach

the tow aircraft from abeam, avoiding a cone−

banner from striking the runway lights on

the downwind side of the runway.

shaped area defined by the tow’s 4− to 8−o’clock

positions.

Note

9.3.3.3

Descent

Adequate clearance exists to prevent contact beĆ

Airspeeds of 160 to 220 KIAS should be used for

tween the tow cable and speedbrakes during

descent. Flaps and slats may be utilized to increase the rate

ground operation. If takeoff is aborted, basic

of descent as desired.

emergency procedures are applicable. The tow

cable will be released when the tailhook is

lowered.

After lift−off, continue rotation to 15° (maximum of

20_), while raising the landing gear. Do not exceed 17 units

AOA. Climb out at 180 to 200 KIAS until the flaps are up,

Speedbrakes should not be used while towing

then continue climb at 200 to 220 KIAS.

since limited clearance exists between the cable

and speedbrakes during extension and retraction

Note

in flight.

D Avoid use of afterburner to prevent damage to

9.3.3.4

Banner Drop

tow cable.

The tow aircraft should extend its flaps and reduce

D Tow airspeeds in excess of 220 KIAS will reĆ

airspeed (140 to 160 KIAS, 12 units AOA maximum) for the

sult in excessive banner fraying.

drop. The banner should be dropped in wings−level flight at

a minimum aircraft altitude of 1,000 feet AGL. The chase

For shipboard operations, after lift−off, rotate to 15°

aircraft should ensure adequate clearance exists between the

(20° maximum) not to exceed 17 units AOA while raising

banner and ground obstacles during approach to the drop

the gear and flaps. Prior clearance must be received from the

zone and provide calls to assist in lineup. Release is normally

tower for an unrestricted climb. Maintain heading until the

called by the tower when the banner is over the center of the

banner is well clear of ship. Climb out at 180 to 200 KIAS until

drop zone. Release is accomplished by lowering the tailhook.

flaps are up, then continue to climb out at 200 to 220 KIAS.

In most cases, the banner will hit down range of the release

point. However high−wind conditions may require the tow

Note

aircraft to adjust the release point to avoid downwind travel

The maximum aircraft gross weight for a shipĆ

of the banner. Following banner release, the tailhook should

board banner launch is 67,000 pounds.

be raised.

9−5

ORIGINAL

NAVAIR 01−F14AAD−1

9.3.3.5

Shipboard Banner Drop

Have escort pilot confirm that banner breaks off on

ground collision, and determine length of remaining

The tow aircraft should extend its flaps and reduce

tow cable.

airspeed (140 to 160 KIAS, 12 units AOA maximum) for the

drop. The banner should be dropped in a clear area in

wings−level flight at a minimum altitude of 1,000 feet MSL.

If a clear area is not available, the banner should be dropped

approximately

1 nm abeam the port side of the carrier.

Release is called by the air officer when the banner is over

The escort pilot must remain well clear of

the drop zone. Banner release is accomplished by lowering

the remaining cable. The last 25 percent of the

the tailhook.

remaining cable will flail unpredictably.

If 100 feet or greater of remaining tow cable length is

confirmed by escort pilot, plan to touch down 1,000 to

1,500 feet long, runway length permitting.

When the tailhook is lowered for banner release,

ensure that the balance ball is centered or slightly

right (left yaw). If any right yaw is present, tow

cable/tailhook entanglement is possible.

Every effort must be made by the tow pilot not to

9.3.3.6

Banner Release Failure

drag the remaining tow cable across lines,

fences, or other obstacles because of property

If the arresting hook fails to extend, the banner cannot

damage that will result.

be released. In this case, the following procedure is

recommended:

Note

1. In gunnery range (or other cleared area) descend to

The long touchdown should be carefully planned

low altitude, extend flaps, slow to 140 to 160 KIAS,

because long−field arrestment is impossible.

12 units AOA maximum and descend to 100 to 200 feet

AGL. This will drag banner off on ground (or water).

ORIGINAL

9−6

NAVAIR 01−F14AAD−1

9.4

FUEL MANAGEMENT SYSTEM OPERATIONAL CHECK

The following fuel management system operational check can be used by flightcrews to perform a check of the fuel

transfer system, including FUEL FEED switch, WING/EXT TRANS switch, sump tank interconnect valve, fuselage motive

flow isolation valves, low−level thermistors, and box−beam vent valves. In addition, the procedure tests for proper functioning

of the automatic electrical controls in the fuel feed system. The final four procedures (steps 5 through 8) can best be performed

in a shore−based environment where minimum fuel on deck requirements are not as restrictive.

