F-14D. FLIGHT MANUAL (2004)

NAVAIR 01-F14AAP-1B

SEE IC # 32

L AND/OR R FUEL

PRESS LIGHT(S)

FUEL

AND 10 SEC

WARNING TONE

1. Both throttles .

MIL Power or Less

2. Restore aircraft to 1.0g flight.

If both lights remain on:

3. Increase positive g’s to greater than 1.0g.

4. Descend to below 25,000 feet.

5. Maintain cruise power settings or less.

6. Land as soon as possible.

D Illumination of both lights and the

warning tone may be indicative of a

total motive flow failure. Zero or

negative-g flight should be avoided.

D Complete loss of motive flow will

result in the sump tank interconnect

and the engine feed crossfeed valve

remaining in the closed position, iso-

lating the forward and aft systems.

Consequently, single-engine opera-

tion will cause fuel on the opposite

side to be unavailable.

CONTINUED

Change 3 w/ IC 33

123

NAVAIR 01-F14AAP-1B

SEE IC # 32

If one light remains on:12

3. No afterburner above 15,000 feet.

4. Fuel distribution .

Monitor

(balance if required)

5. Land as soon as practicable.

If migration occurs after balancing, as indicated by a 100

to 300 PPM increase on the inoperative side or a 100 to

300 PPM decrease on the operative side above expected

burn rate according to indicated fuel flow:

6. FUEL PRESS ADVSY CB − PULL (7F1).

Note

Pulling the FUEL PRESS ADVSY CB

will cause the engine crossfeed valve

to close and the inoperative side fuse-

lage motive flow shutoff valve to open.

This will reduce the amount of fuel

transfer from the operative side to the

inoperative side.

CONTINUED

124

Change 3 w/ IC 33

NAVAIR 01-F14AAP-1B

SEE IC # 32

Note

The L or R FUEL PRESS light and/or

warning tone will extinguish when the

FUEL PRESS ADVSY CB is pulled.

7. Maintain cruise power or less.

8. Fuel distribution − monitor (balance if required).

If the sump tank interconnect valve has

failed, selecting AFT or FWD on the FEED

SWITCH could result in fuel migration to

the inoperative side. If fuel migration

occurs after selecting AFT or FWD on the

FEED SWITCH (as indicated by a 100 to

300 PPM increase on the inoperative

side), immediately return the feed switch

to NORM.

9. Land as soon as possible.

L OR R FUEL LOW LIGHT

1. DUMP switch

OFF

2. Fuel distribution . . Check (balance if required)

(see below if one wing does not transfer)

If wing and/or external fuel remains:

3. WING/EXT TRANS . .

ORIDE

4. Land as soon as practicable.

Change 3 w/ IC 33

124a

NAVAIR 01-F14AAP-1B

SEE IC # 32

FUEL TRANSFER FAILURES

CAUTION

Wing and external fuel will not transfer

with refuel probe switch in ALL EXTD.

If probe extension required, select FUS

EXTD to enable transfer.

Note

Fuel management panel will be inop-

erative if FUEL MGT PLN cb (RC1) is

out.

1. Fuel Management Panel cb . . Check in (RC1)

If wing fuel does not transfer:

2. WING/EXT TRANS switch .

ORIDE

If one wing still does not transfer:

3. FEED switch . .

Select High

Fuselage Tape Side

If wing fuel does not decrease after 2 minutes or wing fuel

transfer is completed:

4. FEED switch

NORM

CONTINUED

124b

Change 3

NAVAIR 01-F14AAP-1B

If external tanks fail to transfer or transfer slowly:

Note

Descending below freezing level may

thaw possible frozen valves.

2. WING/EXT TRANS .

ORIDE

If fuel continues to transfer improperly or does not

transfer:

3. In-flight refueling probe .

All Extend,

Then Retract

4. Apply cyclic positive or negative g’s.

5. AIR SOURCE pushbutton .

OFF Then RAM

Then ON (below 35,000

feet, less than 300 KIAS)

6. If conditions permit, descend below the freezing

level and periodically check for good transfer.

CONTINUED

Change 1

125

NAVAIR 01-F14AAP-1B

CV arrestment, CV touch-and-go, or

normal field landings with full or partial

fuel in the external tanks are not autho-

rized because of overload of the na-

celle backup structure. Only minimum

rate-of-descent landings

(minimum

sink rate) are authorized.

Note

CSDC flycatcher

71-00031 displays

free airstream temperature; if first digit

is an even number, the temperature is

above freezing.

WINGS DO NOT ACCEPT FUEL WITH SWITCH IN

ALL EXTD POSITION

1. REFUEL PROBE .

FUS EXTD

2. WING/EXT TRANS .

OFF

WINGS ACCEPT FUEL WITH SWITCH IN FUS

EXTD POSITION

1. WING/EXT TRANS .

ORIDE

UNCOMMANDED DUMP

1. DUMP switch .

Check OFF

2. FUEL FEED/DUMP (RD1) cb .

Pull

CONTINUED

126

NAVAIR 01-F14AAP-1B

Pulling the fuel feed/dump circuit

breaker (RD1) isolates the right and left

fuel systems. It also deactivates the

function of the feed switch, the auto-

matic balance functions, and the fuel

dump system. Should single engine

operation subsequently be necessary,

useable fuel will be limited to only what

is available on the operating side.

FUEL LEAK

1. Land as soon as possible.

CAUTION

Use of afterburner with fuel leak should

be limited to emergency use only.

2. WING/EXT TRANS .

OFF

If abnormal fuel quantity decrease ceases, fuel leak is in

wing/wing pivot or attachment points for auxiliary tanks:

3. If leak is not stopped, it is in engine/nacelle area.

Proceed immediately with next step.

4. FUEL FEED/DUMP (RD1) cb .

Pull

CONTINUED

Change 3

126a

NAVAIR 01-F14AAP-1B

Pulling the fuel feed/dump circuit

breaker (RD1) isolates the right and left

fuel systems. It also deactivates the

function of the feed switch, the auto-

matic balance functions, and the fuel

dump system. Should single engine

operation subsequently be necessary,

useable fuel will be limited to only what

is available on the operating side.

Note

Enough time should be allowed for

quantity tapes/feeds to develop split

so that leak can be isolated to left or

right feed group. Affected side will be

low side.

5. Throttle (affected side) .

OFF

6. Conditions permitting, allow rpm to decelerate

to windmill rpm.

