CIRCUIT BREAKERS

REFERENCE DATA

BINGO
ECS LEAKS COCKPIT/OXYGEN COOLANT/CANOPY

EMERGENCY PROCEDURE TABS

ECS

NAVAIR 01-F14AAP-1B

NATOPS POCKET CHECKLIST

CONTROLLED MANUAL GROUND EGRESS

EJECT/ EGRESS

GENERATOR

F-14B AIRCRAFT

TRANS/RECT WOW

ELECTRICAL

AICS/AIRSTART NOZZLE/START VALVE OIL/THROTTLE

ENGINE

INFLIGHT ON DECK ELECTRICAL

FIRE

DISTRIBUTION STATEMENT C — DISTRIBUTION AUTHORIZED TO U.S. GOVERNMENT AGENCIES AND THEIR CONTRACTORS (1 JUNE 1992).

FLAPS FLAPS SPOILERS SPOILERS WINGSWEEP WINGSWEEP SAS SAS DUMP LEAK PRESSURE TRANSFER COMBINED FLIGHT

FLIGHT FLIGHT CONTROL CONTROL

DESTRUCTION NOTICE — FOR UNCLASSIFIED, LIMITED DOCUMENTS, DESTROY BY ANY METHOD THAT WILL PREVENT DISCLOSURE OF CONTENTS OR RECONSTRUCTION OF THE DOCUMENT.

FUEL

HYDRAULICS

ISSUED BY AUTHORITY OF THE CHIEF OF NAVAL OPERATIONS AND UNDER THE DIRECTION OF THE COMMANDER, NAVAL AIR SYSTEMS COMMAND.

BRAKES

ARRESTMENT BRAKES LANDING GEAR/ BLOWN TIRE LANDING LAUNCH BAR TAKEOFF LANDING SINGLE CRUISE/FUEL MIGRATION

01 AUGUST 2001

ENGINE OPS

ABORT BLOWN TIRE

TAKEOFF

NAVAIR 01-F14AAP-1B

MISCELLANEOUS DATA INDEX
ADMIN BRIEF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209 AIRSPEED INDICATOR FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . 252 ASYMMETRIC WINGSWEEP LANDING AIRSPEED CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118 BINGO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 189 CROSSWIND CHART . . . . . . . . . . . . . . . . . . INSIDE BACK COVER DFCS IN FLIGHT FAULT MATRIX CARDS . . . . . . . . . . . . . . . . . 301 DFCS UP/DOWN STATUS CARDS . . . . . . . . . . . . . . . . . . . . . . . . 311 EMERGENCY FIELD ARRESTMENT GUIDE . . . . . . . . . . 168, 169 LANDING APPROACH AIRSPEED (14 UNITS) SINGLE ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 183 LANDING APPROACH AIRSPEED (15 UNITS) . . . . . . . . . . . . . 255 LANDING DISTANCE GROUND ROLL FLAPS DOWN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 257, 258 FLAPS UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 259, 260 LANDING GEAR MALFUNCTION GUIDE . . . . . . . . . . . . . . . . . . 167 SAR ON SCENE COMMANDER CHECKLIST . . . . . . . . . . . . . . 313 TAKEOFF SPEED AND GROUND ROLL DISTANCE MILITARY POWER FLAPS DOWN CG = 6 PERCENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 250 MILITARY POWER FLAPS DOWN CG = 16.2 PERCENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 251 MILITARY POWER FLAPS UP . . . . . . . . . . . . . . . . . . . . . 249

Change 3

NAVAIR 01-F14AAP-1B

NATOPS POCKET CHECKLIST

F-14B
AIRCRAFT

DISTRIBUTION STATEMENT C — Distribution authorized to U.S. Government agencies and their contractors to protect publications required for official use or for administrative or operational purposes only (1 June 1992). Other requests for this document shall be referred to Commanding Officer, Naval Air Technical Data and Engineering Command, Naval Air Station North Island, Bldg. 90, Distribution, P. O. Box 357031, San Diego, CA 92135-7031. DESTRUCTION NOTICE — For unclassified, limited documents, destroy by any method that will prevent disclosure of contents or reconstruction of the document. ISSUED BY AUTHORITY OF THE CHIEF OF NAVAL OPERATIONS AND UNDER THE DIRECTION OF THE COMMANDER, NAVAL AIR SYSTEMS COMMAND.

0801LP1030702

01 AUGUST 2001 Change 3 — 15 JANUARY 2004

NATEC ELECTRONIC MANUAL

NAVAIR 01-F14AAP-1B
Reproduction for nonmilitary use of the information or illustrations contained in this publication is not permitted without specific approval of the Commander, Naval Air Systems Command. The policy for use of classified publications is established for the Navy and Marine Corps in OPNAVINST 5510-1 series.

LIST OF EFFECTIVE PAGES
NOTE: Text affected by current change indicated by vertical line in outer margin. DATES OF ISSUE FOR ORIGINAL AND CHANGED PAGES ARE: Original . . . . . . . . . . . . . . Change 1 . . . . . . . . . . . . . Change 2 . . . . . . . . . . . . . Change 3 . . . . . . . . . . . . . 0 1 2 3 .... .... .... .... 01 August 2001 15 April 2002 15 May 2003 15 January 2004

TOTAL NUMBER OF PAGES IN THIS PUBLICATION IS 339 CONSISTING OF THE FOLLOWING: Page No. Issue Page No. Issue 77 thru 79 . . . . . . . . . . . . . . 0 Front Cover . . . . . . . . . . . . . 0 80 . . . . . . . . . . . . . . . . . . . . . 1 Inside Front Cover . . . . . . . 3 81 thru 85 . . . . . . . . . . . . . . 0 Title . . . . . . . . . . . . . . . . . . . 3 86 . . . . . . . . . . . . . . . . . . . . . 2 A, B, C . . . . . . . . . . . . . . . . . 3 87, 88 . . . . . . . . . . . . . . . . . 0 1, 2 . . . . . . . . . . . . . . . . . . . . 3 89 thru 91 . . . . . . . . . . . . . . 1 3 thru 7 . . . . . . . . . . . . . . . . 0 92, 93 . . . . . . . . . . . . . . . . . 0 *8 . . . . . . . . . . . . . . . . . . . . . . 3 94 . . . . . . . . . . . . . . . . . . . . . 1 9/(10 blank) . . . . . . . . . . . . . 0 95 . . . . . . . . . . . . . . . . . . . . . 0 11 . . . . . . . . . . . . . . . . . . . . . 1 96 . . . . . . . . . . . . . . . . . . . . . 2 12 thru 18 . . . . . . . . . . . . . . 0 97 . . . . . . . . . . . . . . . . . . . . . 0 98 . . . . . . . . . . . . . . . . . . . . . 1 19 . . . . . . . . . . . . . . . . . . . . . 3 99, 100 . . . . . . . . . . . . . . . . 2 23/(24 blank) . . . . . . . . . . . . 0 101 thru 103 . . . . . . . . . . . . 0 25, 26 . . . . . . . . . . . . . . . . . 2 104 . . . . . . . . . . . . . . . . . . . . 3 27, 28 . . . . . . . . . . . . . . . . . 0 105 . . . . . . . . . . . . . . . . . . . . 2 29/(30 blank) . . . . . . . . . . . . 0 106 . . . . . . . . . . . . . . . . . . . . 3 31 . . . . . . . . . . . . . . . . . . . . . 0 106a/(106b blank) . . . . . . . 2 32 . . . . . . . . . . . . . . . . . . . . . 1 107 . . . . . . . . . . . . . . . . . . . . 3 33, 34 . . . . . . . . . . . . . . . . . 0 108 . . . . . . . . . . . . . . . . . . . . 1 35, 36 . . . . . . . . . . . . . . . . . 2 109 . . . . . . . . . . . . . . . . . . . . 2 37 thru 40 . . . . . . . . . . . . . . 0 110 . . . . . . . . . . . . . . . . . . . . 0 41 . . . . . . . . . . . . . . . . . . . . . 1 111 . . . . . . . . . . . . . . . . . . . . 1 45/(46 blank) . . . . . . . . . . . . 3 112 . . . . . . . . . . . . . . . . . . . . 0 47 thru 51 . . . . . . . . . . . . . . 3 113 . . . . . . . . . . . . . . . . . . . . 1 52 . . . . . . . . . . . . . . . . . . . . . 0 114 . . . . . . . . . . . . . . . . . . . . 2 53, 54 . . . . . . . . . . . . . . . . . 3 115 . . . . . . . . . . . . . . . . . . . . 0 55 thru 58 . . . . . . . . . . . . . . 0 116, 117 . . . . . . . . . . . . . . . . 1 59 . . . . . . . . . . . . . . . . . . . . . 1 118 thru 120 . . . . . . . . . . . . 0 60 thru 65 . . . . . . . . . . . . . . 0 121/(122 blank) . . . . . . . . . 3 66 . . . . . . . . . . . . . . . . . . . . . 3 123, 124 . . . . . . . . . . . . . . . 3 67 . . . . . . . . . . . . . . . . . . . . . 0 124a, 124b . . . . . . . . . . . . . 3 68 . . . . . . . . . . . . . . . . . . . . . 3 125 . . . . . . . . . . . . . . . . . . . . 1 69/(70 blank) . . . . . . . . . . . . 0 126 . . . . . . . . . . . . . . . . . . . . 0 71 thru 74 . . . . . . . . . . . . . . 0 126a, 126b . . . . . . . . . . . . . 3 127, 128 . . . . . . . . . . . . . . . 3 75, 76 . . . . . . . . . . . . . . . . . 2

A Change 3

NAVAIR 01-F14AAP-1B
LIST OF EFFECTIVE PAGES (continued)
Page No. Issue 1 1 0 1 1 0 0 0 2 0 2 3 1 0 2 2 0 2 0 0 3 2 0 1 0 3 0 0 2 0 3 3 3 0 2 0 2 0 3 3 0 Page No. Issue 209 thru 213 . . . . . . . . . . . . 0 214 . . . . . . . . . . . . . . . . . . . . 2 215, 216 . . . . . . . . . . . . . . . 0 217 . . . . . . . . . . . . . . . . . . . . 2 218 thru 221 . . . . . . . . . . . . 0 222 thru 224 . . . . . . . . . . . 1 224a, 224b . . . . . . . . . . . . 1 225 . . . . . . . . . . . . . . . . . . . . 1 226 . . . . . . . . . . . . . . . . . . . . 0 227 . . . . . . . . . . . . . . . . . . . . 3 228 thru 235 . . . . . . . . . . . . 0 236 . . . . . . . . . . . . . . . . . . . . 2 237, 238 . . . . . . . . . . . . . . . 0 239 . . . . . . . . . . . . . . . . . . . . 2 240 . . . . . . . . . . . . . . . . . . . . 3 241 . . . . . . . . . . . . . . . . . . . . 0 242 . . . . . . . . . . . . . . . . . . . . 2 243 thru 260 . . . . . . . . . . . . 0 261/(262 blank) . . . . . . . . . 2 263 . . . . . . . . . . . . . . . . . . . . 3 264 . . . . . . . . . . . . . . . . . . . . 0 265 . . . . . . . . . . . . . . . . . . . . 2 266 thru 269 . . . . . . . . . . . . 0 270 . . . . . . . . . . . . . . . . . . . . 2 271, 272 . . . . . . . . . . . . . . . 3 273, 274 . . . . . . . . . . . . . . . 0 275, 276 . . . . . . . . . . . . . . . 3 277 thru 281 . . . . . . . . . . . . 0 282 . . . . . . . . . . . . . . . . . . . . 2 283 . . . . . . . . . . . . . . . . . . . . 0 284 . . . . . . . . . . . . . . . . . . . . 2 285 thru 289 . . . . . . . . . . . . 0 290 . . . . . . . . . . . . . . . . . . . . 2 291 . . . . . . . . . . . . . . . . . . . . 0 292, 293 . . . . . . . . . . . . . . . 2 294, 295 . . . . . . . . . . . . . . . 0 296 . . . . . . . . . . . . . . . . . . . . 2 297, 298 . . . . . . . . . . . . . . . 0 299/(300 blank) . . . . . . . . . 0 301 thru 312 . . . . . . . . . . . . 2 313/(314 blank) . . . . . . . . . 2 Inside back cover . . . . . . . . 0

129/(130 blank) . . . . . . . . . 131 . . . . . . . . . . . . . . . . . . . 132 . . . . . . . . . . . . . . . . . . . 133 thru 136 . . . . . . . . . . . . 136a/(136b blank) . . . . . . . 137 thru 146 . . . . . . . . . . . . 147/(148 blank) . . . . . . . . . 149 . . . . . . . . . . . . . . . . . . . . 150 . . . . . . . . . . . . . . . . . . . . 151 thru 153 . . . . . . . . . . . . 154 . . . . . . . . . . . . . . . . . . . . *155 . . . . . . . . . . . . . . . . . . . . 156, 157 . . . . . . . . . . . . . . . 158 thru 160 . . . . . . . . . . . . 161, 162 . . . . . . . . . . . . . . . 162a/(162b blank) . . . . . . . 163 thru 165 . . . . . . . . . . . . 166 . . . . . . . . . . . . . . . . . . . . 167 thru 170 . . . . . . . . . . . . 171/(172 blank) . . . . . . . . . 173 . . . . . . . . . . . . . . . . . . . . 174 . . . . . . . . . . . . . . . . . . . . 175 thru 177 . . . . . . . . . . . . 178 . . . . . . . . . . . . . . . . . . . . 179, 180 . . . . . . . . . . . . . . . 181 . . . . . . . . . . . . . . . . . . . . 182 thru 184 . . . . . . . . . . . . 185/(186 blank) . . . . . . . . . 187 . . . . . . . . . . . . . . . . . . . . 188 . . . . . . . . . . . . . . . . . . . . 189/(190 blank) . . . . . . . . . 190a, 190b . . . . . . . . . . . . . 190c/(190d blank) . . . . . . . 191 thru 194 . . . . . . . . . . . . 195 thru 198 . . . . . . . . . . . . 199 . . . . . . . . . . . . . . . . . . . . 200 . . . . . . . . . . . . . . . . . . . . 201 thru 204 . . . . . . . . . . . . 204a, 204b . . . . . . . . . . . . . 205(206 blank) . . . . . . . . . . . 207/(208 blank) . . . . . . . . .

ADDITIONAL COPIES: Additional copies of this manual and changes thereto may be procured IAW NAVSUP P 409 from NAVICP, Philadelphia via DAAS or the requisition can be submitted to Naval Supply System Command, NLL, Web site www.nll.navsup.navy.mil.

Change 3

B

NAVAIR 01-F14AAP-1B

INTERIM CHANGE SUMMARY

The following Interim Changes have been cancelled or previously incorporated into this manual.
INTERIM CHANGE NUMBER(S) 1 thru 30 Incorporated

REMARKS/PURPOSE

The following Interim Changes have been incorporated into this Change/Revision.
INTERIM CHANGE NUMBER(S) 31

REMARKS/PURPOSE Modifies the L and/or R Fuel Press Light(s) and Warning Tone Emergency Procedure, and Adds Fuel Imbalance / Fuel Quantity Balancing Emergency Procedure.