PROCEDURES

COMMENTS

Initial conditions:

Ensure 4,500 pounds on tapes for operation of

FEED switch.

FWD/R & AFT/L  3,000 pounds (approximately)

L & R FEED 1,500 to 1,750 pounds (full)

L/R WINGS  Empty (0 to 200 pounds)

TOTAL  6,000 pounds (approximately)

WING/EXT TRANS switch  OFF.

Switch should not move until automatic inter−

connect occurs. Verifies proper automatic electrical

operation.

FUEL FEED switch  FWD/R

Verifies sump tank interconnect valve open via

Monitor 500−pound split, AFT/L high.

manual operation and aft fuselage motive flow

valve shut off.

FUEL FEED switch  AFT/L

Same as step 2 except forward fuselage motive

Monitor 500−pound split, FWD/R high.

flow valve shut off.

FUEL FEED switch  NORM

Verifies system returns to isolated mode with

Verify FWD/R high split remains constant.

no leaks.

Monitor WING/EXT TRANS switch returns to AUTO.

Verifies cell No. 2 or 5 low−level thermistor’s proper

AFT/L  1,700 ± 200 pounds, or

operation to trigger automatic interconnect function.

FWD/R  2,100 ± 200 pounds.

Monitor tapes/feeds for system balancing.

Verifies sump tank interconnect valve opens via

automatic operation and L/R box−beam vent

Note

valves open. Verifies proper operation of

Balancing normally begins 6 to 9 minutes

FWD/AFT motive systems.

after WING/EXT TRANS switch returns to

AUTO.

After landing, run both engines with matched throttles

Verifies proper operation of cell Nos. 2 and 5,

until R and L FUEL LOW lights Illuminate. Verify:

and left box−beam and right box−beam

low−level thermistors.

R FUEL LOW at L FEED  1,000 ± 200 pounds,

L FUEL LOW at R FEED  1,000 ± 200 pounds.

Shut down left engine and pull L FUEL SHUTOFF

Verifies sump tank interconnect valve remains

handle. Continue to run right engine to verify continued

open via right side motive flow pressure.

L FEED quantity decrease. Then shut down right

This verifies proper operation of motive flow

engine.

isolation valve.

9−7 (Reverse Blank)

CHANGE 1

NAVAIR 01−F14AAD−1

CHAPTER 10

Functional Checkflight Procedures

10.1 FUNCTIONAL CHECKFLIGHTS

Functional checkflights will be performed when

directed by, and in accordance with, OPNAVINST 4790.2

series and the directions of NAVAIRSYSCOM type comĆ

manders, or other appropriate authority. Functional checkĆ

flight requirements and applicable minimums are described

below. Functional checkflight checklists are promulgated

separately.

10.2 CHECKFLIGHT PROCEDURES

A flight profile has been established for each checkĆ

flight condition and is identified by the letter corresponding

to the purpose for which the checkflight is being flown (A,

B, C, as shown in Figure 10−1). The applicable letter identifyĆ

ing the profile precedes each item in the functional checkĆ

flight checklist

(NAVAIR 01−F14AAD−1F). PostmainteĆ

nance checkflight procedures are specific and are to be

performed in conjunction with normal NATOPS operating

procedures (Part III). Checkflight personnel shall familiarize

themselves with the profile requirements before each flight.

A daily inspection is required before each checkflight. An

aircraft is considered high gross weight for profile purposes

if over 56,000 pounds total weight. Aircrew shall be cogniĆ

zant of the aircraft’s configuration and the cumulative negaĆ

tive effects of weapons rails and external stores on aircraft

stability.

Figure 10Ć1.ĄFlight Profile

Note

valuable service to the maintenance department by carrying

Shipboard constraints can preclude completion

out this function. The quality of service provided by check

of some items on the applicable flight profile

crews reflects directly in the quality of maintenance and

checklist.

subsequently enhances flight operations. The commanding

officer shall ensure that thoroughness, professionalism, and

10.2.1

General Conduct

safety are observed throughout the checkflight evolution and

that check crews strictly adhere to the profile checklist.