7. FUEL SHUT OFF .

Pull

8. Refer to Single-Engine Cruise Operations.

126b Change 3

NAVAIR 01-F14AAP-1B

SEE IC # 32

FUEL IMBALANCE/FUEL QUANTITY

BALANCING

AB operation is not recommended with

a fuel imbalance or with indications of

venting fuel.

Note

Fuel quantity balancing is not required

prior to completion of wing/external

tank transfer or until one fuselage tape

drops below 4,500 pounds.

WITH A FUEL STATE BELOW 4500 POUNDS IN EITHER

THE AFT/LEFT OR FWD/RT FEED GROUPS AND A FUEL

SPLIT GREATER THAN 1500 POUNDS BETWEEN THE

AFT/LEFT AND FWD/RIGHT FEED GROUPS:

1. Both throttles − MIL power or less.

2. FEED SWITCH − select high fuselage tape side.

Note

D If practical, obtain a visual inspec-

tion for venting fuel. Do not delay

execution of emergency procedures

for visual inspection.

D Indication of fuel balancing should

appear within 3 minutes of selecting

HYD

the high fuselage tape side.

D With a high quantity in the FWD/RT

fuel system, the greater static head

pressure, particularly in nose−up atti-

tudes can cause overfilling of the

AFT/LT fuel system and subsequent

fuel venting. To prevent this, the feed

switch should be returned to NORM

before the AFT/LT tape reaches 6,200

Change 3 w/ IC 32

127

NAVAIR 01-F14AAP-1B

SEE IC # 32

pounds. Overfilling is indicated by a

quantity of 6,600 pounds or greater in

the FWD/RT system or 6,200 pounds

or greater in the AFT/LT system.

If no venting is observed and/or the fuel imbalance is cor-

rected with the fuel feed switch:

3. FUEL FEED SWITCH − As required and land as

soon as practicable.

If the sump tank interconnect valve has

failed closed, selecting AFT or FWD on

the FUEL FEED SWITCH could result in

rapid increase of the fuel imbalance. If

this occurs (as indicated by an imbalance

increase of 100 to 300 PPM) immediately

return the FEED SWITCH to NORM.

If fuel venting exists and/or fuel imbalance exceeds 2,000

pounds:

4. FUEL FEED SWITCH − NORM.

Venting fuel in conjunction with an

uncontrollable fuel split is indicative of

a motive flow failure and can result in

HYD

the high feed group having trapped/un-

usable fuel. If this occurs, aircrew may

have as little as 4,500 pounds of usable

fuel remaining and a new bingo profile

may be required.

5. Determine useable fuel and land as soon as

possible.

If indications of a fuel leak exist:

6. Refer to FUEL LEAK PROCEDURE (page 126a).

128

Change 3 w/ IC 32

NAVAIR 01-F14AAP-1B

COMBINED

PRESSURE

HYDRAULIC

APPROXIMATELY

2,400 TO 2,600 PSI

If hammering

(cavitation) is experi-

enced in the hydraulic system,

component rupture is imminent, turn

the hydraulic transfer pump switch

(BIDI) — OFF.

1. HYD ISOL switch .

FLT

Note

Monitor AUX BRAKE PRESSURE

gauge. Tap wheelbrakes to seat priority

valve if pressure is decreasing.

2. In-flight REFUEL PROBE switch .

EXTD

(In carrier environment)

CAUTION

Wing and external fuel will not transfer

with refuel probe switch in ALL EXTD.

If probe extension required, select FUS

EXTD to enable transfer.

3. Wing sweep .

Set at 20_

4. L INLET RAMP switch .

STOW

(less than 1.2 IMN)

CONTINUED

Change 1

131

NAVAIR 01-F14AAP-1B

If WING SWEEP advisory light is illumi-

nated, pulling L AICS (LF2) cb may

cause unintentional wing sweep un-

less WING SWEEP DRIVE NO. 1 (LE1)

and WG SWP DR NO. 2/MANUV FLAP

(LE2) cb’s are pulled.

5. L AICS cb .

Pull (LF2)

Note

Pulling the AICS cb while airborne may

illuminate the FCS CAUTION and ARI

DGR lights. Above about 600 KIAS, the

PITCH SAS and ROLL DGR lights will

also be illuminated. These should clear

with a MASTER RESET following a pro-

grammer reset.

6. L INLET RAMP switch .

AUTO

7. DLC .

Do not engage

8. EMERG FLT HYD switch .

HIGH

(on final, committed to land)

9. Land as soon as possible.

CAUTION

Monitor remaining hydraulic system

pressure since the MASTER CAUTION

and HYD PRESS lights will not illumi-

nate if the remaining system fails.

132

NAVAIR 01-F14AAP-1B

COMBINED PRESSURE ZERO

1. HYD ISOL switch .

FLT

2. HYD TRANSFER PUMP switch .

SHUTOFF

3. In-flight REFUEL PROBE switch .

EXTD

(in carrier environment)

CAUTION

Wing and external fuel will not transfer

with refuel probe switch in ALL EXTD.

If probe extension required, select FUS

EXTD to enable transfer.

4. Wing sweep .

Set at 20_

5. EMERG FLT HYD .

LOW

D If the INLET RAMPS switch is not

placed in STOW prior to the pressure

reaching zero, do not place it in

STOW after complete loss of pres-

sure. Trapped fluid may be the only

thing holding the affected ramp in

position.

CONTINUED

Change 1

133

NAVAIR 01-F14AAP-1B

An outboard spoiler module failure

with flaps extended, below

180

KIAS, and with a combined failure

rendering the inboard spoilers inop-

erative, can result in asymmetric

spoiler float such that the aircraft

may not be flyable at normal ap-

proach airspeeds. A small amount of

spoiler float can significantly in-

crease approach speeds.

Do not return to AUTO (LOW) mode

once module is selected on (HIGH or

LOW) with operating flight hydraulic

system. When operated in conjunc-

tion with zero combined pressure,

some backup module fluid will be

expelled by thermal expansion. The

module will remain fully serviced

and operate normally as long as

elevated temperatures are maintai-

ned. Once operating, the module

should not be turned off in flight

without combined system pressure

available to reservice it. Doing so

would result in fluid contraction and

an underserviced condition that

could prevent subsequent pump

operation.

134

Change 1

NAVAIR 01-F14AAP-1B

CAUTION

D Loss of combined pressure with

landing flaps down may allow the

auxiliary flaps to cycle causing mod-

erate pitch oscillations.