Interim Changes Outstanding — To be maintained by the custodian of this manual.
INTERIM CHANGE NUMBER(S) ORIGINATOR/DATE (or DATE/TIME GROUP) PAGES REMARKS/ AFFECTED PURPOSE

C

Change 3

PTTUZYUW RULSABU1234 2032006-UUUU--RHMCSUU. ZNR UUUUU P 212006Z JUL 04 ZYB FM COMNAVAIRSYSCOM PATUXENT RIVER MD//4.0P// TO ALL TOMCAT AIRCRAFT ACTIVITIES AL ALL TOMCAT AIRCRAFT ACTIVITIES INFO COMNAVAIRSYSCOM PATUXENT RIVER MD//5.0F/4.1// COMNAVSAFECEN NORFOLK VA//11// COMNAVAIRLANT NORFOLK VA//N421B// COMNAVAIRPAC SAN DIEGO CA//N421B1// COMFITWINGLANT OCEANA VA//N4// NAVAIRDEPOT JACKSONVILLE FL//3.3.3// NAVSURVTRAINST PENSACOLA FL//02/025// BT UNCLAS //N03711// MSGID/GENADMIN/COMNAVAIRSYSCOM/4.0P// SUBJ/F-14ABD AIRCRAFT NATOPS PUBLICATIONS INTERIM CHANGE /SAFETY OF FLIGHT// REF/A/EML/COMNAVAIRFOR/20JUL2004// REF/B/MSG/FITRON ON ZERO ONE/021438ZJUN2004// REF/C/DOC/COMNAVAIRSYSCOM/15JAN2004// REF/D/DOC/COMNAVAIRSYSCOM/15JAN2004// REF/E/DOC/COMNAVAIRSYSCOM/15JAN2004// REF/F/DOC/COMNAVAIRSYSCOM/15JAN2004// REF/G/DOC/COMNAVAIRSYSCOM/15JAN2004// REF/H/DOC/COMNAVAIRSYSCOM/15JAN2004// NARR/REF A IS NATOPS REQUEST FOR RELEASE. REF B IS NATOPS URGENT CHANGE RECOMMENDATION. REF C IS F-14D POCKET CHECKLIST (PCL) 01-F14AAD-1B, DTD 15 APR 02 WITH CHANGE 2 DTD 15 JAN 04. REF D IS F-14D FLIGHT MANUAL (NFM) 01-F14AAD-1, DTD 15 APR 02 WITH CHANGE 2 DTD 15 JAN 04. REF E IS F-14B POCKET CHECKLIST (PCL) 01-F14AAP-1B, DTD 01 AUG 01 WITH CHANGE 3 DTD 15 JAN 04. REF F IS F-14B FLIGHT MANUAL (NFM) 01-F14AAP-1, DTD 01 AUG 01 WITH CHANGE 3 DTD 15 JAN 04. REF G IS F-14A POCKET CHECKLIST (PCL) 01-F14AAA-1B, DTD 15 MAY 03 WITH CHANGE 1 DTD 15 JAN 04. REF H IS F-14A FLIGHT MANUAL (NFM) 01-F14AAA-1, DTD 15 MAY 03 WITH CHANGE 1 DTD 15 JAN 04.// RMKS/1. IRT REFS A AND B, THIS MESSAGE ISSUES INTERIM CHANGE (IC) NUMBER 18 TO REF C, INTERIM CHANGE (IC) NUMBER 29 TO REF D, INTERIM CHANGE (IC) NUMBER 33 TO REF E, INTERIM CHANGE (IC) NUMBER 49 TO REF F, INTERIM CHANGE (IC) NUMBER 107 TO REF G AND INTERIM CHANGE (IC) NUMBER 151 TO REF H. 2. SUMMARY. THE FOLLOWING CHANGES MAKE MINOR CORRECTIONS TO REFS C THROUGH H FOR THE L AND/OR R FUEL PRESS LIGHT(S) AND WARNING TONE EMERGENCY PROCEDURE. THE CORRECTIONS FOLLOW A SIMPLE AND LOGICAL PROGRESSION THROUGH EACH PCL AND NFM AS INDICATED. 3. CHANGE REF C (F-14D PCL) AS FOLLOWS: A. PAGE 114, TITLE: (1) DELETE: WARNING TONE. (2) ADD: 10 SEC WARNING TONE. NAVAIR 212005Z JUL04 Page 1 of 3 A1-F14AAA-1 A1-F14AAA-1B A1-F14AAP-1 A1-F14AAP-1B A1-F14AAD-1 A1-F14AAD-1B IC IC IC IC IC IC 151 107 49 33 29 18

PAGE 14-19. PAGE 14-18. PAGE 124. LINE 3 (AFTER STEP 2): (1) DELETE: AND WARNING TONE (2) ADD: NA C. PAGE 14-19. CHANGE REF F (F-14B NFM) AS FOLLOWS: A.1. PAGE 114.6. SECOND NOTE PARAGRAPH. LINE 1: (1) DELETE: AND (2) ADD: AND/OR 5. CHAPTER 14. PARAGRAPH 14. NOTE SECTION.1. LINE 3 (AFTER STEP 2): (1) DELETE: AND WARNING TONE (2) ADD: NA C.6.B. TITLE: (1) DELETE: WARNING TONE. TITLE: (1) DELETE: WARNING TONE (2) ADD: 10 SEC WARNING TONE. (2) ADD: 10 SEC WARNING TONE. PAGE 14-19. CHANGE REF G (F-14A PCL) AS FOLLOWS: A. SECOND COLUMN. CHAPTER 14. LINE 1: (1) DELETE: AND (2) ADD: AND/OR 7. CHAPTER 14. CHAPTER 14.1. PAGE 123. LINE 20 (AFTER WARNING PARAGRAPHS): (1) DELETE: AND THE WARNING TONE (2) ADD: NA D. PAGE 114A. PARAGRAPH 14.1. LINE 1: (1) DELETE: AND THE WARNING TONE (2) ADD: NA D.1.1. LINE 20: (1) DELETE: AND THE WARNING TONE (2) ADD: NA D. CHAPTER 14. SECOND NOTE PARAGRAPH. PAGE 123. PAGE 114. LINE 1: (1) DELETE: AND (2) ADD: AND/OR 6.1. PAGE 124A. PARAGRAPH 14.1. SECOND COLUMN. LINE 1: (1) DELETE: AND (2) ADD: AND/OR 4. PAGE 14-18.6. LINE 3: (1) DELETE: AND WARNING TONE (2) ADD: NA C. PAGE 94. B. CHAPTER 14. PARAGRAPH 14. B. CHAPTER 14. LINE 3: (1) DELETE: AND WARNING TONE (2) ADD: NA C. CHAPTER 14. NOTE PARAGRAPH. SECOND NOTE PARAGRAPH.1. PARAGRAPH 14. B. SECOND COLUMN.1.1.6.1. TITLE: (1) DELETE: WARNING TONE (2) ADD: 10 SEC WARNING TONE.6.6. TITLE: NAVAIR 212005Z JUL04 Page 2 of 3 A1-F14AAA-1 A1-F14AAA-1B A1-F14AAP-1 A1-F14AAP-1B A1-F14AAD-1 A1-F14AAD-1B IC IC IC IC IC IC 151 107 49 33 29 18 . CHANGE REF E (F-14B PCL) AS FOLLOWS: A. PARAGRAPH 14. PAGE 14-18. PAGE 14-19.1.6. PARAGRAPH 14. PAGE 14-18. CHANGE REF D (F-14D NFM) AS FOLLOWS: A. LINE 13: (1) DELETE: AND THE WARNING TONE (2) ADD: NA D.1.

PAGE 94. PAGE 14-15.6. EMAIL: JAMES.6. DSN 342-3276. PARAGRAPH 14.DOXEY(AT)NAVY. (2) ADD: 10 SEC WARNING TONE. LINE 1: (1) DELETE: AND (2) ADD: AND/OR 8.1.0P NATOPS OFFICER. EMAIL: MICHAEL.NATEC. PAGE 94A. B. PARAGRAPH 14. EMAIL: MILLERKA(AT)VF101. TEL DSN 995-2052. PAGE 14-15.1. LT KYLE MILLER. LT MIKE DOXEY. LINE 20 (AFTER WARNING PARAGRAPHS): (1) DELETE: AND THE WARNING TONE (2) ADD: NA D. INFORM THE NATOPS GLOBAL CUSTOMER SUPPORT TEAM AT (301) 342-3276.SWIFT(AT)NAVY. TEL DSN 757-7021. NOTE SECTION.// BT #1234 NNNN NAVAIR 212005Z JUL04 Page 3 of 3 A1-F14AAA-1 A1-F14AAA-1B A1-F14AAP-1 A1-F14AAP-1B A1-F14AAD-1 A1-F14AAD-1B IC IC IC IC IC IC 151 107 49 33 29 18 .MIL WITHIN 15 DAYS OF RELEASE. F-14ABD CLASS DESK. NAVAIR POCS: 1.NAVY. LINE 3 (AFTER STEP 2): (1) DELETE: AND WARNING TONE (2) ADD: NA C. PARAGRAPH 14. LINE 3: (1) DELETE: AND WARNING TONE (2) ADD: NA C. EMAIL: KRISTIN.MIL.(1) DELETE: WARNING TONE. PAGE 14-15. THIS MESSAGE WILL ALSO BE POSTED ON THE NATOPS WEBSITE. CHAPTER 14. SECOND COLUMN. CHAPTER 14.NASH(AT)NAVY. TEL DSN 995-4193.1. OR COMM (301)757-7021. CHAPTER 14. TITLE: (1) DELETE: WARNING TONE (2) ADD: 10 SEC WARNING TONE. PARAGRAPH 14. SECOND NOTE PARAGRAPH. SECOND NOTE PARAGRAPH. TEL DSN 433-5147. 4. PAGE 94. MESSAGES ARE NORMALLY POSTED IN THE DATABASE BEFORE APPEARING IN THE PUBLICATION. PAGE 14-15. NEW NATOPS IC MESSAGES MAY BE FOUND IN TWO PLACES ON THIS WEBSITE: (1) IN THE NATOPS IC DATABASE FOUND UNDER THE TMAPS OPTION.MIL 10.MIL B. CHAPTER 14.1. SECOND COLUMN. F-14ABD NATOPS PROGRAM MANAGER. WWW.NAVY. THEY WILL BE ADDITIONALLY PLACED WITHIN THE MANUAL AND REPLACED PAGES DELETED. LINE 1: (1) DELETE: AND (2) ADD: AND/OR 9. AND (2) IN THE AFFECTED PUBLICATIONS(S) JUST AFTER THE IC SUMMARY PAGE IF THE IC MESSAGE INCLUDES REPLACEMENT PAGES. OR COMM (757)433-5147.1. OR COMM (301)995-4193. OR BY EMAIL AT NATOPS(AT)NAVY. KRISTIN SWIFT.1. 4. IF UNABLE TO VIEW THIS MESSAGE ON EITHER THE NATEC OR NATOPS WEBSITES. POINTS OF CONTACT: A.MIL 3. NATOPS.6. LCDR JR NASH. THIS MESSAGE WILL BE POSTED ON THE NATEC WEBSITE. LINE 1: (1) DELETE: AND THE WARNING TONE (2) ADD: NA D.NAVAIR. B.MIL.MIL 2. CHANGE REF H (F-14A NFM) AS FOLLOWS: A.NAVY.1. OR COMM (301)995-2052.1.6.0P NATOPS CHIEF ENGINEER.

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3. IRT REFS A AND B. INTERIM CHANGE (IC) NUMBER 28 TO REF D. DTD 01 AUG 01 WITH CHANGE 3 DTD 15 JAN 04.0P// SUBJ/F-14ABD AIRCRAFT NATOPS PUBLICATIONS INTERIM CHANGE /SAFETY OF FLIGHT// REF/A/EML/COMNAVAIRFOR/20JUL2004// REF/B/MSG/FITRON ONE ZERO ONE/011815ZJUL2004// REF/C/DOC/COMNAVAIRSYSCOM/15JAN2004// REF/D/DOC/COMNAVAIRSYSCOM/15JAN2004// REF/E/DOC/COMNAVAIRSYSCOM/15JAN2004// REF/F/DOC/COMNAVAIRSYSCOM/15JAN2004// REF/G/DOC/COMNAVAIRSYSCOM/15JAN2004// REF/H/DOC/COMNAVAIRSYSCOM/15JAN2004// NARR/REF A IS NATOPS REQUEST FOR RELEASE. DTD 01 AUG 01 WITH CHANGE 3 DTD 15 JAN 04. DTD 15 APR 02 WITH CHANGE 2 DTD 15 JAN 04. REF B IS NATOPS URGENT CHANGE RECOMMENDATION.// RMKS/1. THE CORRECTIONS FOLLOW A SIMPLE AND LOGICAL PROGRESSION THROUGH EACH PCL AND NFM AS INDICATED. ZNR UUUUU P 212005Z JUL 04 FM COMNAVAIRSYSCOM PATUXENT RIVER MD//4. REF G IS F-14A POCKET CHECKLIST (PCL) 01-F14AAA-1B. SUMMARY. REF C IS F-14D POCKET CHECKLIST (PCL) 01-F14AAD-1B. INTERIM CHANGE (IC) NUMBER 32 TO REF E.PTTUZYUW RULSABU1234 2032005-UUUU--RHMCSUU. DTD 15 MAY 03 WITH CHANGE 1 DTD 15 JAN 04. INTERIM CHANGE (IC) NUMBER 48 TO REF F.3// NAVSURVTRAINST PENSACOLA FL//02/025// FITRON ONE ZERO ONE BT UNCLAS //N03711// MSGID/GENADMIN/COMNAVAIRSYSCOM/4. REF H IS F-14A FLIGHT MANUAL (NFM) 01-F14AAA-1. REF D IS F-14D FLIGHT MANUAL (NFM) 01-F14AAD-1.0F/4. DTD 15 APR 02 WITH CHANGE 2 DTD 15 JAN 04. INTERIM CHANGE (IC) NUMBER 106 TO REF G AND INTERIM CHANGE (IC) NUMBER 150 TO REF H. REPLACEMENT PAGES CONTAINING THIS INTERIM CHANGE FOR DOWNLOADING AND INSERTION INTO REFS C THRU H WILL BE ATTACHED TO THIS INTERIM NAVAIR 212005Z JUL04 Page 1 of 11 A1-F14AAA-1 A1-F14AAA-1B A1-F14AAP-1 A1-F14AAP-1B A1-F14AAD-1 A1-F14AAD-1B IC IC IC IC IC IC 150 106 48 32 28 17 . 2.1// COMNAVSAFECEN NORFOLK VA//11// COMNAVAIRPAC SAN DIEGO CA//N421B1// COMNAVAIRLANT NORFOLK VA//N421B// COMFITWINGLANT OCEANA VA//N4// NAVAIRDEPOT JACKSONVILLE FL//3.0P// TO ALL TOMCAT AIRCRAFT ACTIVITIES AL ALL TOMCAT AIRCRAFT ACTIVITIES INFO COMNAVAIRSYSCOM PATUXENT RIVER MD//5. DTD 15 MAY 03 WITH CHANGE 1 DTD 15 JAN 04. REF E IS F-14B POCKET CHECKLIST (PCL) 01-F14AAP-1B. REF F IS F-14B FLIGHT MANUAL (NFM) 01-F14AAP-1. CHANGES MAY REQUIRE THE INSERTION OF A NEW PAGE IN SOME PCLS. THE FOLLOWING CHANGES MAKE CORRECTIONS TO REFS C THROUGH H FOR THE FUEL IMBALANCE/FUEL QUANTITY BALANCING EMERGENCY PROCEDURE. THIS MESSAGE ISSUES INTERIM CHANGE (IC) NUMBER 17 TO REF C.

" B. (1) DELETE: NA (2) ADD (INSERT): NOTE PARAGRAPH AFTER PRECEDING (INSERTED) NOTE PARAGRAPH." (2) ADD (REPLACE WITH): "AB OPERATION IS NOT RECOMMENDED WITH A FUEL IMBALANCE OR WITH INDICATIONS OF VENTING FUEL.. TO READ: "WITH A FUEL STATE BELOW 4500 POUNDS IN A SINGLE FEED GROUP AND A FUEL SPLIT GREATER THAN 1500 POUNDS BETWEEN THE AFT/LEFT AND FWD/RIGHT FEED GROUPS:" D. (1) DELETE: NA (2) ADD (INSERT): NOTE PARAGRAPH IMMEDIATELY AFTER STEP 2 TO READ: "IF PRACTICAL." (2) ADD: NA G.600 POUNDS OR GREATER IN THE FWD/RT SYSTEM OR 6.." H.CHANGE MSG WHEN IT IS POSTED ON THE NATEC AND NATOPS WEBSITES (SEE LAST PARA BELOW)). AS FOLLOWS: A." F. (1) DELETE: NA (2) ADD (MOVE): FIRST NOTE PARAGRAPH OF EXISTING PROCEDURE THAT BEGINS. (1) DELETE: ENTIRE WARNING THAT BEGINS WITH "AIRCRAFT ATTITUDE WILL HAVE A SIGNIFICANT INFLUENCE. TO PREVENT THIS. (1) DELETE: STATEMENT IMMEDIATELY PRECEDING STEP 3 THAT READS: "IF FUEL IMBALANCE INCREASES:" (2) ADD (REPLACE WITH): "IF NO VENTING IS OBSERVED AND/OR THE FUEL IMBALANCE IS CORRECTED WITH THE FUEL FEED SWITCH:" I. THE FEED SWITCH SHOULD BE RETURNED TO NORM BEFORE THE AFT/LT TAPE REACHES 6.500 POUNDS. (1) DELETE: EXISTING STEP 3. NORM SHALL BE SELECTED. UPDATE THE NOTE PARAGRAPH TO READ: "WITH A HIGH QUANTITY IN THE FWD/RT FUEL SYSTEM. PAGE 118." E." C. THE GREATER STATIC HEAD PRESSURE.. CHANGE REF C (F-14D PCL). (1) DELETE: NA NAVAIR 212005Z JUL04 Page 2 of 11 A1-F14AAA-1 A1-F14AAA-1B A1-F14AAP-1 A1-F14AAP-1B A1-F14AAD-1 A1-F14AAD-1B IC IC IC IC IC IC 150 106 48 32 28 17 . FUEL CHAPTER. TO A POSITION IMMEDIATELY FOLLOWING THE SECOND ADDED NOTE PARAGRAPH BETWEEN STEPS 2 AND 3.200 POUNDS. BUT PRIOR TO THE EXISTING WARNING PARAGRAPH TO READ: "INDICATION OF FUEL BALANCING SHOULD APPEAR WITHIN 3 MINUTES OF SELECTING THE HIGH FUSELAGE TAPE SIDE.AS REQUIRED AND LAND AS SOON AS PRACTICABLE. OBTAIN A VISUAL INSPECTION FOR VENTING FUEL. "WITH A HIGH QUANTITY.".DO NOT DELAY EXECUTION OF EMERGENCY PROCEDURES FOR VISUAL INSPECTION." J. OVERFILLING IS INDICATED BY A QUANTITY OF 6. (1) DELETE: NA (2) ADD: STATEMENT IN CAPITAL ITALICS. FWD OR AFT COULD DEPLETE THE SUMP TANKS. 3. (1) DELETE: NA (2) ADD (INSERT): NOTE PARAGRAPH BEFORE THE EXISTING NOTE PARAGRAPH AT THE BEGINNING OF THE PROCEDURE TO READ: "FUEL QUANTITY BALANCING IS NOT REQUIRED PRIOR TO COMPLETION OF WING/EXTERNAL TANK TRANSFER OR UNTIL ONE FUSELAGE TAPE DROPS BELOW 4. (2) ADD (REPLACE WITH): "3. PARTICULARLY IN NOSE-UP ATTITUDES CAN CAUSE OVERFILLING OF THE AFT/LT FUEL SYSTEM AND SUBSEQUENT FUEL VENTING.. FUEL FEED SWITCH . (1) DELETE: STATEMENTS UNDER FIRST WARNING: "DURING AB OPERATIONS.200 POUNDS OF GREATER IN THE AFT/LT SYSTEM. PRIOR TO STEP 1.