Thorough, professional checkflights are a vital part of

Safety is a primary consideration during all checkflights.

the squadron maintenance effort. Check crews perform a

longwordwithnobreak.

10−1

ORIGINAL

NAVAIR 01−F14AAD−1

PROFILE

10.3

FUNCTIONAL CHECKFLIGHT PROCEDURES (PILOT)

10.3.1

Prestart

ABC

1. Fuel quantity and distribution. Check for proper fuel quantities in each system. Left tape 6,200

pounds maximum, right tape 6,600 pounds maximum, wings approximately 2,000 pounds

each, and the external tanks approximately 1,800 pounds. Check total quantity.

Left

Right

FEED

FUS

WING

EXT

TOTAL

ICS.

a. Normal.

b. Backup.

c. Emergency.

Refuel probe.

a. Extend (with handpump).

b. Retract (with handpump).

OXYGEN SUPPLY valve Ċ ON.

Backup oxygen Ċ Check.

Seat adjustment Ċ Check.

Canopy rigging.

a. Both cockpit handles in same position during operation.

b. BOOST not required to close.

10.3.2

Start

ABC

ENG CRANK switch Ċ L (left engine).

a. Observe AUX and PARK brake pressure rise. Observe combined hydraulic system pressure

rise.

b. Press left rudder pedal fully forward until rudder stop is contacted. Rudder display pointer L

and R shall read 30 deg +/− 3.5 deg and be within 2 deg of each other.

c. Verify proper rudder operation through at least five cycles and confirm both rudders return to

neutral when commanded.

If hydraulic lines are crossed, the rudder will remain hardover.

ORIGINAL

10−2

NAVAIR 01−F14AAD−1

PROFILE

ABC

9. ENG CRANK switch Ċ OFF.

ABC

10. ENG CRANK switch Ċ R (right engine).

a. Observe flight hydraulic system pressure rise.

b. Press right rudder pedal fully forward until rudder stop is contacted. Rudder display pointer L

and R shall read 30 deg +/− 3.5 deg and be within 2 deg of each other.

c. Verify proper rudder operation through at least five cycles and confirm both rudders return to

neutral when commanded.

If hydraulic lines are crossed, the rudder will remain hardover.

ABC

11. ENG CRANK switch Ċ OFF.

Note

Plane captain will bleed FLT and COMB HYD

systems during steps 8 and 10.

ABC

12. EMERG FLT HYD switch Ċ CYCLE.

a. EMERG FLT HYD switch Ċ LOW.

Check that ON flag is displayed in EMER FLT LOW hydraulic pressure window. Verify control

over horizontal tail and rudder control surfaces as viewed on flight control surface position

indicator.

b. EMERG FLT HYD switch Ċ HIGH.

Check that ON flag is displayed in EMER FLT HI hydraulic pressure window. Verify control

over horizontal tail and rudder control surfaces and higher surface deflection rate as viewed on

flight control surface position indicator.

c. EMERG FLT HYD switch Ċ AUTO (LOW).

Check that OFF flags are displayed in both EMER FLT HI and LOW hydraulic pressure

windows.

Combined and brake accumulators should be charged

prior to backup module checks. Checks should be

made slowly enough to ensure continuous ON indicaĆ

tion in the hydraulic pressure indicator.

ABC

13. BACKUP IGNITION Ċ ON.

Note

With weight on wheels and BACK UP IGNITION

switch ON, main high−energy ignition is disabled.

ABC

14. ENG CRANK switch Ċ R (Right engine).

Place the crank switch to the R position where the switch is solenoid held until automatically

released to the neutral (OFF) position at the starter cutout speed of 45−percent rpm. Manual

deselect of the switch to the OFF position will interrupt the crank mode at any point in the start

cycle. Oil pressure and flight hydraulic pressure rise will become evident at 10−percent rpm.

10−3

ORIGINAL

NAVAIR 01−F14AAD−1

PROFILE

Note

When using wells system air for engine start, manual

deselection of starter crank switch may be required.