D Monitor remaining hydraulic system

pressure since the MASTER CAU-

TION and HYD PRESS lights will not

illuminate if the remaining system

fails.

Note

Complete loss of combined hydraulic

pressure will result in the following

caution lights due to the loss of a single

channel SAS actuator function: PITCH

SAS, ROLL DGR, YAW DGR, ARI DGR,

and SPOILERS lights.

The following important equipment is inoperative:

a. One-half authority of SAS/ARI actuators in

pitch, roll and yaw.

b. L AICS.

c. Inboard spoilers.

d. Emergency generator.

e. DLC.

f. Speedbrakes.

g. Normal hook.

CONTINUED

Change 1

135

NAVAIR 01-F14AAP-1B

h. Hook extend (emergency actuation available).

i. Flaps and slats

(emergency actuation

available).

j. Landing gear (emergency actuation available).

k. Wheelbrakes (emergency actuation available).

l. Refuel probe (emergency actuation available

if system fluid remains in return line).

m. Auxiliary flaps.

n. Nosewheel steering.

o. Gun drive.

6. LDG GEAR handle .

EMERG DN

7. HOOK

EMERG DN

8. AUX FLAP/FLAP CONTR cb .

Pull (7G3)

9. Flaps (no auxiliary flaps available) .

10. Brake accumulator (handpump) .

Check

11. ANTI SKID SPOILER BK switch . SPOILER BK

(OFF for CV)

12. EMERG FLT HYD switch .

HIGH

(on final, committed to land)

Do not return to AUTO (LOW) mode

once module is selected on (HIGH or

LOW) with operating flight hydraulic

system.

13. Make arrested landing as soon as possible.

CONTINUED

136

Change 1

NAVAIR 01-F14AAP-1B

After landing:

14. Do not taxi out of arresting gear.

15. Engines .

OFF

FLIGHT PRESSURE APPROXIMATELY 2,400

TO 2,600 PSI

If hammering

(cavitation) is experi-

enced in the hydraulic system, compo-

nent rupture is imminent. Turn the

hydraulic transfer pump switch (BIDI)

OFF.

1. Wing sweep .

Set at 20_

2. R INLET RAMP switch .

STOW

(less than 1.2 IMN)

3. R AICS cb .

Pull (LG2)

CONTINUED

Change 1

136a/(136b blank)

NAVAIR 01-F14AAP-1B

Note

Pulling the AICS cb while airborne may

illuminate the FCS CAUTION and ARI

DGR lights. Above about 600 KIAS, the

PITCH SAS and ROLL DGR lights will

also be illuminated. These should clear

with a MASTER RESET following a pro-

grammer reset.

4. R INLET RAMP switch .

AUTO

5. EMERG FLT HYD switch .

HIGH

(on final, committed to land)

CAUTION

Monitor remaining hydraulic system

pressure since the MASTER CAUTION

and HYD PRESS lights will not illumi-

nate if the remaining system fails.

The following important equipment is inoperative:

a. Normal hook .

Restored by

weight-on-wheels;

hook handle restowed

Note

Arrested landing will require emergency

hook extension.

6. Land as soon as possible.

137

NAVAIR 01-F14AAP-1B

FLIGHT PRESSURE ZERO

1. HYD TRANSFER PUMP switch .

SHUTOFF

2. Wing sweep .

Set at 20_

3. EMERG FLT HYD switch .

LOW

If the INLET RAMPS switch was not

placed in STOW prior to pressure

reaching zero, do not place it in stow af-

ter complete loss of pressure. Trapped

fluid may be the only thing holding the

affected ramp in position.

CAUTION

Monitor remaining hydraulic system

pressure since the MASTER CAUTION

and HYD PRESS lights will not illumi-

nate if the remaining system fails.

Note

Complete loss of flight hydraulic pres-

sure will result in the following caution

lights due to the loss of single channel

SAS actuator function: PITCH SAS,

ROLL DGR, YAW DGR, and ARI DGR

lights.

CONTINUED

138

NAVAIR 01-F14AAP-1B

The following important equipment is inoperative:

a. One-half authority of SAS/ARI actuators in

pitch, roll and yaw.

b. ACLS.

c. R AICS.

d. Normal hook .

Restored by

weight-on wheels;

hook handle restowed

4. EMERG FLT HYD switch .

HIGH

(on final, committed to land)

5. Land as soon as possible.

Note

Arrested landing will require emergency

hook extension.

BOTH COMBINED AND FLIGHT PRESSURE

ZERO

1. EMERG FLT HYD switch .

LOW

2. Do not attempt CV recovery. Divert if possible.

If any undesirable motions or oscilla-

tions occur, immediately release the

stick and permit the motions to damp-

en before resuming active control.

CONTINUED

139

NAVAIR 01-F14AAP-1B

D Do not attempt IMC or close night

formation while in the LOW mode.

D Operations of more than 8 minutes

total in HIGH mode may fail the

BFCM motor. The LOW mode should

be selected as soon as practicable

following a waveoff or bolter, and the

HIGH mode reselected on the subse-

quent approach.

D Inboard spoilers can be expected to

float, causing uncomfortable lateral

stick requirements for level flight.

Do not trim out lateral forces.

3. Reduce airspeed to below 250 KIAS if practicable.

Note

Airspeeds less than 250 KIAS while in

the LOW mode will reduce the suscep-

tibility of exceeding maximum stabiliz-

er deflection rates.

The following important equipment is operative in flight:

a. Horizontal stabilizers (significantly reduced

rate, no SAS/ARI).

b. Rudders (slightly reduced rate, no SAS/ARI).

c. Main flaps and slats (reduced rate via thumb-

wheel or flap handle).

d. Outboard spoilers.

CONTINUED

140

NAVAIR 01-F14AAP-1B

e. Hydraulic handpump.

f. Landing gear

(emergency actuation

available).

g. Hook extend (emergency actuation available).

h. Refuel probe (emergency actuation available

if system fluid remains in return line).

i. Wheelbrakes (emergency actuation available).

If in-flight refueling is required:

4. Decelerate with tanker to 180 KIAS.

5. Maneuver flaps .

Extend

6. EMERG FLT HYD switch .

HIGH

prior to moving to pre-contact)

7. Avoid abrupt control inputs during contact.

D Any abrupt control input to effect

engagement can rate limit the stabil-

izers and result in loss of control.

The pilot must resist spotting the

basket and rely on RIO commentary

to perform engagement.