" C. (1) DELETE: NA (2) ADD (INSERT): NOTE PARAGRAPH BEFORE THE EXISTING NOTE PARAGRAPH AT THE BEGINNING OF THE PROCEDURE TO READ: "FUEL QUANTITY BALANCING IS NOT REQUIRED PRIOR TO COMPLETION OF WING/EXTERNAL TANK TRANSFER OR UNTIL ONE FUSELAGE TAPE DROPS BELOW 4.000 POUNDS:" K. (1) DELETE: NA (2) ADD (INSERT): STATEMENT AFTER NEW STEP 5 TO READ: "IF INDICATIONS OF A FUEL LEAK EXIST:" O. PARAGRAPH 14.. AIRCREW MAY HAVE AS LITTLE AS 4.." F.500 POUNDS OF USABLE FUEL REMAINING AND A NEW BINGO PROFILE MAY BE REQUIRED." B. (1) DELETE: NA (2) ADD (INSERT): NOTE PARAGRAPH AFTER PRECEEDING (INSERTED) NOTE PARAGRAPH. FWD OR AFT COULD DEPLETE THE SUMP TANKS. (1) DELETE: NA (2) ADD (INSERT): NEW STEP 6 AFTER STATEMENT TO READ: "6. CHANGE REF D (F-14D NFM). TO READ: "WITH A FUEL STATE BELOW 4500 POUNDS IN A SINGLE FEED GROUP AND A FUEL SPLIT GREATER THAN 1500 POUNDS BETWEEN THE AFT/LEFT AND FWD/RIGHT FEED GROUPS:" D. CHAPTER 14. (1) DELETE: NA (2) ADD: STATEMENT IN CAPITAL ITALICS. REFER TO FUEL LEAK PROCEDURE (PAGE 116). (1) DELETE: STATEMENTS UNDER FIRST WARNING: "DURING AB OPERATIONS. (1) DELETE: NA (2) ADD (INSERT): WARNING PARAGRAPH IMMEDIATELY FOLLOWING NEW STEP 4 TO READ: "VENTING FUEL IN CONJUNCTION WITH AN UNCONTROLLABLE FUEL SPLIT IS INDICATIVE OF A MOTIVE FLOW FAILURE AND CAN RESULT IN THE HIGH FEED GROUP HAVING TRAPPED/UNUSABLE FUEL. BUT PRIOR TO THE EXISTING WARNING PARAGRAPH TO READ: "INDICATION OF FUEL BALANCING SHOULD APPEAR WITHIN 3 MINUTES OF SELECTING THE HIGH FUSELAGE TAPE SIDE.(2) ADD (INSERT): STATEMENT IMMEDIATELY PRIOR TO STEP 4 TO READ: "IF FUEL VENTING EXISTS AND/OR FUEL IMBALANCE EXCEEDS 2. (1) DELETE (CHANGE): RENUMBER EXISTING STEP 4 TO NEW STEP 5 WITHOUT CHANGING VERBIAGE.500 POUNDS. (1) DELETE: NA (2) ADD (INSERT): NEW STEP 4 TO READ: "FUEL FEED SWITCH NORM." M. IF THIS OCCURS." E.6 AS FOLLOWS: A. N. (1) DELETE: NA NAVAIR 212005Z JUL04 Page 3 of 11 A1-F14AAA-1 A1-F14AAA-1B A1-F14AAP-1 A1-F14AAP-1B A1-F14AAD-1 A1-F14AAD-1B IC IC IC IC IC IC 150 106 48 32 28 17 . (1) DELETE: NA (2) ADD (INSERT): NOTE PARAGRAPH IMMEDIATELY AFTER STEP 2 TO READ: "IF PRACTICAL.6." (2) ADD (REPLACE WITH): "AB OPERATION IS NOT RECOMMENDED WITH A FUEL IMBALANCE OR WITH INDICATIONS OF VENTING FUEL.DO NOT DELAY EXECUTION OF EMERGENCY PROCEDURES FOR VISUAL INSPECTION. (1) DELETE: ENTIRE WARNING THAT BEGINS WITH "AIRCRAFT ATTITUDE WILL HAVE A SIGNIFICANT INFLUENCE." (2) ADD: NA G." 4." L. PRIOR TO STEP 1. OBTAIN A VISUAL INSPECTION FOR VENTING FUEL. NORM SHALL BE SELECTED. PAGE 14-20.

(2) ADD (REPLACE WITH): "3.200 POUNDS OF GREATER IN THE AFT/LT SYSTEM." H. NORM SHALL BE SELECTED." B.. (1) DELETE: STATEMENTS UNDER FIRST WARNING: "DURING AB OPERATIONS." (2) ADD (REPLACE WITH): "AB OPERATION IS NOT RECOMMENDED WITH A FUEL IMBALANCE OR WITH INDICATIONS OF VENTING FUEL.600 POUNDS OR GREATER IN THE FWD/RT SYSTEM OR 6. (1) DELETE: STATEMENT IMMEDIATELY PRECEDING STEP 3 THAT READS: "IF FUEL IMBALANCE INCREASES:" (2) ADD (REPLACE WITH): "IF NO VENTING IS OBSERVED AND/OR THE FUEL IMBALANCE IS CORRECTED WITH THE FUEL FEED SWITCH:" I. AIRCREW MAY HAVE AS LITTLE AS 4. (1) DELETE: NA (2) ADD (INSERT): NEW STEP 6 AFTER STATEMENT TO READ: "6. TO PREVENT THIS. PAGE 127 & 128 AS FOLLOWS: A.200 POUNDS. N." 5.. (1) DELETE: EXISTING STEP 3.500 POUNDS OF USABLE FUEL REMAINING AND A NEW BINGO PROFILE MAY BE REQUIRED. (1) DELETE: NA (2) ADD (INSERT): STATEMENT AFTER NEW STEP 5 TO READ: "IF INDICATIONS OF A FUEL LEAK EXIST:" O." J.AS REQUIRED AND LAND AS SOON AS PRACTICABLE. REFER TO FUEL LEAK PROCEDURE (PAGE 14-19). THE FEED SWITCH SHOULD BE RETURNED TO NORM BEFORE THE AFT/LT TAPE REACHES 6.000 POUNDS:" K. THE GREATER STATIC HEAD PRESSURE. (1) DELETE: NA (2) ADD (INSERT): WARNING PARAGRAPH IMMEDIATELY FOLLOWING NEW STEP 4 TO READ: "VENTING FUEL IN CONJUNCTION WITH AN UNCONTROLLABLE FUEL SPLIT IS INDICATIVE OF A MOTIVE FLOW FAILURE AND CAN RESULT IN THE HIGH FEED GROUP HAVING TRAPPED/UNUSABLE FUEL. (1) DELETE (CHANGE): RENUMBER EXISTING STEP 4 TO NEW STEP 5 WITHOUT CHANGING VERBIAGE. "WITH A HIGH QUANTITY." M. TO A POSITION IMMEDIATELY FOLLOWING THE SECOND ADDED NOTE PARAGRAPH BETWEEN STEPS 2 AND 3. (1) DELETE: NA (2) ADD (INSERT): STATEMENT IMMEDIATELY PRIOR TO STEP 4 TO READ: "IF FUEL VENTING EXISTS AND/OR FUEL IMBALANCE EXCEEDS 2. FWD OR AFT COULD DEPLETE THE SUMP TANKS. (1) DELETE: NA (2) ADD (INSERT): NEW STEP 4 TO READ: "FUEL FEED SWITCH NORM.(2) ADD (MOVE): FIRST NOTE PARAGRAPH OF EXISTING PROCEDURE THAT BEGINS. FUEL FEED SWITCH . UPDATE THE NOTE PARAGRAPH TO READ: "WITH A HIGH QUANTITY IN THE FWD/RT FUEL SYSTEM.". OVERFILLING IS INDICATED BY A QUANTITY OF 6. (1) DELETE: NA (2) ADD (INSERT): NOTE PARAGRAPH BEFORE THE EXISTING NOTE PARAGRAPH AT THE BEGINNING OF THE PROCEDURE TO READ: "FUEL QUANTITY BALANCING IS NOT REQUIRED PRIOR TO COMPLETION OF WING/EXTERNAL TANK TRANSFER OR UNTIL ONE FUSELAGE TAPE DROPS BELOW NAVAIR 212005Z JUL04 Page 4 of 11 A1-F14AAA-1 A1-F14AAA-1B A1-F14AAP-1 A1-F14AAP-1B A1-F14AAD-1 A1-F14AAD-1B IC IC IC IC IC IC 150 106 48 32 28 17 . CHANGE REF E (F-14B PCL). IF THIS OCCURS." L. FUEL CHAPTER. PARTICULARLY IN NOSE-UP ATTITUDES CAN CAUSE OVERFILLING OF THE AFT/LT FUEL SYSTEM AND SUBSEQUENT FUEL VENTING.

" L. THE FEED SWITCH SHOULD BE RETURNED TO NORM BEFORE THE AFT/LT TAPE REACHES 6. OBTAIN A VISUAL INSPECTION FOR VENTING FUEL. (1) DELETE: NA (2) ADD (INSERT): NOTE PARAGRAPH IMMEDIATELY AFTER STEP 2 TO READ: "IF PRACTICAL. AIRCREW MAY HAVE AS LITTLE AS 4. (1) DELETE: ENTIRE WARNING THAT BEGINS WITH "AIRCRAFT ATTITUDE WILL HAVE A SIGNIFICANT INFLUENCE. PRIOR TO STEP 1. PARTICULARLY IN NOSE-UP ATTITUDES CAN CAUSE OVERFILLING OF THE AFT/LT FUEL SYSTEM AND SUBSEQUENT FUEL VENTING. BUT PRIOR TO THE EXISTING WARNING PARAGRAPH TO READ: "INDICATION OF FUEL BALANCING SHOULD APPEAR WITHIN 3 MINUTES OF SELECTING THE HIGH FUSELAGE TAPE SIDE." E. (2) ADD (REPLACE WITH): "3.200 POUNDS OF GREATER IN THE AFT/LT SYSTEM.500 POUNDS. TO PREVENT THIS." (2) ADD: NA G." NAVAIR 212005Z JUL04 Page 5 of 11 A1-F14AAA-1 A1-F14AAA-1B A1-F14AAP-1 A1-F14AAP-1B A1-F14AAD-1 A1-F14AAD-1B IC IC IC IC IC IC 150 106 48 32 28 17 ." H..200 POUNDS." F. TO READ: "WITH A FUEL STATE BELOW 4500 POUNDS IN A SINGLE FEED GROUP AND A FUEL SPLIT GREATER THAN 1500 POUNDS BETWEEN THE AFT/LEFT AND FWD/RIGHT FEED GROUPS:" D." J. THE GREATER STATIC HEAD PRESSURE. "WITH A HIGH QUANTITY. TO A POSITION IMMEDIATELY FOLLOWING THE SECOND ADDED NOTE PARAGRAPH BETWEEN STEPS 2 AND 3. (1) DELETE: NA (2) ADD: STATEMENT IN CAPITAL ITALICS. (1) DELETE: NA (2) ADD (INSERT): NEW STEP 4 TO READ: "FUEL FEED SWITCH NORM. UPDATE THE NOTE PARAGRAPH TO READ: "WITH A HIGH QUANTITY IN THE FWD/RT FUEL SYSTEM..4. IF THIS OCCURS. FUEL FEED SWITCH . (1) DELETE: STATEMENT IMMEDIATELY PRECEDING STEP 3 THAT READS: "IF FUEL IMBALANCE INCREASES:" (2) ADD (REPLACE WITH): "IF NO VENTING IS OBSERVED AND/OR THE FUEL IMBALANCE IS CORRECTED WITH THE FUEL FEED SWITCH:" I. (1) DELETE: NA (2) ADD (MOVE): FIRST NOTE PARAGRAPH OF EXISTING PROCEDURE THAT BEGINS.DO NOT DELAY EXECUTION OF EMERGENCY PROCEDURES FOR VISUAL INSPECTION. (1) DELETE: NA (2) ADD (INSERT): NOTE PARAGRAPH AFTER PRECEEDING (INSERTED) NOTE PARAGRAPH." C.000 POUNDS:" K.500 POUNDS OF USABLE FUEL REMAINING AND A NEW BINGO PROFILE MAY BE REQUIRED.". (1) DELETE: NA (2) ADD (INSERT): WARNING PARAGRAPH IMMEDIATELY FOLLOWING NEW STEP 4 TO READ: "VENTING FUEL IN CONJUNCTION WITH AN UNCONTROLLABLE FUEL SPLIT IS INDICATIVE OF A MOTIVE FLOW FAILURE AND CAN RESULT IN THE HIGH FEED GROUP HAVING TRAPPED/UNUSABLE FUEL.600 POUNDS OR GREATER IN THE FWD/RT SYSTEM OR 6. (1) DELETE: NA (2) ADD (INSERT): STATEMENT IMMEDIATELY PRIOR TO STEP 4 TO READ: "IF FUEL VENTING EXISTS AND/OR FUEL IMBALANCE EXCEEDS 2. OVERFILLING IS INDICATED BY A QUANTITY OF 6. (1) DELETE: EXISTING STEP 3..AS REQUIRED AND LAND AS SOON AS PRACTICABLE..

" (2) ADD (REPLACE WITH): "AB OPERATION IS NOT RECOMMENDED WITH A FUEL IMBALANCE OR WITH INDICATIONS OF VENTING FUEL. TO READ: "WITH A FUEL STATE BELOW 4500 POUNDS IN A SINGLE FEED GROUP AND A FUEL SPLIT GREATER THAN 1500 POUNDS BETWEEN THE AFT/LEFT AND FWD/RIGHT FEED GROUPS:" D. (1) DELETE: NA (2) ADD (INSERT): NOTE PARAGRAPH BEFORE THE EXISTING NOTE PARAGRAPH AT THE BEGINNING OF THE PROCEDURE TO READ: "FUEL QUANTITY BALANCING IS NOT REQUIRED PRIOR TO COMPLETION OF WING/EXTERNAL TANK TRANSFER OR UNTIL ONE FUSELAGE TAPE DROPS BELOW 4." H." (2) ADD: NA G.. (1) DELETE: ENTIRE WARNING THAT BEGINS WITH "AIRCRAFT ATTITUDE WILL HAVE A SIGNIFICANT INFLUENCE.600 POUNDS OR GREATER IN THE FWD/RT SYSTEM OR 6. (1) DELETE (CHANGE): RENUMBER EXISTING STEP 4 TO NEW STEP 5 WITHOUT CHANGING VERBIAGE. N." E." B. OVERFILLING IS INDICATED BY A QUANTITY OF 6. FWD OR AFT COULD DEPLETE THE SUMP TANKS.". BUT PRIOR TO THE EXISTING WARNING PARAGRAPH TO READ: "INDICATION OF FUEL BALANCING SHOULD APPEAR WITHIN 3 MINUTES OF SELECTING THE HIGH FUSELAGE TAPE SIDE.M.200 POUNDS.. (1) DELETE: NA (2) ADD (MOVE): FIRST NOTE PARAGRAPH OF EXISTING PROCEDURE THAT BEGINS." C.200 POUNDS OF GREATER IN THE AFT/LT SYSTEM. REFER TO FUEL LEAK PROCEDURE (PAGE 126A).. CHANGE REF F (F-14B NFM). (1) DELETE: NA (2) ADD (INSERT): NOTE PARAGRAPH IMMEDIATELY AFTER STEP 2 TO READ: "IF PRACTICAL. (1) DELETE: NA (2) ADD (INSERT): STATEMENT AFTER NEW STEP 5 TO READ: "IF INDICATIONS OF A FUEL LEAK EXIST:" O." F. (1) DELETE: NA (2) ADD: STATEMENT IN CAPITAL ITALICS. PAGE 14-20A. TO PREVENT THIS. OBTAIN A VISUAL INSPECTION FOR VENTING FUEL. (1) DELETE: STATEMENTS UNDER FIRST WARNING: "DURING AB OPERATIONS. THE FEED SWITCH SHOULD BE RETURNED TO NORM BEFORE THE AFT/LT TAPE REACHES 6.DO NOT DELAY EXECUTION OF EMERGENCY PROCEDURES FOR VISUAL INSPECTION. (1) DELETE: NA (2) ADD (INSERT): NOTE PARAGRAPH AFTER PRECEEDING (INSERTED) NOTE PARAGRAPH.. PARAGRAPH 14." 6. TO A POSITION IMMEDIATELY FOLLOWING THE SECOND ADDED NOTE PARAGRAPH BETWEEN STEPS 2 AND 3.6.500 POUNDS. (1) DELETE: STATEMENT IMMEDIATELY PRECEDING STEP 3 THAT READS: "IF FUEL IMBALANCE INCREASES:" NAVAIR 212005Z JUL04 Page 6 of 11 A1-F14AAA-1 A1-F14AAA-1B A1-F14AAP-1 A1-F14AAP-1B A1-F14AAD-1 A1-F14AAD-1B IC IC IC IC IC IC 150 106 48 32 28 17 . THE GREATER STATIC HEAD PRESSURE. PARTICULARLY IN NOSE-UP ATTITUDES CAN CAUSE OVERFILLING OF THE AFT/LT FUEL SYSTEM AND SUBSEQUENT FUEL VENTING. "WITH A HIGH QUANTITY. (1) DELETE: NA (2) ADD (INSERT): NEW STEP 6 AFTER STATEMENT TO READ: "6. NORM SHALL BE SELECTED. CHAPTER 14. UPDATE THE NOTE PARAGRAPH TO READ: "WITH A HIGH QUANTITY IN THE FWD/RT FUEL SYSTEM. PRIOR TO STEP 1.6 AS FOLLOWS: A.