ABC

15. Right throttle Ċ IDLE (20−percent rpm)

Attempting a ground start at lower engine rotor speeds

will aggravate hot−start tendencies. Exceeding 890_C

EGT constitutes a hot start. Advance the throttle from

OFF to IDLE when the rotor speed exceeds 20 percent

rpm; this action automatically actuates the ignition

system. An immediate indication of fuel flow (300 to

350 pph) will be exhibited and light−off (EGT rise)

should be achieved within 5 seconds, but no more than

20 seconds. The rapid rise in EGT should be carefully

monitored for overtemperature tendencies. Peak startĆ

ing temperatures will be achieved in the 40 to 50 perĆ

cent rpm range when, after a slight hesitation, a reducĆ

tion will return the EGT to the nominal 350 to 650_C

level. During the initial starting phase, the nozzle

should expand to a full−open position indication of

100%.

If an idle crossbleed start is attempted with high residĆ

ual EGT (after hot start) and/or throttle is advanced

from OFF to IDLE prior to 20 percent rpm, higher than

normal EGT readings may occur. If the EGT appears

to be rising abnormally, increasing the supply engine

to 80 percent rpm may yield a normal start temperature.

Note

If the engine has been shut down within the past

60Ăminutes, monitor it closely for a hot/hung start. If

the start is aborted because of a hot start (EGT above

890_ C), motor the engine until the EGT is less than

250_ C.

Loss of electrical power may result in smoke entering

the cockpit via the ECS.

ABC

16.

Right engine instrument readings.

a. RPM Ċ 62 to 78−percent.

b. EGT Ċ 350 to 650_C (nominal).

c. FF Ċ 950 to 1,400 pph (nominal).

d. NOZ position Ċ 100% (open).

e. OIL Ċ 25 to 35 psi (nominal) (15 psi minimum, 65 psi maximum for one minute on a cold day

start).

f. FLT HYD Ċ 3,000 psi.

ORIGINAL

10−4

NAVAIR 01−F14AAD−1

PROFILE

ABC

17. External power Ċ Disconnect.

Removal of ground electrical power causes the right generator to supply power to the right and

left main electrical buses.

18. Tailhook Ċ EMERG DOWN.

Check the mechanical release of the tailhook uplock without combined hydraulic power.

ABC

19. ENG CRANK switch Ċ L (left engine).

When combined hydraulic pressure reaches 3,000 psi, return switch to neutral (center) position.

ABC

20. HYD TRANSFER PUMP switch Ċ NORMAL.

Hydraulic transfer pump will operate from flight side to maintain the combined side between 2,400

to 2,600 psi.

If the transfer pump does not pressurize the combined

system within

5 seconds, immediately set HYD

TRANSFER PUMP switch to SHUTOFF.

ABC

21.

ENG CRANK switch Ċ OFF and check BI−DI.

Verify hydraulic transfer pump pressure operation with slight rudder inputs.

ABC

22.

HYD TRANSFER PUMP switch Ċ SHUT OFF.

ABC

23.

Repeat steps 14, 15, and 16 for left engine.

ABC

24.

BACK UP IGNITION switch Ċ OFF.

ABC

25.

Starter air Ċ Disconnect

ABC

26.

ECS

a. AIR SOURCE pushbuttons Ċ L ENG, R ENG, OFF, BOTH ENG. There should be no excessive

interruption in cockpit airflow with single−engine air source changes. Selection of OFF should

stop airflow and BOTH ENG should provide greatest airflow.

b. TEMP mode selector switch Ċ Check MAN−AUTO. Cockpit temperature control and flow

should be checked in both MAN and AUTO modes to ensure proper temperature control.

ABC

27.

Right throttle Ċ OFF then immediately to IDLE.

Observe rpm decrease, then rise to IDLE rpm.

Note

Failure of the engine to relight above 59−percent rpm

indicates a failure of the N₂ deceleration auto−relight

logic.

ABC

28.

Left throttle Ċ OFF, then immediately to IDLE.

Observe rpm decrease, then rise to idle rpm.

Note

Failure of the engine to relight above 59−percent rpm

indicates a failure of the N₂ deceleration auto−relight

logic.

10−5

ORIGINAL

NAVAIR 01−F14AAD−1

PROFILE

ABC

29. HYD TRANSFER PUMP switch Ċ NORMAL.

ABC

30. Restore normal tailhook and raise.

ABC

31. Ground safety pins Ċ Remove and stow.

ABC

32. Idle engine instrument readings.

Left

Right

Nominal

NOZ position

100% open

OIL (psi)

25 to 65 (15 minimum)

RPM (%)

62 to 78

EGT (_C)

350 to 650

FF (pph)

950 to 1,400

ABC

33. OBOGS MASTER switch Ċ ON.

Ensure ECS service air is available to OBOGS prior to

selecting the OBOGS MASTER switch ON.