D Extended LOW mode operation (>30

minutes) after in-flight refueling will

permit several additional minutes in

HIGH mode for subsequent landing.

D Tanking from large-body tankers

(KC-130, KC-10, KC-135) is hazard-

ous and should not be attempted.

CONTINUED

141

NAVAIR 01-F14AAP-1B

Note

Once engaged, the airspeed can safely

be increased to 200 KIAS to improve

the transfer rate.

8. EMERG FLT HYD switch .

LOW

(immediately once clear of tanker)

9. Maneuver flaps .

Retract

Field recovery:

10. LDG GEAR handle .

EMERG DN

11. Maneuver flaps .

Extend with thumbwheel

12. Maneuver flap cb .

Pull (LE2)

13. HOOK handle .

EMERG DN

14. Brake accumulator .

Check

Established on final, committed to land:

15. EMERG FLT HYD switch .

HIGH

D Aggressive nose movement in close

can rate limit the stabilizers, result-

ing in low altitude loss of control. Do

not use APCS.

D Inboard spoilers can be expected to

float, causing uncomfortable lateral

stick requirements for level flight.

Do not trim out lateral forces.

CONTINUED

142

NAVAIR 01-F14AAP-1B

CAUTION

D Waveoff performance from low pow-

er settings is very poor. Carrying ex-

tra speed during IMC approach will

improve waveoff performance by

permitting smooth rotation to

units AOA to break the rate of

descent while the engines are

accelerating.

D Prolonged operation of the BFCM in

the HIGH mode may cause failure of

the module. The LOW mode should

be selected as soon as practicable

following a waveoff or bolter and the

HIGH mode reselected on the subse-

quent approach.

16. If wings are at 20_ .

Fly straight-in

approach between

15 units AOA and 180 KIAS

17. If wings are > 20_ .

Fly straight-In

approach at

15 units AOA

Note

Control in LOW mode is satisfactory

for performing transition to dirty confi-

guration. Pitching moment caused by

flap transition is easily countered with

electrical trim because of very slow ex-

tension rate.

18. Make arrested landing as soon as possible.

CONTINUED

143

NAVAIR 01-F14AAP-1B

After landing:

19. Do not taxi out of arresting gear.

20. Throttles .

OFF

BACKUP FLIGHT MODULE FAILURE

CAUTION

Prolonged use of backup flight control

module in the high mode may result in

failure of the module.

1. FLT HYD BACKUP PH A, B, C,

(2A1, 2C1, 2E1) cb’s .

2. Land as soon as possible.

LOW-BRAKE ACCUMULATOR PRESSURE

IN FLIGHT

1. HYD ISOL .

T.O./LDG

If pressure does not recover:

2. LDG GEAR handle .

3. HYD HANDPUMP .

Recharge Accumulator

Note

Monitor AUX BRAKE PRESSURE

gauge. Tap wheelbrakes to seat priority

valve if pressure is decreasing.

CONTINUED

144

NAVAIR 01-F14AAP-1B

LANDING GEAR/LANDING

Index

AFT WING SWEEP LANDING .

163

ARRESTING HOOK EMERGENCY DOWN .

156

AUXILIARY FLAP FAILURE .

160

BARRICADE ARRESTMENT .

157

BLOWN TIRE LANDING .

160

BRAKE FAILURE AT TAXI SPEED .

158

GROUND ROLL BRAKING FAILURE .

157

LANDING GEAR EMERGENCY LOWERING .

155

LANDING GEAR INDICATES SAFE GEAR

DOWN, TRANSITION LIGHT ILLUMINATED .

154

LANDING GEAR INDICATES UNSAFE GEAR

DOWN, TRANSITION LIGHT ILLUMINATED .

151

LANDING GEAR INDICATES UNSAFE

GEAR DOWN, TRANSITION LIGHT OUT .

151

LANDING GEAR INDICATES UNSAFE GEAR

UP OR TRANSITION LIGHT ILLUMINATED .

149

LANDING GEAR MALFUNCTION .

149

LANDING WITH AFT HUNG ORDNANCE .

165

LAUNCH BAR LIGHT .

155

NO FLAPS AND NO SLATS LANDING .

161

147/(148 blank)

NAVAIR 01-F14AAP-1B

LANDING GEAR

LANDING GEAR/

MALFUNCTION

LANDING

1. Remain below 280 KIAS.

2. Combined hydraulic pressure .

Check

3. If less than 3,000 psi, refer to combined hydrau-

lic failure procedures.

LANDING GEAR INDICATES UNSAFE GEAR

UP OR TRANSITION LIGHT ILLUMINATED

1. LDG GEAR handle .

If safe gear down indication is obtained and transition light

is out:

2. Landing gear .

Leave Down

3. Obtain visual check of gear condition.

CONTINUED

149

NAVAIR 01-F14AAP-1B

A hyperextended main strut, whether

caused by a broken piston or overex-

tended piston barrel and/or main strut

with a cocked wheel, will likely result in

a combined hydraulic system failure

while airborne, and a sheared strut

upon touchdown. A hyperextended

main strut is evident to a wingman by

full vertical extension of the scissors

and broken brake lines and to the tower

or LSO by one main gear hanging no-

ticeably lower than the other. When ei-

ther of these situations occurs, landing

procedures for a stub (MLG) mount

must be followed.

4. Land as soon as practicable.

CAUTION

If landing gear indicates unsafe after

retraction and a down-and-locked indi-

cation can be obtained, the brake ped-

als should be depressed for 60 sec-

onds to ascertain whether brake

hydraulic lines have been severed. If

brake hydraulic lines are severed and a

combined hydraulic failure occurs,

refer to combined hydraulic system

failure procedures.

150

Change 2

NAVAIR 01-F14AAP-1B

LANDING GEAR INDICATES UNSAFE GEAR

DOWN, TRANSITION LIGHT OUT

1. Transition light bulb .

Check

(LTS TEST)

CAUTION

If associated with launch bar light,

leave gear down and obtain visual

check.

2. Landing gear .

Cycle

If condition still exists:

3. Obtain visual check if possible.

4. Make normal landing.

LANDING GEAR INDICATES UNSAFE GEAR

DOWN, TRANSITION LIGHT ILLUMINATED

1. Obtain visual check if possible.

CAUTION

Visual determination of nose landing

gear unlocked status is assisted by a

red band painted on the nose landing

gear drag brace oleo. If red is visible,

the nosegear is not locked.