CHANGE REF G (F-14A PCL).DO NOT DELAY EXECUTION OF EMERGENCY PROCEDURES FOR VISUAL INSPECTION.000 POUNDS:" K." M. (1) DELETE: NA (2) ADD (INSERT): NOTE PARAGRAPH BEFORE THE EXISTING NOTE PARAGRAPH AT THE BEGINNING OF THE PROCEDURE TO READ: "FUEL QUANTITY BALANCING IS NOT REQUIRED PRIOR TO COMPLETION OF WING/EXTERNAL TANK TRANSFER OR UNTIL ONE FUSELAGE TAPE DROPS BELOW 4.500 POUNDS OF USABLE FUEL REMAINING AND A NEW BINGO PROFILE MAY BE REQUIRED. (1) DELETE: NA (2) ADD (INSERT): STATEMENT AFTER NEW STEP 5 TO READ: "IF INDICATIONS OF A FUEL LEAK EXIST:" O.AS REQUIRED AND LAND AS SOON AS PRACTICABLE. IF THIS OCCURS. (1) DELETE (CHANGE): RENUMBER EXISTING STEP 4 TO NEW STEP 5 WITHOUT CHANGING VERBIAGE." B. TO READ: "WITH A FUEL STATE BELOW 4500 POUNDS IN A SINGLE FEED GROUP AND A FUEL SPLIT GREATER THAN 1500 POUNDS BETWEEN THE AFT/LEFT AND FWD/RIGHT FEED GROUPS:" D." (2) ADD (REPLACE WITH): "AB OPERATION IS NOT RECOMMENDED WITH A FUEL IMBALANCE OR WITH INDICATIONS OF VENTING FUEL. (2) ADD (REPLACE WITH): "3. REFER TO FUEL LEAK PROCEDURE (PAGE 14-20). FUEL FEED SWITCH . AIRCREW MAY HAVE AS LITTLE AS 4. OBTAIN A VISUAL INSPECTION FOR VENTING FUEL. N. (1) DELETE: EXISTING STEP 3. AS FOLLOWS: A. (1) DELETE: NA (2) ADD: STATEMENT IN CAPITAL ITALICS. (1) DELETE: NA (2) ADD (INSERT): NEW STEP 4 TO READ: "FUEL FEED SWITCH NORM.(2) ADD (REPLACE WITH): "IF NO VENTING IS OBSERVED AND/OR THE FUEL IMBALANCE IS CORRECTED WITH THE FUEL FEED SWITCH:" I. BUT PRIOR TO THE EXISTING WARNING PARAGRAPH TO READ: NAVAIR 212005Z JUL04 Page 7 of 11 A1-F14AAA-1 A1-F14AAA-1B A1-F14AAP-1 A1-F14AAP-1B A1-F14AAD-1 A1-F14AAD-1B IC IC IC IC IC IC 150 106 48 32 28 17 . FWD OR AFT COULD DEPLETE THE SUMP TANKS." J." 7. PAGE 98." E. NORM SHALL BE SELECTED. (1) DELETE: NA (2) ADD (INSERT): NEW STEP 6 AFTER STATEMENT TO READ: "6. FUEL CHAPTER.500 POUNDS. (1) DELETE: NA (2) ADD (INSERT): NOTE PARAGRAPH IMMEDIATELY AFTER STEP 2 TO READ: "IF PRACTICAL. (1) DELETE: NA (2) ADD (INSERT): NOTE PARAGRAPH AFTER PRECEEDING (INSERTED) NOTE PARAGRAPH." C. (1) DELETE: STATEMENTS UNDER FIRST WARNING: "DURING AB OPERATIONS. PRIOR TO STEP 1. (1) DELETE: NA (2) ADD (INSERT): STATEMENT IMMEDIATELY PRIOR TO STEP 4 TO READ: "IF FUEL VENTING EXISTS AND/OR FUEL IMBALANCE EXCEEDS 2. (1) DELETE: NA (2) ADD (INSERT): WARNING PARAGRAPH IMMEDIATELY FOLLOWING NEW STEP 4 TO READ: "VENTING FUEL IN CONJUNCTION WITH AN UNCONTROLLABLE FUEL SPLIT IS INDICATIVE OF A MOTIVE FLOW FAILURE AND CAN RESULT IN THE HIGH FEED GROUP HAVING TRAPPED/UNUSABLE FUEL." L.

(1) DELETE: NA (2) ADD (MOVE): FIRST NOTE PARAGRAPH OF EXISTING PROCEDURE THAT BEGINS. OVERFILLING IS INDICATED BY A QUANTITY OF 6. THE GREATER STATIC HEAD PRESSURE." (2) ADD: NA G. TO A POSITION IMMEDIATELY FOLLOWING THE SECOND ADDED NOTE PARAGRAPH BETWEEN STEPS 2 AND 3. (1) DELETE: NA (2) ADD (INSERT): STATEMENT IMMEDIATELY PRIOR TO STEP 4 TO READ: "IF FUEL VENTING EXISTS AND/OR FUEL IMBALANCE EXCEEDS 2.. FWD OR AFT COULD DEPLETE THE SUMP TANKS. TO PREVENT THIS." H.6. (1) DELETE: NA (2) ADD (INSERT): NEW STEP 4 TO READ: "FUEL FEED SWITCH NORM.AS REQUIRED AND LAND AS SOON AS PRACTICABLE. N. PARAGRAPH 14. REFER TO FUEL LEAK PROCEDURE (PAGE 97). AIRCREW MAY HAVE AS LITTLE AS 4.500 POUNDS OF USABLE FUEL REMAINING AND A NEW BINGO PROFILE MAY BE REQUIRED. CHANGE REF H (F-14A NFM)." M. (1) DELETE (CHANGE): RENUMBER EXISTING STEP 4 TO NEW STEP 5 WITHOUT CHANGING VERBIAGE. (1) DELETE: NA (2) ADD (INSERT): STATEMENT AFTER NEW STEP 5 TO READ: "IF INDICATIONS OF A FUEL LEAK EXIST:" O." F. (1) DELETE: EXISTING STEP 3.". UPDATE THE NOTE PARAGRAPH TO READ: "WITH A HIGH QUANTITY IN THE FWD/RT FUEL SYSTEM. (1) DELETE: NA (2) ADD (INSERT): WARNING PARAGRAPH IMMEDIATELY FOLLOWING NEW STEP 4 TO READ: "VENTING FUEL IN CONJUNCTION WITH AN UNCONTROLLABLE FUEL SPLIT IS INDICATIVE OF A MOTIVE FLOW FAILURE AND CAN RESULT IN THE HIGH FEED GROUP HAVING TRAPPED/UNUSABLE FUEL. "WITH A HIGH QUANTITY.. (1) DELETE: NA (2) ADD (INSERT): NEW STEP 6 AFTER STATEMENT TO READ: "6. (1) DELETE: ENTIRE WARNING THAT BEGINS WITH "AIRCRAFT ATTITUDE WILL HAVE A SIGNIFICANT INFLUENCE. PARTICULARLY IN NOSE-UP ATTITUDES CAN CAUSE OVERFILLING OF THE AFT/LT FUEL SYSTEM AND SUBSEQUENT FUEL VENTING. (2) ADD (REPLACE WITH): "3. (1) DELETE: STATEMENTS UNDER FIRST WARNING: "DURING AB OPERATIONS.000 POUNDS:" K.. CHAPTER 14.. PAGE 14-17."INDICATION OF FUEL BALANCING SHOULD APPEAR WITHIN 3 MINUTES OF SELECTING THE HIGH FUSELAGE TAPE SIDE." J.6 AS FOLLOWS: A." 8. NORM SHALL BE SELECTED. FUEL FEED SWITCH ." L. IF THIS OCCURS. THE FEED SWITCH SHOULD BE RETURNED TO NORM BEFORE THE AFT/LT TAPE REACHES 6.200 POUNDS OF GREATER IN THE AFT/LT SYSTEM. (1) DELETE: STATEMENT IMMEDIATELY PRECEDING STEP 3 THAT READS: "IF FUEL IMBALANCE INCREASES:" (2) ADD (REPLACE WITH): "IF NO VENTING IS OBSERVED AND/OR THE FUEL IMBALANCE IS CORRECTED WITH THE FUEL FEED SWITCH:" I.200 POUNDS." NAVAIR 212005Z JUL04 Page 8 of 11 A1-F14AAA-1 A1-F14AAA-1B A1-F14AAP-1 A1-F14AAP-1B A1-F14AAD-1 A1-F14AAD-1B IC IC IC IC IC IC 150 106 48 32 28 17 .600 POUNDS OR GREATER IN THE FWD/RT SYSTEM OR 6.

(1) DELETE: ENTIRE WARNING THAT BEGINS WITH "AIRCRAFT ATTITUDE WILL HAVE A SIGNIFICANT INFLUENCE. UPDATE THE NOTE PARAGRAPH TO READ: "WITH A HIGH QUANTITY IN THE FWD/RT FUEL SYSTEM.. (1) DELETE: NA (2) ADD (INSERT): NOTE PARAGRAPH IMMEDIATELY AFTER STEP 2 TO READ: "IF PRACTICAL.200 POUNDS OF GREATER IN THE AFT/LT SYSTEM. (1) DELETE: NA (2) ADD (INSERT): NOTE PARAGRAPH AFTER PRECEEDING (INSERTED) NOTE PARAGRAPH.500 POUNDS. BUT PRIOR TO THE EXISTING WARNING PARAGRAPH TO READ: "INDICATION OF FUEL BALANCING SHOULD APPEAR WITHIN 3 MINUTES OF SELECTING THE HIGH FUSELAGE TAPE SIDE. TO PREVENT THIS." J..600 POUNDS OR GREATER IN THE FWD/RT SYSTEM OR 6.200 POUNDS. OBTAIN A VISUAL INSPECTION FOR VENTING FUEL." B. PRIOR TO STEP 1. (2) ADD (REPLACE WITH): "3. "WITH A HIGH QUANTITY." (2) ADD: NA G. PARTICULARLY IN NOSE-UP ATTITUDES CAN CAUSE OVERFILLING OF THE AFT/LT FUEL SYSTEM AND SUBSEQUENT FUEL VENTING. (1) DELETE: NA (2) ADD: STATEMENT IN CAPITAL ITALICS. THE GREATER STATIC HEAD PRESSURE. (1) DELETE: NA (2) ADD (INSERT): NEW STEP 4 TO READ: "FUEL FEED SWITCH NORM. (1) DELETE: NA (2) ADD (MOVE): FIRST NOTE PARAGRAPH OF EXISTING PROCEDURE THAT BEGINS.000 POUNDS:" K. TO READ: "WITH A FUEL STATE BELOW 4500 POUNDS IN A SINGLE FEED GROUP AND A FUEL SPLIT GREATER THAN 1500 POUNDS BETWEEN THE AFT/LEFT AND FWD/RIGHT FEED GROUPS:" D.". OVERFILLING IS INDICATED BY A QUANTITY OF 6. (1) DELETE: NA (2) ADD (INSERT): STATEMENT IMMEDIATELY PRIOR TO STEP 4 TO READ: "IF FUEL VENTING EXISTS AND/OR FUEL IMBALANCE EXCEEDS 2.." NAVAIR 212005Z JUL04 Page 9 of 11 A1-F14AAA-1 A1-F14AAA-1B A1-F14AAP-1 A1-F14AAP-1B A1-F14AAD-1 A1-F14AAD-1B IC IC IC IC IC IC 150 106 48 32 28 17 .. FUEL FEED SWITCH ." C.DO NOT DELAY EXECUTION OF EMERGENCY PROCEDURES FOR VISUAL INSPECTION.AS REQUIRED AND LAND AS SOON AS PRACTICABLE." F." E." H. THE FEED SWITCH SHOULD BE RETURNED TO NORM BEFORE THE AFT/LT TAPE REACHES 6. (1) DELETE: EXISTING STEP 3.(2) ADD (REPLACE WITH): "AB OPERATION IS NOT RECOMMENDED WITH A FUEL IMBALANCE OR WITH INDICATIONS OF VENTING FUEL. (1) DELETE: STATEMENT IMMEDIATELY PRECEDING STEP 3 THAT READS: "IF FUEL IMBALANCE INCREASES:" (2) ADD (REPLACE WITH): "IF NO VENTING IS OBSERVED AND/OR THE FUEL IMBALANCE IS CORRECTED WITH THE FUEL FEED SWITCH:" I. TO A POSITION IMMEDIATELY FOLLOWING THE SECOND ADDED NOTE PARAGRAPH BETWEEN STEPS 2 AND 3. (1) DELETE: NA (2) ADD (INSERT): NOTE PARAGRAPH BEFORE THE EXISTING NOTE PARAGRAPH AT THE BEGINNING OF THE PROCEDURE TO READ: "FUEL QUANTITY BALANCING IS NOT REQUIRED PRIOR TO COMPLETION OF WING/EXTERNAL TANK TRANSFER OR UNTIL ONE FUSELAGE TAPE DROPS BELOW 4.

MIL 2. THEY WILL BE ADDITIONALLY PLACED WITHIN THE MANUAL AND REPLACED PAGES DELETED. IF THIS OCCURS. NEW NATOPS IC MESSAGES MAY BE FOUND IN TWO PLACES ON THIS WEBSITE: (1) IN THE NATOPS IC DATABASE FOUND UNDER THE TMAPS OPTION. LT MIKE DOXEY. TEL DSN 757-7021. (1) DELETE: NA (2) ADD (INSERT): WARNING PARAGRAPH IMMEDIATELY FOLLOWING NEW STEP 4 TO READ: "VENTING FUEL IN CONJUNCTION WITH AN UNCONTROLLABLE FUEL SPLIT IS INDICATIVE OF A MOTIVE FLOW FAILURE AND CAN RESULT IN THE HIGH FEED GROUP HAVING TRAPPED/UNUSABLE FUEL. IF THE IC MESSAGE INCLUDES REPLACEMENT PAGES.SWIFT(AT)NAVY. OR COMM (301)995-2052. OR COMM (757)433-5147. AIRCREW MAY HAVE AS LITTLE AS 4.0P NATOPS CHIEF ENGINEER.MIL. TEL DSN 433-5147. MESSAGES ARE NORMALLY POSTED IN THE DATABASE BEFORE APPEARING IN THE PUBLICATION. EMAIL: JAMES. LT KYLE MILLER.MIL WITHIN 15 DAYS OF RELEASE. KRISTIN SWIFT. F-14ABD CLASS DESK. N. (1) DELETE (CHANGE): RENUMBER EXISTING STEP 4 TO NEW STEP 5 WITHOUT CHANGING VERBIAGE. EMAIL: KRISTIN.NASH(AT)NAVY. 4. (1) DELETE: NA (2) ADD (INSERT): NEW STEP 6 AFTER STATEMENT TO READ: "6.500 POUNDS OF USABLE FUEL REMAINING AND A NEW BINGO PROFILE MAY BE REQUIRED.0P NATOPS OFFICER.L. 4. THIS MESSAGE WILL ALSO BE POSTED ON THE NATOPS WEBSITE. INFORM THE NATOPS GLOBAL CUSTOMER SUPPORT TEAM AT (301) 342-3276. DSN 342-3276. EMAIL: MILLERKA(AT)VF101.NATEC.MIL B. TEL DSN 995-4193.NAVY. TEL DSN 995-2052.NAVY.MIL. (1) DELETE: NA (2) ADD (INSERT): STATEMENT AFTER NEW STEP 5 TO READ: "IF INDICATIONS OF A FUEL LEAK EXIST:" O.MIL 3.NAVAIR." 9. OR COMM (301)995-4193. IF UNABLE TO VIEW THIS MESSAGE ON EITHER THE NATEC OR NATOPS WEBSITES. LCDR JR NASH. OR BY EMAIL AT NATOPS(AT)NAVY. NATOPS. AND (2) IN THE AFFECTED PUBLICATIONS(S) JUST AFTER THE IC SUMMARY PAGE. REFER TO FUEL LEAK PROCEDURE (PAGE 14-16). NAVAIR POCS: 1.DOXEY(AT)NAVY.// BT #1234 NNNN NAVAIR 212005Z JUL04 Page 10 of 11 A1-F14AAA-1 A1-F14AAA-1B A1-F14AAP-1 A1-F14AAP-1B A1-F14AAD-1 A1-F14AAD-1B IC IC IC IC IC IC 150 106 48 32 28 17 .NAVY." M. EMAIL: MICHAEL. OR COMM(301)757-7021. POINTS OF CONTACT: A.MIL 10. THIS MESSAGE WILL BE POSTED ON THE NATEC WEBSITE. F-14ABD NATOPS PROGRAM MANAGER. WWW.

Replacement pages for Interim Change Numbers 32 & 33 to the F-14B PCL. NAVAIR 01-F14AAP-1B dated 15 Jan 2004. are attached as follows: Page -----123 124 124a 124b 127 128 Page Version Marking ---------------------Change 3 W/ IC 33 Change 3 W/ IC 33 Change 3 W/ IC 33 Change 3 Change 3 W/ IC 32 Change 3 W/ IC 32 NAVAIR 212005Z JUL04 Page 11 of 11 A1-F14AAA-1 A1-F14AAA-1B A1-F14AAP-1 A1-F14AAP-1B A1-F14AAD-1 A1-F14AAD-1B IC IC IC IC IC IC 150 106 48 32 28 17 .NAVAIR 01-F14AAP-1B F-14B AIRCRAFT PILOT'S POCKET CHECKLIST INTERIM CHANGE 32 & 33 REPLACEMENT PAGES --------------------------1.