10.3.3

Poststart

ABC

34.

MASTER TEST switch Ċ EMERG GEN.

The DFCS caution/advisory lights may be illuminated prior to selection of EMERG GEN on the

MASTER TEST panel. These lights should extinguish with a MASTER RESET with the possible

exception of the FCS CAUTION light due to IMU/INS alignment (PQVM fault). Subsequent

selection of EMERG GEN with the MASTER TEST switch may or may not illuminate DFCS

caution lights. Following a good emergency generator check, (green ‘GO’ light) ensure that all

lights clear with a MASTER RESET prior to deselecting the emergency generator. When the

emergency generator is deselected, the resultant power interruption should cause the DFCS flight

control computers to self−isolate due to voltage monitoring resulting in illumination of all the

DFCS caution/advisory lights listed below. These lights will remain on when normal voltage is

regained, requiring a MASTER RESET to re−engage the DFCS flight control computers. The

STAB AUG switches are mechanically held and should remain engaged during this test.

DFCS caution/advisory lights:

a. PITCH SAS

b. ROLL DGR

c. YAW DGR

d. FCS CAUTION

e. ARI DGR

f. ARI/SAS OUT

g. HZ TAIL AUTH

h. RUDDER AUTH

i. SPOILERS

j. AUTO PILOT

k. MACH TRIM.

CHANGE 2

10−6

NAVAIR 01−F14AAD−1

PROFILE

ABC

35. AFTC Ċ Check.

a. L ENG MODE switch Ċ SEC.

L ENG SEC light illuminates; left NOZ position indicator pointer is below zero.

b. L ENG MODE switch Ċ PRI.

L ENG SEC light goes out; NOZ position indicator to 100 percent.

c. R ENG select switch Ċ SEC.

R ENG SEC light illuminates; right NOZ position indicator pointer is below zero.

d. R ENG select switch Ċ PRI.

R ENG SEC light goes out; NOZ position indicator to 100−percent.

Selecting secondary

(SEC) mode closes exhaust

nozzles, increasing exhaust nozzle jet wake hazard.

Note

D Performing AFTC check during OBC inhibits AICS

ramps from programming. Ramps must be reset before

another OBC can be performed.

D NOZ position indication is lost in SEC mode.

ABC

36.

MASTER TEST switch Ċ WG SWP.

Wing−sweep mode switch must be in AUTO.

Wing−sweep program index moves from 20_ to 44_ and back to 20_. The following lights

illuminate at start of test and are out at test completion (approximately 25 seconds): WING

SWEEP, FLAP, CADC, and REDUCE SPEED.

Note

D During the wing−sweep preflight test, both altimeters

may fluctuate momentarily.

D The WING SWEEP advisory light illuminates 3 secĆ

onds after the test starts, then goes out and illuminates

again 8 seconds into the test.

D The WING SWEEP, FLAP, CADC, and REDUCE

SPEED lights are out at the end of the test. The

RUDDER AUTH, HZ TAIL AUTH, and MACH

TRIM lights illuminate for the entire test and remain

illuminated at the end of the test.

37.

UHF/VHF/JTIDS/ICS Ċ Check.

Check complete operation of throttle communications switch Ċ UHF 1, UHF 2, JTIDS, ICS.

10−7

ORIGINAL

NAVAIR 01−F14AAD−1

PROFILE

ABC

38. MASTER TEST switch Ċ OBC (AUTOPILOT switch Ċ ENGAGE).

Run at least one OBC or IBIT with the WINGS Ċ AUTO 20°, FLAPS Ċ DOWN,

ANTISKID/SPL BRK Ċ OFF, AUTOPILOT Ċ ON to fully test the system. Also run MAN DFCS

BIT via the MASTER TEST panel. Running OBC by selection of OBC via the MASTER TEST

switch will automatically run DFCS IBIT in addition to the standard OBC. Selection of DFCS BIT

via the MASTER TEST switch will run only the DFCS IBIT. When the MASTER TEST switch

is rotated to the OBC or DFCS BIT position, an IBIT ARM acronym will flash in the DCP display

indicating that a DFCS IBIT may be executed upon depression of the switch. In the IBIT ARM

mode, the AUTOPILOT switch may be engaged ON. If the INC/DEC pushbuttons are depressed

during this period, the IBIT ARM display will be removed even though the system is still in IBIT

ARM mode. When the MASTER TEST switch is depressed the display will indicate IBIT RUN

and the DFCS BIT will commence as the AFC acronym begins to flash. After the DFCS IBIT has

commenced, the AUTOPILOT switch cannot be ENGAGED ON and therefore will not be tested.