151

NAVAIR 01-F14AAP-1B

CAUTION

During an airborne visual inspection of

the main landing gear (even if the paint

stripe across the drag brace knee pin

appears to be straight), the possibility

exists that the downlock actuator has

failed and the gear may not be locked

in the down position.

2. LDG GEAR handle .

Cycle

If still unsafe:

3. Increase airspeed to 280 KIAS, pull positive g’s,

and yaw aircraft.

If main landing gear is still unsafe, go to step 5:

If nose landing gear indicates unsafe, transition light illu-

minated, continue with step 4:

4. LDG GEAR handle .

Cycle UP Then DN

in Less Than 2 Seconds

CONTINUED

152

NAVAIR 01-F14AAP-1B

Failure to place the LDG GEAR handle

to DN immediately after selecting UP

may allow the main landing gear doors

to receive the signal to close with the

main gear struts extended, causing

damage to the doors and inducing a

possible combined hydraulic or brake

system failure. Do not reselect UP with

the LDG GEAR handle after the doors

attempt to close, as indicated by an un-

safe main-mount or visual inspection.

Note

Use of the above procedure should be

done at the intended point of landing or

within range of an acceptable divert

field exercising a gear down bingo

profile.

5. LDG GEAR handle .

EMERG DN

(refer to Landing Gear

Emergency Lowering)

Note

Use of the Landing Gear Emergency

Lowering procedure will result in loss

of nosewheel steering.

If still unsafe and visually confirmed unsafe or gear posi-

tion cannot be confirmed:

6. Refer to Landing Gear Malfunctions Emergency

Landing Guide.

CONTINUED

153

NAVAIR 01-F14AAP-1B

CAUTION

When landing with a nosegear un-

safe down indication, anticipate

possible nose landing gear col-

lapse. This possibility shall be

reduced by using the brake pedals

to prevent rollback as the arresting

gear reaches full extension and by

setting the parking brake after the

aircraft has stopped.

Do not attempt to tow aircraft by the

nosegear until the gear is secured in

the down position.

Nose landing gear ground safety pin

installation will not prevent nose-

gear collapse. The nose landing

gear strut must be restrained

against forward rotation.

LANDING GEAR INDICATES SAFE GEAR

DOWN, TRANSITION LIGHT ILLUMINATED

CAUTION

If associated with launch bar light,

leave gear down and obtain visual

check.

1. LDG GEAR handle .

Cycle

If transition light remains on:

2. Obtain visual check.

CONTINUED

154

Change 2

NAVAIR 01-F14AAP-1B

3. Gear/sidebraces appear

in place .

Normal Landing

If sidebraces are confirmed not in place:

4. Refer to Landing Gear Malfunction Emergency

Landing Guide.

LAUNCH BAR LIGHT

1. Landing gear .

Leave Down

2. Obtain visual inspection.

If nosegear is cocked, refer to Landing Gear Malfunction

Guide.

If launch bar is down or visual inspection is not available:

3. Remove arresting cables for field landing.

4. Remove crossdeck pendant Nos. 1 and 4 for CV

landing.

LANDING GEAR EMERGENCY LOWERING

1. Airspeed .

Less Than 280 KIAS

2. LDG GEAR handle .

CAUTION

The LDG GEAR handle should be

pulled with a rapid and continuous

55-pound force until the handle is

loose (fore and aft) in its housing as an

indication of complete extension of the

handle.

CONTINUED

Change 3

155

NAVAIR 01-F14AAP-1B

3. Push LDG GEAR handle in hard, turn

90°

clockwise, pull, and hold.

4. Gear position indication .

Check

(12 seconds)

5. Make arrested landing if available.

If any gear does not come down:

6. Increase speed. Do not exceed 280 KIAS.

7. Apply positive and negative g to force gear

down.

8. Obtain visual in-flight check if possible.

9. Refer to Landing Gear Malfunction Emergency

Landing Guide on page 167.

ARRESTING HOOK EMERGENCY DOWN

1. HOOK handle .

2. HOOK handle .

Pull, Then Rotate

Note

Pull handle aft approximately 4 Inches

and turn counterclockwise. This will

mechanically release the uplatch

mechanism and allow the hook to

extend.

3. Hook transition light .

Check Off

If light is illuminated and hook is visually checked up:

4. HOOK handle .

Restow in DN Position

5. HYD VALVE

CONTR (7E5) cb .

Pull and Reset

After 5 Seconds

CONTINUED

156 Change 1

NAVAIR 01-F14AAP-1B

If light is illuminated and hook is visually checked

down:123

4. RAIN RPL/ANTI-ICE CONTR/

HK CONTR (7C2) cb .

Pull

GROUND ROLL BRAKING FAILURE

*1. ANTI SKID SPOILER BK switch .

Check

*2. MASTER RESET pushbutton .

Depress

Note

Ground roll braking may fail to extend

spoilers on touchdown due to a

momentary miscompare of the weight-

on-wheels switches.

BARRICADE ARRESTMENT

1. External stores .

Jettison (except AIM-7 and

AIM-54 on fuselage stations

if wing is at full forward sweep)

2. External tanks .

Jettison (empty tanks

retained only for

landing gear malfunction)

3. Fuel .

Dump or Burn

(reduce to 2,000 pounds)

4. Hook .

DN (lower to permit

engagement of crossdeck

pendant, which will minimize

barricade engagement

speed and damage to aircraft)

CONTINUED

Change 1

157

NAVAIR 01-F14AAP-1B

5. Fly normal pattern and approach, on-speed,

angle of attack, centerline, and meatball.

Note

Anticipate loss of meatball for a short

period of time during the approach.

Barricade stanchions may obscure the

meatball.

Upon engaging the barricade:

6. Throttles .

OFF

7. Evacuate aircraft as soon as practicable.

Weight limits are:

Wings at 20_ .

51,800 Lb

(max)

Wings > 20_≤ 35_ .

46,000 Lb

(max)

Wings > 35_ .

Not Permitted

BRAKE FAILURE AT TAXI SPEED

*1. ANTI SKID SPOILER BK .

SPOILER BK

or OFF

2. Nosewheel steering .

Engaged

3. Parking brake .

Pull (if required)

parking brake will lock

both main wheels)

CONTINUED

158

NAVAIR 01-F14AAP-1B

Complete loss of hydraulic fluid

through the wheelbrake hydraulic lines

will render the parking brake and nose-

wheel steering ineffective.

If brakes still inoperative:

4. HOOK .

CAUTION

After lowering hook, nosewheel steer-

ing will be automatically centered and

will remain centered until nosewheel

steering is cycled.