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. . . . . 77 FUEL IMBALANCE/FUEL QUANTITY BALANCING . . . . . 94 FIELD ARRESTMENT GUIDE . . . LDG . . . . . . . . . . . . . . . . CAUTION. . . 161 NOZZLE FAILURE . . . . . . . . . . . . . . . . . . . . . . . . 65 INLET ICE LIGHT . . . . . . . . . 18 N NO FLAPS/SLATS LANDING . LIGHT. . . EMERGENCY PROCEDURES INDEX A ABNORMAL START . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72 M MANUAL BAILOUT . . . . 31 E ECS MALFUNCTIONS . 14 CROSSBLEED AIRSTART . . 55 F FCS CAUTION LT . . . . . 106 L LADDER LIGHT . 163 AICS MALFUNCTION . . . . . . . . . . . . . . 48 CONTROLLABILITY CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160 ENGINE FLAMEOUT . 49 ENGINE OVERSPEED . . . 144 BARRICADE ARRESTMENT . . . . . . . . . . . . . . 16 COMPRESSOR STALL . . . . . . . . . . . . . . . . . . 127 FUEL MALFUNCTIONS . . . . . . . . . . . 77 COOLING AIR LIGHT . . . . . . . . . . 17 AUTOPILOT LIGHT . . . COOLANT PUMP(S) . . . . . . . . . . . . . . . . . . 16 COCKPIT TEMP CONTROL MALFUNCTION . . . . . . . . . . . . . 25 EJECTION . . . 9 ECS LEAK/ELIMINATION OF SMOKE AND FUMES . . 129 HZ TAIL AUTH LIGHT . . . . . . . . . . . 26 MSL COND LIGHT (AIM-54 ABOARD) . . . . . . . . . . . . . . . . . . 45 ENGINE FAILURE — T/O . . . .NAVAIR 01-F14AAP-1B CRITICAL PROCEDURE Procedures marked with an asterisk are considered to be time critical and are so identified to emphasize their importance. . . . 144 D DFCS POWER ON RESET (POR) . . 126a B BACKUP FLIGHT MODULE FAILURE . . . . . . . 108 AWG-9 ACRONYM. . . . . . . . . . . . . . . . . 92 FLAP/SLAT UP LANDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99 I INLET LIGHT . 62 ARI/SAS OUT LT (WITH ROLL DGR. . . . 65 INVERTED DEPARTURE/SPIN . . . . . . . . . . . . 160. . . . . . . . . . . . . . . . Pilots should be able to accomplish these procedures without reference to the checklist. . . . . . 96 ASYMMETRIC WING SWEEP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161 FLIGHT CONTROLS . . . . . . . . . . 31 GROUND EGRESS . . . . . . . . . . . . . . . . . . . 121 FUEL LEAK . . . . . . . . . . . . . . . . . 25 ELECTRICAL MALFUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . 147 WITH AFT HUNG ORDNANCE . . . . . . . . . . . . . . . . . . . . . . . 71 FLAP AND SLAT ASYMMETRY . 80 DOUBLE GENERATOR FAILURE . . . . . . . . . . . . 90 FLAP LIGHT . . . . . . 20 COCKPIT OVER PRESS ON DECK . 156 HYDRAULIC MALFUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 H HOOK EMER DOWN . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 LOW-BRAKE ACCUMULATOR . 99 AUX FLAP FAILURE . . . . . 173 ENGINE FIRE ON THE GROUND . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165 LAUNCH BAR LIGHT . . . 54 ENG TRANSFER TO SEC MODE . 17 CADC LIGHT . . . . 59 Change 3 1 . . . . . 188 BRAKE FAILURE AT TAXI SPEED . . . . . YAW DGR OR ARI DGR . . . . . . . . . . 119 CANOPY LIGHT OR CANOPY LOSS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158 BRAKE MALFUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . 187 AFT WING SWEEP LANDING . 157 G GENERATOR MALFUNCTIONS . . . . . . . . . 21 LANDING/LANDING GEAR . . . . . . . . 11 EJECT/EGRESS . . . . . . . 29 ELECTRICAL FIRE . . . . . . . . . . . . . . . . . . . . . . . 155 LIGHTS — WARNING. . . . . . . . . . 73 ENGINE MALFUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168 FIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 GROUND ROLL BRAKING FAILURE . . . . . . . . . . . . . . . . . 47 ABORTED TAKEOFF . . . . . . . . . . . . . . . . . . . . . ADVISORY . 157 C CABIN PRESS LT . . . . . . . . . . . . . . . . . . . 84 BLOWN TIRE — T/O. . . . . . . . . . . 157 BINDING/JAMMED FLIGHT CONTROLS ON THE GROUND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . 98 R RAMPS LIGHT . 106a WSHLD HOT LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 173 SINGLE-ENGINE LDG — PRI MODE . . . . . . . 16 TOTAL ELECTRICAL FAILURE . . . 18 TEMP CONTROL MALFUNCTION . . . . . . . . . . . . . . . . . . . . . 85 98 48 61 P PITCH SAS LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185 TARPS ECS LIGHTS . . . . . . . . . . . 37 TRIM — RUNAWAY STAB . . . . . . . . . . . 126 UNCOMMANDED ENGINE ACCEL . . . . . STAB AUG TRANSIENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . YAW DGR LT AND/OR ARI DGR LIGHT . . . . . . . 62 RATS OPERATION IN FLIGHT . . . . . . . . . 95 POWER ON RESET (POR) . . . . . . . . . . 100 RUNAWAY STABILIZER TRIM . . 176 SMOKE AND FUMES . 83 UNCOMMANDED SEC MODE RPM DECAY . . . 104 S SINGLE-ENGINE OPERATIONS . . . 98 U UNCOMMANDED FUEL DUMP . . . . . . . . . . Pilots should be able to accomplish these procedures without reference to the checklist. . . . . . . . . . . . . 21 2 2 Change 3 . . . . . . . . . . . . . . . 67 ROLL DGR LIGHT. . . . . . . . . . . . . . 107 UPRIGHT DEPARTURE/FLAT SPIN . . . STUCK/JAMMED THROTTLES (A/B) . . 173 SINGLE-ENGINE LDG — SEC MODE . . . . . 100 RUDDER HARDOVER . . . . . . . 11 W WEIGHT ON/OFF WHEELS . . . . . . . . . . 89 OXYGEN SYSTEM FAILURE . . . . . . . . . . . . . . 171 SINGLE-ENGINE TAKEOFF . . . . . . . . . . . . . EMERGENCY PROCEDURES INDEX O OIL MALFUNCTIONS . START VALVE LIGHT . . . . . . 80 T TAKEOFF . . . . . . 58 UNCOMMANDED ROLL AND/OR YAW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57 UNSCHEDULED WING SWEEP . 96 RUDDER AUTH LIGHT . 45 OUTBD SPOILER MODULE MALF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .NAVAIR 01-F14AAP-1B CRITICAL PROCEDURE Procedures marked with an asterisk are considered to be time critical and are so identified to emphasize their importance. . . . . . . . . . . . . . 39 WINGS SWEEP LIGHTS . . . . . 19 SPOILER LIGHT/MALFUNCTIONS . . . . . . . . . . . .

1. 1. 2. MASTER RESET AHRS AUX FIRE EXT Low-extinguisher agent pressure. 3. See page 11. MASTER RESET 2. avoid IFR flight if INS-IMU not available.NAVAIR 01-F14AAP-1B ADVISORY LIGHT LIGHT CAUSE ACLS or autopilot disengagement. See page 96. Autopilot or reference failure. Auto throttle has been disengaged. Ensure ROLL and YAW STAB AUG switches ON. ACTION Take control for manual landing approach. Bleed duct overheat condition or ECS regulating failure. 3. Indicates degraded ARI performance Loss of Roll or Yaw SAS and all ARI functions. Selected A/P reference is not engaged. Totalizer less than preset value. Satisfy APC interlocks. AWG-9 LIQ COOLING switch OFF 2. See page 17. Report to maintenance. Reengage APC AUTO. 1. WARNING/CAUTION/ADVISORY LIGHTS (SHEET 1 OF 6) 3 . Pilot option *1. AWG-9 OFF 3. AIR SOURCE pushbutton OFF 2. 1. Assume manual/boost control. 2. AWG-9 COND Overheat in AWG-9 coolant loop. MASTER RESET. Failure of AHRS or compass controller. See page 96. Depress autopilot reference pushbutton to engage A/P reference mode. Use INS-IMU. 1.

See page 15. In flight — 1. Land as soon as practicable. EJECT CMD lever — PILOT Controls and displays hot. Canopy not locked.NAVAIR 01-F14AAP-1B LIGHT CAUSE Operating in Aux brake mode or antiskid failure ACTION 1. Cabin pressure failure. Do not press EMERG STORES JETT pushbutton. Turn antiskid off. 1. CADC failure. COOLING AIR (IN FLIGHT) Indication of possible bleed duct failure forward of the pressure primary heat exchanger and 400_F modulating valve. 1. Normal after emergency jettison. If not after emergency jettison: On deck — Report to maintenance. See page 14. 4. Select cabin air. MASTER RESET. 2. 2. EMERG STORES JETT pushbutton may be activated. See page 119. See page 17. Obtain visual check of stores status. See page 20. *1. O2 mask on 2. COOLING AIR (ON DECK) 1. Assume ECS malfunction. 3. 1. Avoid populated areas. 2. Boost close *2. WCS switch OFF. Release emergency brake 1. 2. Inadequate cooling. Cautious brake application 3. AIR SOURCE OFF 2. WARNING/CAUTION/ADVISORY LIGHTS (SHEET 2) 4 . 3.

2. DFCS failure has 1.0g flight. See page 55. See page 94. 1. lights. AWW-4 electric fuse inoperative Gen failure and/or disconnected from its ac bus. low. Fire/overheat condition in *1. Flap position disparity with commanded position or asymmetric procedures. indicates loss of redundancy only. occurred. 3. See page 123. Restore aircraft to 1. Reset 2. With no other 2. DUMP switch OFF. Airspeed below 225 KIAS. See page 31. Use manual fuse.000 pounds.NAVAIR 01-F14AAP-1B LIGHT CAUSE Engine mode control in secondary ACTION 1. ENG MODE SELECT switch — CYCLE ENG FIRE EXT 3. WARNING/CAUTION/ADVISORY LIGHTS (SHEET 3) 5 . See page 71. 1. 1. Mission Recorder film Change film magazine. MASTER RESET. AIR SOURCE OFF. Both throttles — MIL POWER OR LESS 2. Low-extinguisher agent Report to maintenance pressure. 1. Usable fuel in L and AFT or R and FWD fuselage tanks 1. See page 124. FILM LOW Sump tank boost pump discharge less than 9 psi. 3. Throttle — LESS THAN MIL 2. Throttle IDLE engine nacelle *2. 2. See page 92.

Above 400 KIAS. Cycle INTEG TRIM cb’s resetting DC (8F3). 2. WARNING/CAUTION/ADVISORY LIGHTS (SHEET 4) 6 . 1.2 IMN. 2. Pull cb’s and leave out if light remains on. See page 21. 3. Launch bar unlocked. 1. engines < MIL thrust. Avoid abrupt throttle movements. Select ORIDE/ON. restrict lateral control to 1/4 throw. No oversweep on deck 4. Computer malfunction or ramp mispositioning. 3. Switch to AHRS. Airspeed minimum. See page 99. Push to reset after discrete MSG noted. *2. ACTION 1. IMU INTEG trim Failure of IMU. See page 133. Decelerate below 1. 2. Do not retract landing gear.NAVAIR 01-F14AAP-1B LIGHT CAUSE Combined or flight pump discharge pressure 2. See page 62. *1. Actuated by any light on caution panel. Power loss or discrepancy between input signal and position.100 psi or less. Launch bar not locked in up position or cocked nose gear. 1. 3. 1. See page 65. When clear of icing conditions select AUTO/ OFF. then AC (1I2) 3. Icing condition exists inlet or eng anti-ice is on. LADDER LAUNCH BAR (Ground) LAUNCH BAR (Flight) Ladder not stowed. MASTER RESET 2. 1. CADC failure or failure of actuators to follow schedule. As appropriate. See page 155. MASTER RESET (10 seconds) 2.

2. Avoid abrupt throttle movements. Check Navigation System status on CDNU. 2. NAV COMP Navigation system advisory. *1. 1.NAVAIR 01-F14AAP-1B LIGHT MACH TRIM CAUSE Failure of mach trim actuator to follow program. no limitations. Qty ≤ 2 liters. 3. See page 20. RATS RATS operation enabled Radar operation on ground is possible. 3. 2. Nosewheel steering is engaged. Flaps fail down. WARNING/CAUTION/ADVISORY LIGHTS (SHEET 5) 7 . Check FLAP handle. 2. Indicates inoperative pitch channel or pitch SAS failure. Retrim manually. Engine oil temp limits exceeded or high scavenge-oil temp. WCS switch to STBY (as applicable). 1. Decelerate to below 1.2 IMN. 3. 3. MASTER RESET 2. Throttle IDLE. MASTER RESET ECS MSL COND L or R oil press <11 psi. 1. MASTER RESET. Airborne see page 66. 2.4 M As appropriate. 1. *2. 2. airspeed 225 KIAS Total temp 338_F. Disengage before catapult or when runway heading established. See page 18. 1. LIQ COOLING switch to AWG-9 if AWG-9/ AIM-54 selected. See page 95. Check LIQ COOLING switch. See page 62. Inform pilot. On deck increase fuel flow. Reduce speed. ACTION 1. If light remains. Computer/Mechanical malfunction or ramp mispositioning. See page 67. AIM-54 coolant hot or no flow. 2. 1.

Check bus tie: Left T/R — Master Test. or faulty monitor circuit. See page 85. 2. Failure of both wing sweep channels. WSHLD AIR switch OFF. 3. MASTER RESET (10 seconds) 2. or spider detent disengaged. TRANS/ RECT Lack of dc output from either or both T/R. See page 18. See page 96. WING SWEEP WSHLD HOT Failure of one wing sweep channel. MASTER RESET.OFF. Ensure ENG CRANK — OFF 2. Engine stall and/or overtemp. See page 96. 2. AIR SOURCE pushbutton OFF. 1. 1. Lower gear. ACTION 1. 1. 1. Indicates inoperative yaw channel and degraded yaw authority. 1. MASTER RESET 2. page 48. See page 21. TARP sensors-OFF. Right T/R — OTBD spoilers See page 31. MASTER RESET 2. See page 48. 1. See page 106. 2. 1. See COMPRESSOR STALL and ENGINE FLAME-OUT procedures. See page 106a. Decelerate to below 0. Landing gear not down with flaps down and either throttles ≤ 85%. Starter solenoid air valve open after engine start. SYSTEM switch.9 M. 2. Symmetric spoiler detector has locked down spoilers.NAVAIR 01-F14AAP-1B ECS LIGHT CAUSE Indicates inoperative roll channel and degraded roll authority. MASTER RESET 2. CADC failure or failure of actuator to follow schedule. 3. TARPS ECS Overtemp in TARPS pod. Center windshield temp 300_F. See page 100. WARNING/CAUTION/ADVISORY LIGHTS (SHEET 6) 8 8 Change 3 . 1.

. 17 17 20 16 14 15 14 16 11 11 11 21 18 19 20 18 21 9 9/(10 blank) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COCKPIT OVER PRESSURIZATION ON DECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CABIN PRESS LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . CANOPY LIGHT OR CANOPY LOSS . . . LADDER LIGHT . . . . . . . . IN FLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OXY LOW LIGHT (RIO ONLY) . . . . . . . . . . . . . . . . . . . . . . . . INDIRECT INDICATIONS OF ECS MALFUNCTION . . . . . . . . . . . . . . . DIRECT INDICATIONS OF ECS MALFUNCTION . . . . . . . . . . . ON DECK . . . . . . . . . . . . TARPS ECS LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OXYGEN SYSTEM FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MSL COND LIGHT (AIM-54 ABOARD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . WSHLD HOT LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ECS LEAK/ELIMINATION OF SMOKE AND FUMES . . . . . . . . . . . . . . . . . . .NAVAIR 01-F14AAP-1B ECS Index AWG-9 COND LIGHT ILLUMINATED AND/OR PUMP PHASE CIRCUIT BREAKERS POPPED OR AWG-9 PM ACRONYM . . . . . . COOLING AIR LIGHT . . . . . COCKPIT TEMPERATURE CONTROL MALFUNCTION . . . . .

NAVAIR 01-F14AAP-1B 10 .

NAVAIR 01-F14AAP-1B ECS LEAK/ ELIMINATION OF SMOKE AND FUMES ECS D Failure to immediately select AIR SOURCE OFF upon indication of an ECS leak may result in severe aircraft damage. BLEED DUCT caution light or FIRE warning light b. CONTINUED Change 1 11 . Electrical fire indications d. Heat emanating from behind aft right comer of RIO cockpit d. DIRECT INDICATIONS OF ECS MALFUNCTION a. Rapid drop in cockpit airflow or reduced airflow c. MSL COND. Complete loss of ECS airflow. Any ECS advisory light (AWG-9 COND. Audible pop or squeal from ECS b. Smoke or fumes in cockpit c. INDIRECT INDICATIONS OF ECS MALFUNCTION1 a. D Selection of AIR SOURCE to RAM allows bleed air to circulate throughout the 400 °F manifold system. or COOLING AIR).