OBC commencement with nose down trim may result

in a force link disconnect when the stick hits forward

stick stop during the pitch parallel actuator checks.

Note

D An FCS CAUTION light at this point probably indiĆ

cates a PQVM fault due to a lack of pitch and roll attiĆ

tude inputs from the IMU. This fault will not affect

DFCS IBIT results and can be extinguished with a

MASTER RESET either before or after, but not during

OBC.

D At least one IBIT must be performed with the wings

at 20°, flaps extended and the autopilot engaged to

fully exercise spoiler test logic and autopilot/ACLS.

a. Pull ALPHA COMP cb RB1.

Verify LDG2 displayed in DCP under FAIL. Pulling the ALPHA COMP cb removes power

from the landing gear handle position switch #2 relay resulting in a LDG2 FAIL code.

b. OBC Ċ Initiate (coordinate with RIO and plane captain).

ORIGINAL

10−8

NAVAIR 01−F14AAD−1

PROFILE

After ramps are extended − Select RAMPS to STOW.

Verify RAMP lights go out and INLET lights illuminate.

When OBC is completed:

(1) Verify FCS CAUTION light illuminated; AOAC and AC28 displayed in DCP under IBIT.

AOAC and AC28 are detected as a result of the ALPHA COMP cb being pulled.

(2) Reset ALPHA COMP cb, both AICS cb’s, and check INLET RAMPS switches Ċ AUTO.

(3) Reinitiate complete normal OBC (AUTOPILOT switch Ċ ENGAGE). Verify DFCS IBIT

operation by flashing A/P REF legend and ACLS lights. Observe the following:

(a)

10 DFCS caution/advisory lights.

(b) Pitch trim check (slow longitudinal stick motion).

(d) Individual spoiler operation (check in mirrors).

(e) Stab & rudder actuator check (horizontal tail and rudder movement).

(f) Autopilot disengage check.

(g) Rudder pedal shaker check.

(h) DCP display LED check.

The standard DFCS IBIT will check the following in order. All DFCS caution/advisory

lights will illuminate and the ACLS and A/P REF advisories will flash upon commencement

of the test. This will be followed by slow fwd/aft motion of the stick and stab (pitch trim)

followed quick fwd/aft motion of the stab SAS actuators (no stick movement), and then rapid

fwd/aft motion of the stick and stab (pitch parallel actuator). Following the rapid stick and

stab motion the spoilers will extend individually in the order SP4R, SP3R, SP2R, SP1R,

SP1L, SP2L, SP3L, and SP4L. Pilot should verify spoiler position indicator corresponds

with spoiler deployment and note any discrepancies. This will be followed by rapid left/right

motion of the differential stabilizer SAS actuators and left/right rudder SAS actuator checks.

This will then be followed by AUTOPILOT switch disengagement, rudder pedal shakers,

and the DCP display LED check.

Attempt MASTER TEST switch Ċ DFCS BIT with ROLL SAS switch deselected.

Verify IBIT does not run.

IBIT should not run with any STAB AUG switch deselected. Deselection of the ROLL and/or

YAW SAS should result in an ARI/SAS OUT caution light. Deselection of the PITCH SAS

should not illuminate any caution lights.

Check DCP fault codes using INC/DEC pushbuttons. Record IBIT fault codes and clear FAIL

and FLT fault codes prior to takeoff.

Check the DCP fault codes FAIL/FLT/IBIT using INC/DEC pushbuttons. IBIT fault codes can

only be cleared by running another IBIT. The FAIL codes can only be cleared by resolving the

problem and depressing MASTER RESET. The FLT codes can only be cleared by simultaneous

depression of the INC/DEC buttons for 6−7 seconds and is confirmed by a single line in the DCP

display. These codes will not clear with the MASTER TEST switch in the IBIT ARM or IBIT

RUN position.

10−9

ORIGINAL

F-14D. FLIGHT MANUAL (2004) - page 7