5. External lights .

6. Notify ground or tower.

7. Both throttles .

OFF (if required)

(if collision is imminent,

DO NOT delay step 7)

During shipboard operations, aircrew

should not delay ejection decision if

departure from the flight deck is

imminent.

159

NAVAIR 01-F14AAP-1B

BLOWN TIRE LANDING

CAUTION

Do not allow aircraft to roll backward

after the arrestment. The downlock ac-

tuator may have been damaged by tire

failure and rearward movement of the

aircraft could cause the gear to

collapse.

1. Obtain in-flight visual check if possible.

2. ANTI SKID SPOILER BK .

SPOILER BK

(OFF for CV)

3. HOOK .

4. Make carrier or short-field, fly-in arrested land-

ing as soon as practicable.

5. HYD ISOL switch .

T.O./LND (on final)

If arresting gear is not available:

6. Land on centerline.

7. Nosewheel steering .

Engaged

AUXILIARY FLAP FAILURE

1. Wing sweep .

Ensure at 20°

2. AUX FLAP/FLAP CONTR cb (7G3) .

Pull

3. Approach .

15 Units AOA

Note

With AUX FLAP/FLAP CONTR cb

pulled, wings will not sweep aft.

160

NAVAIR 01-F14AAP-1B

NO FLAPS AND NO SLATS LANDING

1. Gross weight. Reduce (weight consistent with

existing runway length and conditions)

2. Flaps .

Setting the FLAP handle to the DN

position inflight may create or aggra-

vate a flap asymmetry condition and

could make the aircraft uncontrollable.

Note

If outboard spoilers are needed for

ground-roll braking, FLAP handle must

be lowered at least

5º on landing

rollout.

3. Fly landing pattern slightly wider than normal or

make straight-in approach at 15 units AOA.

4. Use normal braking technique.

CAUTION

D Maximum airspeed for wheelbrake

application is 165 KIAS at a gross

weight of 46,000 pounds and 145

KIAS at 51,000 pounds.

D Use of full aft stick during landing in

this configuration can result in tail-

pipe ground contact.

CONTINUED

Change 2

161

NAVAIR 01-F14AAP-1B

AFT WING SWEEP LANDING

Note

CV arrestments are permitted with up

to 40_ wing sweep; emergency barri-

cade engagements are permitted with

up to 35_ wing sweep.

1. Emergency WING SWEEP

handle .

Match Captain Bars

With Actual Wing-Sweep

Position Tape

CAUTION

Closely monitor wingsweep move-

ment when attempting to match handle

with wingsweep position. If abnormal

movement is noticed, immediately

return handle to previous position.

2. Gross weight .

Reduce as Required

If wings equal or less than 50º:

3. Main flaps

Full Down

Note

Main flap/slat extension with the wings

aft of 20° will result in a large nose-

down pitch transient.

If main flaps fail to extend:

4. Maneuvering flaps .

Extend

CONTINUED

163

NAVAIR 01-F14AAP-1B

If maneuvering flaps are used, ensure

that maneuver flap thumbwheel is not

actuated during the approach.

5. DLC and APC .

Do Not Engage

6. Slow-fly aircraft at a safe altitude to determine

approach airspeed (up to 17 units AOA for field

landings with wings aft of 50°) and to evaluate

handling/stall characteristics and waveoff

performance.

Refer to emergency field arrestment

guide for maximum engagement speed

if field arrestment is desired.

D Refer to landing approach speed

table on page

255 for approach

speed.

7. Fly straight-in approach at 15 units AOA (up to

17 units for field landings with wings aft of 50_).

CAUTION

Ventral fin clearance is reduced at ele-

vated approach AOA. Ensure that a

maximum of 17 units is maintained at

touchdown.

CONTINUED

164

NAVAIR 01-F14AAP-1B

Note

Maximum airspeed for wheelbrake ap-

plication is 165 KIAS at gross weight of

46,000 pounds and 145 KIAS at 51,000

pounds.

LANDING WITH AFT HUNG ORDNANCE

1. Determine location of hung stores. Obtain

visual check if possible.

If hung ordnance exceeds 1000 pounds:

2. Wing sweep .

Set at 25_ if ≤ 2,000 Pounds

Hung Aft;

Set at 30_ if > 2,000 Pounds

Hung Aft

3. Perform transition to gear-down configuration

in straight-and-level flight.

4. AUX FLAP/FLAP/CONTR cb (7G3) .

Pull

5. FLAPS

Full DN

6. Fly straight-in approach at 15 units AOA. Do not

engage APC or DLC.

CV approach:

7. Perform CV arrestment in accordance with ap-

plicable recovery bulletin.

Field approach:

8. Spoiler brake

OFF

9. Perform field arrestment.

CONTINUED

165

NAVAIR 01-F14AAP-1B

FIELD LANDING

FINAL

ARRESTING

NO ARRESTING

CONFIGURATION

CARRIER LANDINGS

GEAR AVAILABLE

NOTES

COCKED NOSE

LAND

1, 8, 11

ARRESTED

6, 8, 9,

LAND

6, 9, 11,

GEAR

LANDING

11, 12,

SIDE-BRACE NOT

LAND

1, 2, 8,

3, 6, 7,

LAND

3, 6, 7,

IN PLACE

ARRESTED

8, 11

LANDING

NOSE GEAR UP/

LAND

1, 2, 4,

4, 6, 8,

LAND

6, 8, 9,

UNSAFE DOWN

8, 11

ARRESTED

9, 10,

10, 11

LANDING

STUB NOSE

LAND

1, 2, 4,

4, 6, 8,

LAND

6, 8, 9,

GEAR

8, 11

ARRESTED

9, 10,

10, 11

LANDING

NOSE GEAR UP,

EJECT

1, 2, 4,

PILOT

6, 8,

EJECT



ONE MAIN UP

PILOT

8, 11

OPTION

10, 11,

OPTION

EJECT OR

TO LAND

ARREST

IF TANKS

INSTALLE

ONE MAIN UP

LAND

1, 2, 8,

ARRESTED

6, 8,

PILOT

5, 6, 8,

UNSAFE

LANDING

10, 11,

OPTION

10, 11,

12, 13

EJECT OR

LAND

BOTH MAIN UP

EJECT

1, 2, 8,

PILOT

6, 8,

PILOT

6, 8, 10,

UNSAFE

PILOT

OPTION

10, 11,

OPTION

EJECT OR

TO LAND

ARREST

LAND

IF TANKS

INSTALLE-

MAINS ONE OR

LAND

1, 2, 4,

NO AR-

4, 5, 6,

LAND

5, 6, 8,

BOTH STUB/

8, 11

RESTED

8, 11

MOUNT/HYPER-

LANDING

EXTENDED/

WHEEL COCKED

ALL GEAR UP

EJECT

1, 2, 8,

PILOT

4, 6, 8,

PILOT

6, 8, 10,

PILOT

OPTION

10, 11

OPTION

EJECT OR

TO LAND

LAND

IF TANKS

INSTALLE-

1. DIVERT IF POSSIBLE

2. HOOK DOWN BARRICADE ENGAGEMENT

3. MINIMIZE SKID AND DRIFT ROLLOUT

4. REMOVE ALL ARRESTING GEAR

5. LAND OFF CENTER TO GEAR DOWN SIDE

6. MINIMUM RATE OF DESCENT LANDING (480 FPM MAX)

7. GRADUAL SYMMETRICAL BRAKING

8. RETAIN EMPTY DROP TANKS

9. LOWER NOSE GENTLY PRIOR TO FALL THROUGH

10. SECURE ENGINES AT AIRFRAME CONTACT

11. EXTERNAL ORDNANCE — SEL JETT IF REQUIRED. ACTIVATE EMERG LANDING

GEAR LOWERING TO ENABLE RAISING GEAR HANDLE FOR SEL OR ACM JETT

12. HOLD DAMAGED GEAR OFF DECK UNTIL PENDANT ENGAGEMENT.

13. ENGAGE NWS IF OPERABLE, USE AS REQUIRED.

LANDING GEAR MALFUNCTION

EMERGENCY LANDING GUIDE

167

NAVAIR 01-F14AAP-1B

MAXIMUM ENGAGING SPEED (KNOTS) (D)

GROSS WEIGHT X 1,000 POUNDS

LONG

MAXIMUM

TYPE OF

FIELD

OFF-CENTER

ARRESTING

LANDING

ENGAGEMENT

GEAR

SHORT-FIELD LANDING (K) (L)

(M)

ABORTED TAKEOFF (A)

(FT)

51.8

69.8

E-28

176

180

179

178

177

176

175

174

172

171

(B)

E-28 (G)

176

160

156

145

(B)

M-21

130

125

120

115

113

BAK-9

160

155

150

144

138

131

124

122

118

BAK-12 (H)

160

159

146

137

118

(J)

DUAL

160

BAK-12 (C)

BAK-13

160

(A)

Data provided in aborted takeoff column may be used for emergency high gross weight arrest-

ment.

(B)

Maximum engaging speed limited by aircraft limit horizontal-drag load factor (mass item limit

“G”).

(C)

Dual BAS-12 limits are based on 150 to 300 foot span, 1-1/4 inch cross deck pendant, 50,000

pound weight setting, and 1,200 foot runout. No information available regarding applicability

to other configurations.

(D)

Maximum engaging speed limited by arresting gear capacity, except as noted.

(E)

Off-center engagement may not exceed 25 percent of the runway span.

(F)

Before making an arrestment, the pilot must check with the air station to confirm the maximum

engaging speed because of a possible installation with less than minimum required rated

chain length.

(G)

Only for the E-28 systems at Keflavik and Bermuda with 920 foot tapes.

(H)

Standard BAK-12 limits are based on 150 foot span, 1 inch cross deck pendant, 40,000 pound

weight setting, and 950 foot runout. No information available regarding applicability to other

configurations.

(J)

Engaging speed limit is 96 knots at 59,000 pounds. Due to runout limitations it is recom-

mended this gear not be engaged at weights greater than 59,000 pounds.

(K)

Maximum of 3.0_ glideslope.

(L)

Consult appropriate section for recommended approach speed.

(M)

Flared or minimum rate of descent landing.

EMERGENCY FIELD ARRESTMENT GUIDE

(SHEET 1 OF 2)

CONTINUED

168

NAVAIR 01-F14AAP-1B

SINGLE-ENGINE

FAILURE FIELD/

SINGLE-ENGINE

CATAPULT LAUNCH/

OPERATIONS

WAVEOFF

*1. Set 10_ pitch attitude on the waterline (14 units

AOA maximum).

*2. Rudder .

Opposite Roll/Yaw,

Supplemented by Lateral Stick

*3. Both throttles .

As Required for

Positive Rate of Climb

*4. Landing gear .

*5. Jettison .

If Required

If banner tow:

6. Hook .

7. If unable to control aircraft .

Eject

8. Establish 10-unit AOA climb.

9. Climb to safe altitude.

10. Flaps .

11. Refer to Single-Engine Cruise Operations (page

181).

SINGLE-ENGINE LANDING — PRI MODE

1. FUEL SHUT OFF handle

(inoperative engine) .

Pull

If not on final approach:

2. Refer to Single-Engine Cruise Operations (page

181).

CONTINUED

Change 3

173

NAVAIR 01-F14AAP-1B

If after commencing final approach or in landing pattern:1

2. ATLS .

Check ON

If ATLS is inoperative, the use of after-

burner is prohibited.

3. Afterburner operation .

Stage to verify

proper ATLS operation

(airspeed > 170 KIAS, fuel permitting

and full rudder authority

(RUDDER AUTH light out))

4. Wing sweep .

Set at 20_ (EMER)

If hammering

(cavitation) is experi-

enced in the hydraulic system, compo-

nent rupture is imminent. Turn the hy-

draulic transfer pump switch

(BIDI)

OFF.

5. Reduce gross weight/minimize lateral

asymmetry into the inoperative

engine side .

As Required

6. Speedbrakes .

RET (on final approach)

7. LDG GEAR .

(if combined hydraulic

pressure is zero — (EMERG DN)

8. Hook .

As Required

CONTINUED

174

Change 2

NAVAIR 01-F14AAP-1B

9. Check SAS .

10. If combined pressure

zero .

Pull AUX FLAP/

FLAP CONTR cb (7G3)

11. Flaps .

12. DLC (if on RT engine) .

Do Not Engage

(if operating on left engine and 3,000 psi com-

bined pressure, engage on final).

13. EMERG FLT HYD .

HIGH (on final,

committed to land)

If combined pressure is zero, do not re-

turn to auto (low) mode once module is

selected on. If module is shut off after

operation commences, it may not

restart.