. . . When an ECS leak occurs or smoke or fumes are present: *1. . . CANOPY DEFOG 7. .000 Feet b. . If smoke or fumes are present: a. . CAUTION The emergency generator switch should be left in NORM unless there are overriding considerations that mandate turning the emergency generator off. . . . . . . . . .NAVAIR 01-F14AAP-1B The presence of any one direct indication or any two indirect indications shall be treated as an ECS leak. AIR SOURCE . . . Secure 6. Follow electrical fire procedures. . Altitude Below 35. OFF *2. . . . . . . . . RAM AIR INCR Note RAM air door may take up to 50 seconds to fully open. . Cabin PRESS switch DUMP *3. . Land as soon as possible. . . . . . CANOPY DEFOG-CABIN AIR lever . . 4. . . 300 KIAS/0. . . . . . . . . Airspeed Below . .8 IMN 5. . . CONTINUED 12 . . . . . If electrical fire: 8. . . . . . . . Nonessential electrical equipment . . . .

Rain removal. ensure AIR SOURCE CONTROL (RC2) cb is in. This results in full cold air to the cockpit. defog. and airbag seals). g-suit. D Selecting AIR SOURCE OFF eliminates pressurization to the service system (canopy. opens bleed air shutoff valves and dual-pressure regulator. and the loss of normal cabin-dump capability. CONTINUED 13 . uncontrolled bleed air to circulate. external fuel tanks. ECS control is lost. pressure/ ventilation suit. If cb RC2 has popped. Minimize low speed (less than 0.25 IMN) and ground operations as the heat exchanger cooling fan will be inoperative and ECS overheat condition will result. and the ram air door remains at its last commanded position (ram air door takes up to 50 seconds to open). and heating systems are also eliminated. D If ECS airflow continues.NAVAIR 01-F14AAP-1B Note D Securing all electrical power while airborne closes cockpit dump valve and cabin hot air valve.

. . . . . . . . . . R ENG. . .NAVAIR 01-F14AAP-1B Note Elimination of smoke or fumes without electrical power may be accomplished by ECS airflow. . . . . . ECS . . COOLING AIR LIGHT ON DECK 1. . . . . . MAN/FULL HOT If light goes out: 5. To obtain maximum smoke/fume removal capability under this condition. . . Throttles . . As Desired If light remains illuminated:1234 5. . fly below 8. . . . . . . CANOPY DEFOG-CABIN AIR lever . Secure systems. . If smoke or fumes are not eliminated. . Throttles . . . . . . . . . . . CONTINUED 14 . . . . . . . . . . . . . Advance Without Closing Nozzles 3. jettison the canopy. AIR SOURCE . . . . ECS . . . . .000 feet MSL and set the throttle to maximum practical position. . Check L ENG. . CANOPY DEFOG 4. . . . . . . . . . or BOTH ENG 2. . . . . . . . . . IDLE 6. . . . . . . . . . . . . . As a last resort. . . . . . This will open the cabin regulator valve for maximum ECS airflow. . it is most probable that smoke/ fumes are being regenerated by an ECS air leak. . . . . . .

rain removal. . . RAM AIR switch . . . .): 3. . . and/or loss of flight controls. . Perform ECS Leak/Elimination of Smoke and Fumes procedure. . . . . OFF Failure to immediately select AIR SOURCE pushbutton OFF upon indication of an ECS leak (bleed air or hot air leak indication) or upon hearing ECS turbine whine may result in an uncontrollable electrical fire. . . catastrophic ECS component failure. . . . . . . . . . . . . . . . . . . . . . . . . .NAVAIR 01-F14AAP-1B IN FLIGHT 1. engine anti-ice. . OFF (when service system no longer required) 6. . If not associated with any other direct or indirect indication of ECS malfunction and operational requirements dictate temporary reselection of RAM to regain lost service systems (external fuel transfer. . . . . . . . . etc. AIR SOURCE . . Land as soon as practicable. . . . AIR SOURCE . . . . . FULL INCR 5. RAM 4. . cabin pressure. . . . . AIR SOURCE . . . . If associated with any other direct or indirect indication of ECS malfunction: 2. . . 15 . . . . . . . . . . . .

After ram air flow is stabilized. . . .NAVAIR 01-F14AAP-1B COCKPIT TEMPERATURE CONTROL MALFUNCTION 1. OFF 2. 3. . . . TEMP thumbwheel . . . . . .5 IMN. . . CABIN PRESS switch . . OPEN when cockpit pressure altimeter equals the field elevation CONTINUED 16 . . . RAM AIR . . . . . . whichever is lower. . . . . . . . . . . . . . As Desired If temperature control is not regained: CAUTION Reduce airspeed to 350 KIAS or 1. . . TEMP mode switch . . . . . . . . . . . MAN 2. airspeed may be increased as required for flightcrew comfort or to increase flow to electronic equipment. . . . . RAM (below 35. . . . . Canopy . . . . . DUMP 3. OFF 4. . . . . . . . . . . AIR SOURCE pushbutton . . . . . . . . . . . . . . . . . VENT AIRFLOW . . . . . . . . . . . . . . to prevent ram air at temperature above 110 °F from entering aircraft. . . INCR (select amount of ram air desired for flightcrew comfort) COCKPIT OVER PRESSURIZATION ON DECK 1. .000 feet) 5. . . AIR SOURCE . . . .

. . 2G6. . . . . . C (IF2. . . . . . . . . . . 17 . . 2G7) cb’s . . . CABIN PRESS LIGHT 1. . . perform ECS Leak/Elimination of Smoke and Fumes procedure. . . OFF 3. . . . . . . . Oxygen masks . . . . . . . . . . ON If below 15. . . . .NAVAIR 01-F14AAP-1B The canopy may explosively leave the aircraft upon unlocking of the canopy sill locks if cockpit overpressure is not reduced. . CABIN PRESS switch .000 feet: 2. . . . IF4. . . . . . . . Cycle AWG-9 COND LIGHT ILLUMINATED AND/OR PUMP PHASE CIRCUIT BREAKERS POPPED OR AWG-9 PM ACRONYM 1. . . . . . . . . . . . B. Pull 4. . . . . . . . . Pull If associated with any other direct or indirect indication of ECS malfunction. . . . . . . . . 5. . . . . B. C (2G3. . . . AN/AWG-9 PUMP PH A. . . . . . . . . . . IF6) cb’s . . . . . . . OFF 2. . . . ANT SVO HYD PH A. . . . . . Land as soon as practicable. . . . LIQ COOLING switch . . WCS switch . . . . . . . . . . . .

. . . MSL HTR PH A. . . . RECON POD CONTR (8F7) h. LIQ COOLING . . . . . RECON HTR PWR PH A (2B1) d. . 2G5. . MSL COND LIGHT (AIM-54 ABOARD) 1. . . . . . . . RECON POD DC PWR NO 2 (8F1) i. . . RECON ECS CONT DC (8G7) b. . . . . . . Pull TARPS cb’s: a. . . . STA 3/6 AIM-7/AIM-54 PUMP PH A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 2. . . . . . . . . LIQ COOLING . . . . . RECON HTR PWR PH B (2D1) e. B. . . Pull CONTINUED 18 . . . . . RECON ECS CONT AC (2E2) c. . 1D3. . Ask for visual check of pod by wingman. C (2G2. RECON POD (1F4) g. Pull 4. . Land as soon as practicable. 1D7) cb’s . . . .NAVAIR 01-F14AAP-1B TARPS ECS LIGHTS 1. RECON POD DC PWR NO 1 (8F2) 4. C (1D1. . . . . . . . . . RECON HTR PWR PH C (2F1) f. . . SYSTEM switch . . Check If LIQ COOLING switch is in AWG-9/AIM-54: 2. 5. . . TARPS sensors . . . . OFF 3. . . . . . . 2G8) cb’s . . AWG-9 3. . B. . . . . . . . . . . . .

. . .NAVAIR 01-F14AAP-1B If associated with any other direct or indirect indication of ECS malfunction. Land as soon as practicable. . the oxygen flows until the emergency bottle is depleted (approximately 10 minutes). Oxygen quantity . With mask removed. . . . If possible. Change 3 19 19 . However. . . OXYGEN SYSTEM FAILURE 1. .000 feet. actuate emergency oxygen. . depletion could occur in significantly less than 10 minutes. . . 3. . . in worst case conditions. loss of cabin pressure above 10. Once emergency oxygen is actuated. perform ECS Leak/Elimination of Smoke and Fumes procedure: 5. Check 2. descend cabin altitude to less than 10. . . If not possible to descend.000 feet MSL can rapidly cause hypoxia. . . .

. . . . . . . . . . . . If canopy has departed aircraft . . Cabin altitude . . . . . . . . Oxygen quantity . . . . . . Notify pilot. . . Canopy handle . . Release One Side With mask removed. . Below 200 KIAS/ 15. . . BOOST CLOSE (canopy remaining) *2. . . EJECT CMD lever . . . . . Pilot 3. . . . . . . . . . . . Less Than 2 Liters 3. . . . . . . . . . . Seats and visors . . . .000 Feet 4. Land as soon as possible. . . . . . . . . Down 5. . . . . . ON CANOPY LIGHT OR CANOPY LOSS *1. . .000 Feet 4. . . . . . . . Perform Controllability Check 6. . . . . . . . .NAVAIR 01-F14AAP-1B OXY LOW LIGHT (RIO ONLY) 1. . . . 20 . . . . . . . . 5. . . . . . . Oxygen masks . . . . . . . . . . . . . . Airspeed and altitude .000 feet MSL can rapidly cause hypoxia. OFF Before landing: 6. OXYGEN switch . loss of cabin pressure above 10. . . . . 2. . Less Than 10. . . . . . . . . . OXYGEN switch and masks . . . . . . . . . . . . . . . . . . . . . . . .

WSHLD HOT LIGHT 1. Minimum Safe Operating EJECT EGRESS 2. . . . . . . . . AIR SOURCE . . 21 21 .8 IMN. . . OFF (below 35. . .NAVAIR 01-F14AAP-1B LADDER LIGHT 1. . 4. . . . . . Airspeed . 3. Obtain in-flight visual check if possible. OFF If light remains illuminated: 2. . . . Land as soon as practicable. . . . . RAM AIR . . . . . . . 3. . . . . . . . . WSHLD AIR . . . indication is faulty. . Land as soon as practicable. .000 feet) Note If light remains illuminated after air source is off. Reduce airspeed to less than 300 KIAS or 0. Turn ECS on and land as soon as practicable. . . . . . . . . . . . . . . . . . . . . . INCR 5. . . . . . . .

NAVAIR 01-F14AAP-1B EJECT EGRESS 22 .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 23 23/(24 blank) . . . . . . . 25 GROUND EGRESS WITHOUT PARACHUTE AND SURVIVAL KIT . . .NAVAIR 01-F14AAP-1B EJECT/EGRESS Index CONTROLLED EJECTION . . . . . . . . . . 27 MANUAL BAILOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

NAVAIR 01-F14AAP-1B 24 .

. . CONTINUED Change 2 25 . h. . . Check altimeter. Hips against seat back. . Chin slightly elevated (10° up). . . Thighs flat on seat survival kit. heels on deck. . Head pressed back against headrest. Unsuccessful seat activation may require continued flight to allow alternate egress method. . . b. . . . . g. . . e. . . Feet on rudder pedals. Transmit 6. 7. Elbows and arms pressed firmly against body. oxygen mask tightened. Position report . EMERG/7700 (RIO) 5. . . Visor down. . Assume proper eject position: a. 3. . . . . . . . 1. EJECT CMD lever . . IFF/SIF . . c. . Warn other crewmember. Select (RIO) 4. Place aircraft in safe envelope and attitude for ejection. d. . . . . . Back straight. . . .NAVAIR 01-F14AAP-1B CONTROLLED EJECTION EJECT/EGRESS Do not secure engines. . . . helmet secure. . . . . . . 2. . f. . .

Full Nose Down CONTINUED 26 Change 2 . D Proper body position is a critical factor in preventing ejection injuries. MANUAL BAILOUT Manual bailout below 2. 2. 1. . . Warn RIO. Pitch trim . . . . .NAVAIR 01-F14AAP-1B D Positioning the legs aft prior to ejection will cause the spine to flex and will increase the possibility of spinal injury and will also increase likelihood of seat/thigh slap with attendant leg injury. . . D Minimum ejection altitudes are dependent upon dive angle. Ensure canopy is jettisoned. . . . . . 3. . . . 4. airspeed. .000 feet AGL (minimum sink rate): may not allow sufficient altitude for parachute deployment. . and angle of bank. Place aircraft in safe envelope.

. . . . . . . . . . Safe 5. Ejection seat . . 8. Pull 4. . . . Release (restraint fittings and O2 hose) ELECT 27 27 . . . . . . . Release stick. . . . . . . . Emergency restraint release . . . . . . Ensure seat pan and leg restraints are disconnected from ejection seat. . . . . . Open or Jettison 3. . . . . . . . . . . . . . . . . . . . . . . . . GROUND EGRESS WITHOUT PARACHUTE AND SURVIVAL KIT 1. . . . . . Pull 6. . . 7. Kneel aircraft (if possible) 2. . . . . . . . . . . .NAVAIR 01-F14AAP-1B 5. . . . . . . All fittings . . . . . . . . . Roll forward and push free of aircraft. Canopy . . . . . . . Parking brake . . . . . . .

NAVAIR 01-F14AAP-1B ELECT 28 .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 ON DECK — PILOT . . . . . . . . . 33 ESSENTIAL BUSES NO. . . . . . . . . 42 IN FLIGHT — RIO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 WEIGHT ON/OFF WHEELS SWITCH MALFUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . 31 L OR R GEN AND TRANS/RECT LIGHTS . . . . . 40 29 29/(30 blank) . . . . . 2 . . 31 ESSENTIAL BUSES NO. . . . . . . . . 39 IN FLIGHT . . . . . . 1 (1 KVA MODE) . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 ON DECK — RIO . . . . . . . . . . . . . . . . . . . . . . . 42 ON DECK . . . . . . . . . . . . . . . . . . . 36 L OR R GEN LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . 41 IN FLIGHT — PILOT . . . . . 31 TOTAL ELECTRICAL FAILURE . . . . . . . . . . . .NAVAIR 01-F14AAP-1B ELECTRICAL Index DOUBLE GENERATOR FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 FAILURE OF BOTH TRANSFORMER-RECTIFIERS EQUIPMENT INOPERATIVE LIST . . . .

NAVAIR 01-F14AAP-1B 30 .

. . the following important systems are inoperative: a. . b. 3. . CONTINUED 31 . . Land as soon as practicable. . . . .NAVAIR 01-F14AAP-1B L OR R GEN LIGHT ELECTRICAL 1. . . Cycle When operating on emergency generator. . . . . Generator (affected generator switch . . . . . . . Then NORM If generator does not reset: 2. . . . . . . . . . . . . . . OFF/RESET. . . . Then NORM 2. Generator (affected generator switch) . . . . . . . . . IDG or GCU L OR R GEN AND TRANS/RECT LIGHTS 1. . . . . . GEN light illuminated . If L GEN and TRANS/RECT light remains illuminated. . . . . . . . . . . Generator (affected generator switch) . . GEN light off . Both generator switches . . . . . . Outboard spoiler module and emergency flap activation. . . . . . . . . . . . . . . . . . OFF/RESET. Emergency flight hydraulics. DOUBLE GENERATOR FAILURE 1. . . Distribution System b. . . . . . . select EMERG GEN on MASTER TEST panel. . TEST a. . . .

spoiler. . 3. . . If the MASTER RESET pushbutton is depressed during the synchronization time. . an additional depression of the MASTER RESET pushbutton will be required to restore spoiler functionality. .NAVAIR 01-F14AAP-1B If temporary loss of combined system pressure causes emergency generator to shift to 1 kVA mode: 2. . . . . Land as soon as practicable. . EMERG generator switch . authority stop. . and ARI functions. If the 5 kVA mode is regained. Cycle CAUTION A shift to 1-kVA mode will cause loss of all DFCS functions and spoilers without illumination of caution lights. . . CONTINUED 32 Change 1 . Note DFCS synchronization can take up to 2 seconds following a power interrupt. a MASTER RESET will be required to regain SAS.

NAVAIR 01-F14AAP-1B ESSENTIAL BUSES NO. Cryptographics) Wing Position Indications CONTINUED 33 . 1 (1 KVA MODE) ACM Control AICS Ramp Stow Airspeed Indication Altitude Low Warning Approach Lights Angle-of-Attack Indication AWG-15 Barometric Altimeter ECM Destruct Engine Backup Ignition Engine Instrument Group Engine Stall Tone Engine Stall Overtemp Warning Fire Detection Fire Extinguishing Flap/Slat Position Ind Floodlights Fuel Quantity Indicator Hydraulic Pressure Indication (Flight and Combined) ICS IFF Jettison (Emergency) KY-28 or KY-58 Master Arm Missile Release Pilot Instrument Lights Radar Altimeter Standby Attitude Indicator Turn-and-Slip Indicator VHF/UHF (ReceiverTransmitter) Antenna Selection Remote Indicator.

IFF Interrogator. and Spoilers) CSDC ECM (Navigational Aids.NAVAIR 01-F14AAP-1B ESSENTIAL BUSES NO. Rudder. and Transmitter) Eject Command Indicator Electronic Cooling Emergency Generator Test Engine: Anti-Ice Fan Speed Limiting Circuit of AFTC Nozzle Reset Oil Cooling (GRD only) Oil Pressure Indicators Starting (Ground Use or Crank) Fuel Control Fuel Control Indicators Flight Control Trim Fuel Feed/Dump/ Transfer Fuel Management Panel Ground-Roll Braking HUD CONTINUED 34 . 2 ACM Panel Lights ADF Advisory Lights DFCS/SAS AHRS AICS Air-Conditioning Air Source Control Antiskid Control Arresting Hook Control ARI AOA System Auxiliary Flap Control BDHI Beacon Augmenter Cabin Pressure Dump CADC Caution Lights Cockpit Temperature Control Control Surface Position Indicator (Tail.

Pilot) Radar Beacon Servo-pneumatic Altimeter Speedbrakes Spoiler Control Tacan Utility/Map Lights VDIG(R) Warning Lights Wheels and Speedbrakes Position Indicator Windshield Air Windshield Anti-Ice Wing Sweep CONTINUED Change 2 35 .NAVAIR 01-F14AAP-1B ESSENTIAL BUSES NO. 2 (Cont.) Hydraulic Valve Control Ice Detection ILS In-Flight Refueling Probe/Light Launch Bar PMDIG (Display Panel) Nose Landing Gear Kneeling Nosewheel Steering Oxygen Quantity Indicators Probe Anti-Ice (AOA. Total Temperature.

GENERATOR CONTROL FEMS FUZE FUNCTION CONTROL GROUND POWER GROUND TEST GUN ARMED POWER GUN CLEAR POWER GUN CONTROL POWER GYRO POWER IFF AIR TO AIR INTEGRATED TRIM INTERRUPTION FREE DC BUS FOR NO. 8B AIM-9 COOLING POWER TARPS TCS WINDSHIELD DEFOG CONTROL 36 Change 2 .NAVAIR 01-F14AAP-1B FAILURE OF BOTH TRANSFORMERRECTIFIERS EQUIPMENT INOPERATIVE LIST AIM-7 MOTOR FIRE AIM-54 MISSILE ALE-47 CHAFF/FLARE DISPENSER ALR-67 RECEIVER/ CONTROL AMC BIT AMCS ENABLE ANTENNA LOCK EXCITER APX-72 TEST SET AUTOTHROTTLE CONTROL DISPLAY SUBSYSTEMS COOLING INTERLOCK COUNTING ACCELEROMETER DATA LINK DDI/ANNUNCIATOR PANEL DIM CONTROL DEHYDRATOR UNIT DIGITAL DATA INDICATOR EGI ELECTRONIC COOLING EMERG. 8. 1B. 1 AND 2 L AND R AIM-7 BATTERY ARM LIQUID COOLING CONTROL MASTER TEST MECHANICAL FUZING STA 5 AND 6 MECHANICAL FUZING STA 3 AND 4 MECHANICAL FUZING STA 1 AND 2 MISSILE AUXILIARY SUBSYSTEMS MONITOR BUS CONTROL OUTBOARD SPOILER MODULE RADAR SUBSYSTEMS RIGHT DC TEST STA 1A. 8B AIM-9 POWER STA 1. 8A.

NAVAIR 01-F14AAP-1B

TOTAL ELECTRICAL FAILURE
1. Descend or climb to known VFR conditions.

CAUTION
All DFCS functions and spoilers will be lost. This will have an adverse effect on flying qualities. Terminate aggressive maneuvering immediately and remain subsonic. Expect minimal damping of oscillations in pitch and yaw and severely degraded roll control with flaps extended. Perform controllability check. Note D The standby attitude gyro is capable of providing reliable attitude information (within 6º for up to9 minutes ) after a complete loss of power. D Cabin pressure will be lost and ECS will go full cold. 2. Attempt to contact radar facilities or other aircraft by hand-held survival radio. 3. Make arrested landing as soon as possible. The following systems are still available: 1. Airspeed indicator. 2. Altimeter (STBY mode).
CONTINUED

37

NAVAIR 01-F14AAP-1B 3. Cabin pressure altimeter. 4. Vertical velocity indicator. 5. Arresting hook (emergency extension only). 6. Standby attitude gyro (9 minutes). 7. Emergency wing sweep. 8. Landing gear. 9. Main flaps/slats. 10. Standby compass.

Ground engine operation without electrical power supplied by either the generators or external power may cause 20-mm ammunition detonation because of excessive heat in the gun ammunition drum.

CAUTION
Do not operate engines on the ground without electrical power. Ground cooling fans are shut off, causing hot bleed air to cook off oil and hydrocarbons in the ECS ducting, resulting in smoke in the cockpit and possible damage to the ECS turbine compressor.

CONTINUED

38

NAVAIR 01-F14AAP-1B

Note D Total electrical failure will cause the sump tank interconnect, engine crossfeed, and motive flow isolation valves to close, fully isolating both tank systems. Wing and external fuel will transfer into fuselage. D If possible, section IFR descent should be conducted to VFR conditions for landing.

WEIGHT ON/OFF WHEELS SWITCH MALFUNCTION ON DECK INDICATIONS:
1. WOW acronym is displayed. 2. Approach indexer is illuminated. 3. Nozzles may be partially closed at idle rpm. 4. Nosewheel steering is inoperative. 5. Launch bar light is illuminated (if nosegear turned > 10_). 6. Ground-roll braking is inoperative. 7. WG SWP MASTER TEST is disabled. 8. Oversweep is disabled. 9. Outboard spoiler module on with FLAP handle UP (wings < 62_). 10. Aircraft will not kneel.
CONTINUED

39

NAVAIR 01-F14AAP-1B If two or more of the preceding anomalies are detected, the following action should be taken:

ON DECK — PILOT
1. Clear runway (if applicable). 2. Generators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 3. Throttles (after downlocks are in place) . . OFF

CAUTION
Failure of the left or right weight on/off wheels switches to the in-flight mode can cause loss of engine ejector air to the engine oil, IDGs and hydraulic heat exchangers, causing thermal disconnect and/or heat damage to the generators and aircraft hydraulic systems.

ON DECK — RIO
1. WCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

With failure of the weight on/off wheels switch to the in-flight mode, the following functions are enabled. a. AWG-9 can scan and radiate. b. ALQ-126 can transmit. c. Probe heaters will be on in AUTO.
CONTINUED

40

NAVAIR 01-F14AAP-1B d. ALQ-167 can radiate (TARPS). e. BOL chaff can dispense.

IN FLIGHT
For most systems, failure of both the left and right weight-on-wheels switches is required to cause the systems to revert to the on-deck mode. Should such failures occur, the following anomalies can result:

INDICATIONS:1
a. Approach indexers are inoperative. b. APC will not engage. c. Outboard spoiler module inoperative (flaps up). d. Nozzles full open (gear down, throttles IDLE). e. Ground-roll spoiler braking (throttles IDLE). f. Radar will not scan. g. Autopilot cannot be engaged. h. BOL chaff will not dispense. i. At high altitude, ground cooling fans may overspeed and shut down, causing smoke in cockpit. j. RATS will be enabled airborne with the hook handle down or the hook out of the stowed position.

With RATS enabled airborne, military power provides 20 to 25 percent less thrust than normal, resulting in less than optimum waveoff and bolter performance.
CONTINUED

Change 1

41

NAVAIR 01-F14AAP-1B If two or more of the above anomalies are detected, the following action should be taken.

IN FLIGHT — PILOT

Do not move both throttles to IDLE unless ANTI SKID SPOILER BK switch is set to OFF if weight on-off wheels switch is suspected because of loss of thrust and lift caused by nozzles opening and spoilers deploying. 1. Throttles . . . . . . . . . . . Any position except IDLE 2. ANTI SKID SPOILER BK switch . . . . . . . . . . OFF 3. Land as soon as practicable.

CAUTION
If weight on/off wheels switch failure is suspected, cocked-up, high-sink rate landing can result in damage to afterburner.

IN FLIGHT — RIO
1. MLG SAFETY RLY NO. 1 and MLG SAFETY RLY NO. 2 cb . . . . Pull (6F5, 6F4)

CONTINUED

42

NAVAIR 01-F14AAP-1B

Note D Circuit breakers can be reset after touchdown to enable ground-roll braking, antiskid, nozzles open at idle, and nosewheel steering. D Circuit breakers must be reset simultaneously (within 0.1 sec) once on deck or a secondary fault may be declared which will inhibit ground roll braking.
ENG

43 43

NAVAIR 01-F14AAP-1B ENG 44 .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54 ENGINE START VALVE LIGHT . 57 UNCOMMANDED ENGINE ACCELERATION — AIRBORNE (NO THROTTLE MOVEMENT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61 RAMPS LIGHT/INLET LIGHT . . . . . . . . . . . . . . . . 47 AICS MALFUNCTION . . . . . . . . . . . . . . . 59 INLET ICE LIGHT . . . . . 66 OIL PRESS LIGHT AND/OR ABNORMAL OIL PRESSURE . . . . . . . . . . . . . . . . . . . . . .7-PERCENT RPM) . . . . . . . 53 ENGINE FLAMEOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59 NO NOZZLE RESPONSE TO THROTTLE MOVEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62 UNCOMMANDED SEC MODE RPM DECAY . . . . . 58 Change 3 45 45/(46 blank) . . . . . . 67 STUCK OR JAMMED THROTTLES IN AFTERBURNER . . . . . . . . . . . . . . . . . . . . . 48 ENGINE TRANSFER TO SEC MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .NAVAIR 01-F14AAP-1B ENGINE Index ABNORMAL START . . . . . . . . . . . . . . . . . 59 UNCOMMANDED ENGINE ACCELERATION — ON DECK . . . . . . . . . . . . . . . . . 62 COMPRESSOR STALL . . . . . . . . . . . . . . . . . . . . 67 RATS OPERATION IN FLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 L OR R OIL HOT LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 EXHAUST NOZZLE FAILED . . . 49 ENGINE OVERSPEED (N2 107. . . . . . . . . . 48 CROSSBLEED AIRSTART . . . . . . . . . . . . . . . . . . . . . . . . . . 55 TRANSFER TO SECONDARY MODE RESULTS . . . . . . .

NAVAIR 01-F14AAP-1B 46 .

. . . . continue cranking until tailpipe is clear of fuel. . Note D If hot start on deck. . . . . BACKUP IGNITION switch .NAVAIR 01-F14AAP-1B ABNORMAL START ENGINE 1. Check OFF CAUTION A catastrophic Hot Start will occur if the affected throttle is not immediately secured following a loss of electrical power during an engine start with the RPM below forty percent. causing a rapid and severe rise in EGT that will not be observed on the EIG due to power loss. . . . . Air flow will be cut off and fuel will continue to be scheduled to the engine with the ignitors firing. Change 3 47 . . windmill engine until EGT is below 250 _C before attempting restart. . D If wet start. . Throttle (affected engine) . . . . . OFF 2. . .

. . AIR SOURCE L ENG or R ENG may be selected provided the START VALVE light remains out. . . . . . . . MIL When 1.1 IMN or less: *3. OFF Note If operational necessity dictates. . . . . . . . ENG START (RE1) cb . Ensure ENG CRANK . . . Unload aircraft (0. . . . If airborne: 3. . . . . . . . . . . . . . . . . . . . . .5 to 1. . . . . Smoothly to IDLE CONTINUED 48 Change 3 . AIR SOURCE . . . . . . . . . . . Pull If on deck:12 3. .1 IMN: *2. . . . . OFF COMPRESSOR STALL *1. . Both throttles . Throttle (affected engine) . . . . . . . . . . . . . . . . . . . . . . . . . . Both throttles . . . Crossbleed airstarts may not be available to the affected engine after a START VALVE light illuminates because of possible overspeed damage. . . . . . . . . . . . . OFF 2. . . . .0g) If greater than 1. . . . . . . . .NAVAIR 01-F14AAP-1B ENGINE START VALVE LIGHT 1. . . .

.NAVAIR 01-F14AAP-1B If EGT above 935_C and/or engine response abnormal: *4. . Engines should be exercised at 10. . . . OFF If EGT normal and/or airstart successful: 5. . set power as necessary and avoid further throttle movement. . ENG MODE SELECT switch . . BACKUP IGNITION switch . . SEC CONTINUED Change 3 49 . . . . . one at a time. . . IDLE or Above *2. ON If hung start or no start: *3. . . .000 feet in cruise and then at approach speeds. . . Throttle (affected engine) . . ENGINE FLAMEOUT *1. . . Throttle (affected engine) Cycle OFF. . . Then IDLE If still hung or no start: *4. . to ensure stall-free performance is available for landing. . . . . . . . . . . Perform engine operability check. . . . Land as soon as practical. Note After any stall. . . . . . . If engine performance is abnormal. . Throttle (affected engine) . . throttle movement should be minimized until engine operability checks are performed. .

convert airspeed to altitude and eject at 350 KIAS or less before controllability is lost. perform a crossbleed airstart.NAVAIR 01-F14AAP-1B If one engine is operable. engine instruments. spin direction indicators (spin arrow and turn needle). the decision to exceed 350 KIAS rests with the aircrew. rendering the ICS. maximum. commence smooth 2g pullup to 20_ dive. At 7. D If sufficient hydraulic pressure restores the 1-kVA mode of the emergency generator. D Sufficient hydraulic pressure for smooth flight control inputs should be available with one engine windmilling at 18 percent rpm or two engines at 11 percent rpm.000 feet AGL minimum. CONTINUED 50 Change 3 . D Dive angles should not exceed 45_.500 feet AGL minimum. If both engines flamed out/inoperative or crossbleed not possible: D A dual engine compressor stall may result in a total electrical failure. At 2. pull up to level flight. If airstart is unsuccessful. and displays inoperative. D With existing ejection seat design limitations. it may be necessary to cycle the emergency generator switch through OFF/ RESET to NORM to regain lost engine instruments.

. . . . . 1 (LE1) and WG SWP DR NO. . . . . . . . cycling L AICS cb (LF2) may cause unintentional wing sweep unless WING SWEEP DRIVE NO. . . . Maintain constant subsonic airspeed in level flight. . . . . . . . . . . . . . . . . Cycle If WING SWEEP advisory light is illuminated. . . . . . 450 KIAS (altitude permitting) When start complete: 6. . . . . . . . 9. . . . . PRI When PRI mode is restored: 8. 2/MANUV FLAP (LE2) cb’s are pulled. . LG2 right) cb . .NAVAIR 01-F14AAP-1B *5. . BACKUP IGNITION switch . ENG MODE SELECT switch . . Airspeed . OFF 7. . . . . . CONTINUED Change 3 51 . Affected L or R AICS (LF2 left. .

THE OPTIMUM RESTART RPM IS 15% OR GREATER. SECONDARY MODE PROVIDES HIGHER WINDMILLING RPM AND FASTER ENGINE ACCELERATION. THE RIGHT ENGINE WILL MAINTAIN 15% RPM AT 450 KIAS. RESTARTS FROM 10% RPM ARE SUCCESSFUL BUT ACCELERATE VERY SLOWLY AND ENGINE LIGHT OFF IS HARDER TO DETECT.NAVAIR 01-F14AAP-1B DATE: NOVEMBER 1988 DATA BASIS: FLIGHT TEST F110-GE-400 ENGINE NOTES D WINDMILL RESTARTS SHOULD BE PERFORMED IN SECONDARY MODE. D D AIRSTART ENVELOPE 52 . IF THE WINDMILL RESTART IS DELAYED MORE THAN 2 MINUTES FROM SHUTDOWN THE LEFT ENGINE WILL REQUIRE UP TO 500 KIAS IN ORDER TO MAINTAIN A MINIMUM 10% RPM.

BACKUP IGNITION switch . . . . . Throttle (bad engine) . . . . . . . .NAVAIR 01-F14AAP-1B CROSSBLEED AIRSTART 1. . . . . . . . . . . . IDLE Immediately Note The quickest light-offs are achieved with throttle to IDLE at less than 10 percent. . PRI 6. . . . . . . . . . 80-Percent Rpm (minimum) 4. . . . Check In 3. . . . . . OFF 11. ENG CRANK switch (bad engine) . . . . . . . . . . . . . Then IDLE If still hung: 9. . CONTINUED Change 3 53 . . . . . . . . . FUEL SHUT OFF handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . Maintain constant subsonic airspeed in level flight. . . . . . . . ENG MODE SELECT switch . . . PRI When PRI mode restored: 12. . . . . . . . If hung start: 8. Throttle (bad engine) . . . . . . . . . ON 5. . . . . . . . . . Throttle (good engine) . . ENG MODE SELECT switch . ENG MODE SELECT . BACKUP IGNITION switch . . . . ON 7. . . . OFF. . . . Throttle (bad engine) . SEC When start complete: 10. OFF 2. . . . . Light-offs can take as long as 45 seconds. . .

. . To regain fuel flow. . . ENG MODE SELECT switch . . . . . . . . Affected L or R AICS (LF2 left. . ENGINE OVERSPEED (N2 107. IDLE If overspeed continues: 2. . . .7-PERCENT RPM) 1. . . CONTINUED 54 Change 3 . . . . . . If overspeed condition persists: 3. . . . . SEC Verify ENG SEC light illuminated. . . Throttle (affected engine) . . . . . . . . Cycle If WING SWEEP advisory light is illuminated. . . . LG2 right) cb . . . . . .NAVAIR 01-F14AAP-1B 13. . . the throttle must be cycled OFF then to IDLE. . . . . . . 2/MANUV FLAP (LE2) cb’s are pulled. 1 (LE1) and WG SWP DR NO. . . . . . . . . . Throttle (affected engine) . . cycling L AICS cb (LF2) may cause unintentional wing sweep unless WING SWEEP DRIVE NO. . . . OFF Note Fuel flow automatically secured when rpm reaches 110 percent. . .

Cycle If PRI mode restored: 3. 5. ENG MODE SELECT switch .5 percent. idle lockup protection is lost.NAVAIR 01-F14AAP-1B Note An overspeed condition in excess of 110 percent will result in momentary loss of rpm indication until N2 rpm falls below 110 ±. . Maintain constant subsonic airspeed in level flight. . . Less Than MIL 2. Throttle (affected engine): . . EGT and FF indicators will continue to function normally. Refer to Single-Engine Cruise Operations. page 181. If engine transfers to secondary mode: 1. . Land as soon as practicable. . ENGINE TRANSFER TO SEC MODE CAUTION In SEC mode. CONTINUED 55 . . . . . . 4. .1 IMN before retarding throttle to idle to avoid supersonic inlet buzz and possible compressor stall. . Decelerate below 1.