14. For landing pattern, use 12 units AOA for pattern

airspeed and do not attempt turns greater than

20° angle of bank.

Extreme caution must be exercised

when performing turns into a dead en-

gine. Decaying airspeed/increasing

AOA can rapidly result in a situation

where there is not enough rudder au-

thority to return the aircraft to level

flight and insufficient altitude to effect

a recovery.

CONTINUED

175

NAVAIR 01-F14AAP-1B

15. Final approach airspeed:

a. DLC engaged .

15 Units AOA

b. DLC stowed .

14 Units AOA

Refer to Single-Engine Landing Approach

Airspeed (page 183)

Military power climb performance

during heavy waveoffs may not ade-

quately arrest high sink rate condi-

tions. Use of full AB provides an

increase in climb performance. Up to

full rudder may be required to counter

AB asymmetric thrust yawing moment

during waveoff or bolter. Do not exceed

14 units AOA during waveoff or bolter.

SINGLE-ENGINE LANDING —

SEC MODE

1. FUEL SHUTOFF (inoperative engine) .

Pull

2. In CV environment .

Divert

3. Refer to Single-Engine Cruise and Engine Trans-

fer to SEC Mode procedures.

If not preparing for CV approach, see step 6.

CONTINUED

176

NAVAIR 01-F14AAP-1B

If divert not possible:

Engine thrust and thrust response can

be severely degraded such that level

flight cannot be maintained in the full-

flap landing configuration. DO NOT

configure for landing until the perfor-

mance test has been accomplished.

If not configured for landing:

4. Perform constant airspeed climb (+5 knots) at 10

units AOA, landing gear up, maneuvering flaps

down (if possible), above 2,000 feet. Minimum

climb required in 30 seconds is as follows:

CHANGE IN ALTITUDE — FEET

MANEUVER

FLAPS DN

FLAPS UP

2,000 feet

950 feet

900 feet

4,000 feet

800 feet

750 feet

6,000 feet

700 feet

650 feet

CAUTION

If minimum performance test is passed

based on predicted gross weight, do

not lower landing gear and flaps until

predicted gross weight is reached.

CONTINUED

177

NAVAIR 01-F14AAP-1B

Note

Climb performance will improve by 20

feet in

30-second climb for every

1,000-pound gross weight reduction.

Minimum performance criteria is based

on optimum conditions

(day, VMC,

steady deck, experienced aircrew, nor-

mal wind over deck, etc.) and should be

increased for degraded conditions

based on judgment.

5. If minimum performance criteria are not passed

and all options are exhausted (stores jettisoned,

minimum gross weight, and divert not possible),

eject under controlled conditions.

If configured for landing:123

4. Throttle .

MIL

5. Ensure a minimum of 500-fpm rate of climb at 14

units AOA available for CV approach.

When preparing for landing:

Shipboard recovery in single-engine

SEC mode is considered extremely

hazardous and should be conducted

only as a last resort and if the perfor-

mance check is successful.

6. RUDDER AUTH light .

Verify Out

7. Wing sweep .

Set at 20°

CONTINUED

178

Change 1

NAVAIR 01-F14AAP-1B

If hammering

(cavitation) is experi-

enced in the hydraulic system, compo-

nent rupture is imminent. Turn the HYD

TRANSFER PUMP switch (BIDI) OFF.

8. External stores .

Jettison for

Shipboard Recovery

9. Fuel .

Dump or Burn

10. Speedbrakes .

RET (on final approach)

11. LDG GEAR handle .

12. Hook .

As Required

13. Check SAS .

Shore-based landings should be con-

ducted with flaps up. If conditions

warrant a full-flap landing, conduct a

performance test and proceed as in the

case of a ship-board landing.

14. If combined pressure

zero .

Pull AUX FLAP/

FLAP CONTR cb (7G3)

15. Flaps .

DN (shipboard recovery),

As Required (field landing)

16. DLC .

Do Not Engage

17. EMERG FLT HYD .

HIGH (on final,

committed to land)

CONTINUED

179

NAVAIR 01-F14AAP-1B

If combined pressure is zero, do not re-

turn to auto (low) mode once module is

selected on. If module is shut off after

operation commences, it may not re-

start.

18. For landing pattern, use 10 units AOA for pattern

airspeed and do not attempt turns greater than

20° angle of bank.

Extreme caution must be exercised

when performing turns into a dead

engine. Decaying airspeed/increasing

AOA can rapidly result in a situation

where there is not enough rudder

authority to return the aircraft to level

flight and insufficient altitude to effect

recovery.

19. Final approach airspeed .

13 Units (CV)

(field landing, slow to,

15 units AOA, no flaps

at touchdown)

Note

Waveoff should be conducted by rotat-

ing to 14 units (maximum) AOA until a

positive rate of climb is attained.

180

NAVAIR 01-F14AAP-1B

Note

Bolters should be conducted by rotat-

ing to 10_ pitch attitude not to exceed

14 units AOA.

SINGLE-ENGINE CRUISE OPERATIONS

1. FUEL SHUT OFF

handle (inoperative engine) .

Pull

2. If on final approach or landing, refer to Single-

Engine Landing.

When either fuselage tape reaches 4,500 pounds of fuel

or less:

3. WING/EXT TRANS switch .

OFF

Note

The WING/EXT TRANS switch auto-

matically returns to AUTO if the

REFUEL PROBE switch is placed to

ALL EXTEND, DUMP is selected, or

there is 2,000 pounds remaining in the

low side. The WING/EXT TRANS switch

can be reselected to OFF after a

5-second delay, the REFUEL PROBE is

retracted, or DUMP is secured.

4. FEED switch .

Operating Engine Side

When pilot workload permits close monitoring of fuel dis-

tribution:

5. FEED switch .

Inoperative Engine Side

If the fuselage quantity on the inoperative engine side

begins to increase:

6. FEED switch .

Immediately Move

to Operating Engine Side

CONTINUED

Change 3

181

NAVAIR 01-F14AAP-1B

CAUTION

An increase in fuel quantity on the in-

operative engine side indicates that

the sump tank interconnect valve is not

open. Fuel available is limited to the

quantity on the operating engine side.

If the fuselage fuel quantity on the inoperative engine side

begins to decrease:12345

6. FEED switch .

Remain on

Inoperative Engine

7. WING/EXT TRANS switch .

AUTO

8. Refer to appropriate hydraulic system failure.

CONTINUED

182

F-14D. FLIGHT MANUAL (2004) - page 18