. . Cycle If engine remains in SEC:12 3. make an arrested landing. . Affected L or R AICS (LF2 left. . . . . 1 (LE1) and WG SWP DR NO.NAVAIR 01-F14AAP-1B If WING SWEEP advisory light is illuminated. Land as soon as practicable. . . 2/MANUV FLAP (LE2) cb’s are pulled. . . . . If runway length or braking conditions warrant. . LG2 right) cb . ENG MODE SELECT switch . . . . 4. . . . Avoid abrupt throttle movements. . . . . . . . . cycling L AICS cb (LF2) may cause unintentional wing sweep unless WING SWEEP DRIVE NO. . SEC 4. . 5. Nozzle full closed (higher taxi thrust) CONTINUED 56 . . . CAUTION Landing in SEC mode may increase landing roll because of loss of nozzle reset. . . . SEC mode transfer from AB may result in pop stalls 2. . TRANSFER TO SECONDARY MODE RESULTS:1 1. .

. .to 116-percent basic engine thrust available. Decrease stall margin at low rpm. IGV fixed full open (higher windmill airspeed). . No nozzle position indication. . . Stall warning is inoperative (engine overtemp warning still available) 4. 65. ENG MODE SELECT switch . 9. . No AB capability. . 11. . Main engine ignition continuously energized. PRI If PRI mode restored: 2. . 8. . . .NAVAIR 01-F14AAP-1B 3. 6. UNCOMMANDED SEC MODE RPM DECAY Engine will flame out if transfer is delayed below 59-percent rpm. CONTINUED 57 . 7. No Idle lockup protection. Maintain constant subsonic airspeed in level flight. 1. 10. 5. . RATS inoperative.

. . . . Pull 58 . THROTTLE MODE . . . . . Throttle(s) . . . SEC *4. . . . . . . . . Throttle(s) . . ENG MODE SELECT switch . . . . LG2 right) cb . . . . . . . cycling L AICS (LF2) cb may cause unintentional wing sweep unless WING SWEEP DRIVE NO. . . . . . . . . . . . . . . . . . . . . OFF 6. . . MAN If engine(s) still uncommanded and aircraft is not in catapult tension: 5. FUEL SHUT OFF . . . . . . Cycle UNCOMMANDED ENGINE ACCELERATION — ON DECK *1. . . . . 2/MANUV FLAP (LE2) cb’s are pulled. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Affected L or R AICS (LF2 left. . . . . . . . . . . . . . . . . . Paddle switch . . . . 1 (LE1) and WG SWP DR NO. . . . . . . . . . . . . . . . . . . 3. . Depress/Hold *2. . . . . As Desired *3. . . . . . . . . . .NAVAIR 01-F14AAP-1B If WING SWEEP advisory light is illuminated. . . .

. . ENG MODE SELECT switches . EXHAUST NOZZLE FAILED NO NOZZLE MOVEMENT RESPONSE TO THROTTLE 1. OFF 3. . Refer to Single-Engine Cruise Operations. . . . 1. Basic (Use minimum power required). . . . . . . . . . . . Throttle (affected engine) . . . . . . . . . . Throttles . . Monitor engine oil pressure/rpm. . If engine still uncommanded and engine shutdown necessary: 2. normal primary mode may be regained by selecting PRI mode with gear handle down. Engine Only CONTINUED Change 1 59 . . . . . . . . attempting to disengage auto throttles using a breakout force of greater than 11 pounds or via the APC cutout switch (CAGE/SEAM button) may not be effective.NAVAIR 01-F14AAP-1B UNCOMMANDED ENGINE ACCELERATION — AIRBORNE (NO THROTTLE MOVEMENT) If the APC cutout switch is shorted. . . . . . 2. . SEC If dual engine uncommanded acceleration associated with CADC failure. . . . . . . . . . . .

. Nonemergency manual selection of SEC mode airborne should be performed in basic engine with the power set above 85 percent rpm. . . . . . PRI 6. SEC 4. PRI mode must be reselected above 59-percent rpm or flameout will occur and an airstart will not be possible. . . . In event of engine rollback. . . Assume mechanical failure and land as soon as practicable. . . . . . . . 60 . . . . . . ENG MODE SELECT . . . If nozzle closed or a visual inspection is not possible:1234 5. ENG MODE SELECT . . engine rollback may occur with the selection of SEC mode. . . 3. . . . Remain in SEC 6. . . . . . . . . Assume electrical failure and land as soon as practicable.NAVAIR 01-F14AAP-1B Note D SEC mode transfer while in AB may result in pop stalls. Obtain visual inspection. . . . . D If the fan speed limiter circuit has failed. . ENG MODE SELECT . If nozzle open in SEC mode or abnormal response: 5. . . .

If left throttle will not retard: 10. . . Move inboard and aft. Do not reselect afterburner. Pull (if required) 11. . Apply maximum inboard force on throttles and retard as required. . . 5. . . Pull throttles straight aft to MIL detent. . . Pull (if required) 8. L ENG or R ENG MODE . . . Relax aft pressure on throttles. . . . 6. . . . . If throttles will not retard below MIN AB: 3. . . b. 61 . . Match throttles. If right throttle will not retard: 7.NAVAIR 01-F14AAP-1B STUCK OR JAMMED THROTTLES IN AFTERBURNER 1. . . . Refer to single-engine procedures. While forcing throttles apart laterally: a. . . . . . . . . . Left FUEL SHUTOFF . . MAX AB (after shutdown) 9. . . . SEC 2. Right FUEL SHUTOFF . . Right throttle . Refer to single-engine procedures. . 4. .

. . . . . . . . . . . . If RAMPS light remains illuminated: 4. left or LG2. . . . . . Affected INLET RAMPS switch . right) CONTINUED 62 . 6. Pull (LF2. . STOW Note A RAMPS light should always be accompanied by an INLET light when the LDG GEAR handle is UP. . 2 / MANUV FLAP (LE2) cb’s are pulled. . . . . . . Throttle (bad engine) . . . . 1 (LE1) and WG SWP DR NO. Affected L or R AICS cb . . 80 percent or less 5. . cycling L AICS (LF2) cb may cause unintentional wing sweep unless WING SWEEP DRIVE NO. If WING SWEEP advisory light is illuminated: Wing sweep drive cb’s . . . . . . Pull (LE1 and LE2) If WING SWEEP advisory light is illuminated. . *2. . . Avoid abrupt throttle movements. . Decelerate to below 1.NAVAIR 01-F14AAP-1B AICS MALFUNCTION RAMPS LIGHT/INLET LIGHT *1. . . . . *3. . . . .2 IMN.

Cycle (LF2. . . . .NAVAIR 01-F14AAP-1B Note Pulling the AICS cb while airborne may illuminate the FCS CAUTION and ARI DGR lights. . . . . . . 1 (LE1) and WG SWP DR NO. cycling L AICS (LF2) cb may cause unintentional wing sweep unless WING SWEEP DRIVE NO. . . the PITCH SAS and ROLL DGR lights will also be illuminated. . AUTO 8. . . . . . . 2 / MANUV FLAP (LE2) cb’s are pulled. . . . . 6. If WING SWEEP advisory light is illuminated: Wing sweep drive cb’s . . . . . Pull (LE1 and LE2) If WING SWEEP advisory light is illuminated. 5. Affected L or R AICS cb . . . . . . If INLET light only illuminated attempt AICS programmer reset:123 4. . . left or LG2. . Decelerate below 0. . Affected INLET RAMPS switch . Above about 600 KIAS. These should clear with a MASTER RESET following a programmer reset.5 IMN. . right) CONTINUED 63 . 7. . Land as soon as practicable. .

. . . . . . These should clear with a MASTER RESET following a programmer reset. . Wing sweep drive cb’s . . . . . . AUTO If INLET light remains illuminated:123456 7. the PITCH SAS and ROLL DGR lights will also be illuminated. . . . . When AICS programmer reset attempts are completed: 10. . Affected L or R AICS cb . . . left or LG2. If INLET light goes off: 7. . Pull (LF2. . . . right) Note Pulling the AICS cb while airborne may illuminate the FCS CAUTION and ARI DGR lights. AUTO 9. . Above about 600 KIAS. . . . . . .NAVAIR 01-F14AAP-1B Note Pulling the AICS cb while airborne may illuminate the FCS CAUTION and ARI DGR lights. Remain below 1. . . 8. . the PITCH SAS and ROLL DGR lights will also be illuminated. . . Above about 600 KIAS. . . These should clear with a MASTER RESET following a programmer reset.2 IMN. Affected INLET RAMPS switch . . . . . . . . . Reset (LE1 and LE2) 64 . Affected INLET RAMPS switch . . .

NAVAIR 01-F14AAP-1B INLET ICE LIGHT 1. . AUTO/OFF Ice may form on inlet and ramp surfaces without any other visual indications which may cause compressor stalls and/or FOD. . . 65 . . ORIDE/ON When clear of known icing conditions: 2. . CAUTION The formation of ice on pitot static sensors may result in DFCS detected failures that may not clear with a MASTER RESET. . . . ENG/PROBE ANTI-ICE switch . ENG/PROBE ANTI-ICE switch . . .

. 5. . . 85-Percent Rpm If. Refer to Single-Engine Cruise Operations (page 181). . . after 1 minute. Oil pressure . Normally. . . advancing throttles out of IDLE will extinguish light. . . Check 2. . 1. . Land as soon as possible. OFF 4. . . 6. land as soon as practicable. . . . . .NAVAIR 01-F14AAP-1B L OR R OIL HOT LIGHT CAUTION Illumination of an OIL HOT caution light may be an Indication of abovenormal gearbox scavenge oil temperature or high supply temperature. . . Throttle (affected engine) . . . . . . . Throttle (affected engine) . Note On deck. 66 Change 3 . Relight engine for landing if necessary. . light is still illuminated: 3. . If light goes out. . Continuous engine operation will result in reduced gearbox life and lubrication degradation. . . . . . . . light may be caused by underservicing or by excessive temperature on deck. . . .

. . . . .NAVAIR 01-F14AAP-1B OIL PRESS LIGHT AND/OR ABNORMAL OIL PRESSURE 1. . . Anti-ice/hook control (7C2) cb . . . DOWN If conditions permit: 2. . . . Inform CV because of increased wind-over-deck requirements and gross weight settings for a non-RATS arrestment. . . If shutdown is not feasible: 1 2. . . . Land as soon as possible. . . . . CONTINUED 67 . . . . . . . . Set minimum Rpm FIRE 3. . . . . . . . . IDLE If oil pressure is below 15 psi. . . . . RATS OPERATION IN FLIGHT 1. . . . . . . . . OFF 3. Refer to Single-Engine Cruise Operations. . Rpm . . . . . . Throttle (affected engine) . . . . above 65 psi. . . . 4. . . . . Pull Pulling the anti-ice/hook control (7C2) cb disables RATS. Throttle (affected engine) . . . . . . or engine vibration: If shutdown is feasible: 2. . Tailhook . . Avoid high-g or large throttle movements. . . . . . . . . . .

there is reduced thrust available for approach and use of afterburner may be required to arrest sink rate. failure is internal to the RATS circuitry. FIRE Note D If RATS secures when the hook is raised with no other weight-onwheels indication. Avoid icing conditions and rain with 7C2 pulled.NAVAIR 01-F14AAP-1B With the cb in and RATS operating. 68 68 Change 3 . D With ANTI−ICE CONTR/HOOK CONT/WSHLD/AIR CB (7C2) pulled. approach indexers will flash. CAUTION Circuit breaker 7C2 must be in prior to hook transition.

. . . . . . . 71 69 69/(70 blank) . . . . . . . . .NAVAIR 01-F14AAP-1B FIRE Index ELECTRICAL FIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . 72 L OR R FIRE LIGHT AND/OR FIRE IN FLIGHT . . . . . . . . . . . . . . . . . . . 73 ENGINE FIRE ON THE GROUND . . .

NAVAIR 01-F14AAP-1B 70 .

. . . . . . . . Throttle (affected engine) . . . . . . . . . . Throttle (affected engine) . . *7. . . . . OFF If light goes OFF and no secondary indications: Note Fire detection test is not available on the emergency generator. . . . . . . . . . . *3. FIRE DET TEST If light remains on. . If fire persists . . . . . . . . FUEL SHUT OFF handle (affected engine) . . . Refer to Single-Engine Cruise Operations. Fire extinguisher pushbutton . AIR SOURCE pushbutton . 9. FIRE DET TEST fails. . . . MASTER TEST . . . . . .NAVAIR 01-F14AAP-1B L OR R FIRE LIGHT AND/OR FIRE IN FLIGHT FIRE *1. . . . . . . . . Climb and decelerate. or there are secondary indications: *4. . . . . Pull *5. . IDLE *2. . . . . . . . . . . . . . . . . . . . Eject 71 . . . . 8. Land as soon as possible. . Depress Note Ensure BACKUP IGNITION switch is OFF. . . . . . 10. . . . . . . . . OFF *6. . . . . . . . . . . .

. . . . . Both FUEL SHUT OFF handles . . . . . . . . . RIO 1. . Notify ground and/or tower. . Depress 6. . . . Pull *2. . . . . Check OFF CAUTION Excessive windmilling of engine with oil system failure may increase combustion/smoking (blue/white) and result in greater difficulty extinguishing. . If FIRE light and/or other secondary indications: 5. . If conditions permit . . . . . . . . . Egress. . Fire extinguisher pushbutton (related engine) . . . . . . . 2. Egress. . . . . . . . . Both throttles . . . 72 . . . . . OFF 3. . . .NAVAIR 01-F14AAP-1B ENGINE FIRE ON THE GROUND PILOT *1. . . . . . . . . . . Windmill Engine 4. . BACKUP IGNITION switch . . . . causing further damage to engine.

OFF Note Securing all electrical power while airborne causes the ECS to go full cold. L and R generators . . CAUTION An electrical fire may affect the CADC and AICS system. . . . . . . . . . causing random movements of the wings and ramps. . . . . EMERG generator switch . . . . . Secure all unnecessary equipment. .NAVAIR 01-F14AAP-1B ELECTRICAL FIRE *1. . . . . 5. . . . . . . . . . . . PITCH. perform ECS leak/ Elimination of Smoke and Fumes procedure. OFF If uncommanded SAS or spoiler inputs are present: *2. All generators . . . . . . . . . . . . If conditions permit: 3. . . . . . . . . . . . . . . . . . . . . . . NORM If cause of fire cannot be isolated:123 4. . . and YAW STAB AUG switches . If cause of fire can be isolated: 4. . . CONTINUED FLT CONT 73 . . ROLL. . . . . OFF If associated with any other direct or indirect indication of ECS malfunction. . . Pull cb’s of affected equipment. . . . .

. . . . . FLT CONT 74 . . . NORM 6. . . CAUTION Do not operate engines on the ground without electrical power. EMERG generator switch .NAVAIR 01-F14AAP-1B 5. Groundcooling fans are shut off. Land as soon as possible. . resulting in smoke in the cockpit and possible damage to the ECS turbine compressor. causing hot bleed air to cook off oil and hydrocarbons in the ECS ducting. . .

. . . . . . . . . . . . 106 OUTBOARD SPOILER MODULE MALFUNCTION . . . . . . . . 89 PITCH SAS LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93 FLAP HANDLE DOWN AND FLAPS DOWN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96 RUDDER AUTH LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . 84 CADC LIGHT . . 114 BINDING/JAMMED FLIGHT CONTROLS ON THE GROUND . . . . . . . . . . . . . . . . . . . . . . . . . . 99 INVERTED DEPARTURE/SPIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93 NOT AFTER LANDING/TAKEOFF FLAP TRANSITION . . . . YAW DGR OR ARI DGR LIGHT . . . 110 ASYMMETRIC WING SWEEP UNACCEPTABLE FOR LANDING . . . . . 94 HZ TAIL AUTH LIGHT . . . . . . . . . 96 AUTOPILOT LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .NAVAIR 01-F14AAP-1B FLIGHT CONTROLS Index ARI/SAS OUT LIGHT (WITH ROLL DGR. . . . . . 93 FLAP HANDLE UP AND FLAPS INDICATING FULL UP . . . . . . . . . . . 92 FCS CAUTION LIGHT . . . . . . . . . . . . . . . . . . . YAW DGR LIGHT AND/OR ARI DGR LIGHT . . . 80 FLAP AND SLAT ASYMMETRY . . . 93 FLAP HANDLE DOWN AND FLAPS NOT FULLY EXTENDED . . . . . . . . 119 CONTROLLABILITY CHECK . . . 77 DFCS POWER ON RESET (POR) . . . . . . . . 108 ASYMMETRIC WING SWEEP ACCEPTABLE FOR LANDING . . . . . . . . . . . . . . . . . . . . . . . . . . . 95 ROLL DGR LIGHT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93 FLAP HANDLE UP AND FLAPS NOT FULLY RETRACTED . 100 Change 2 75 . . . . . . . . . . . . . . . . . . 99 ASYMMETRIC WING SWEEP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90 FLAP LIGHT . . . . . . 92 AFTER LANDING/TAKEOFF FLAP TRANSITION OR REILLUMINATION AFTER ABOVE PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . 106a ADVISORY AND WARNING LIGHTS . . . . . . . . . . . . . . . . 98 SPOILERS CAUTION LIGHT/SPOILER MALFUNCTION/SPOILER STUCK UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .NAVAIR 01-F14AAP-1B Index (Cont. . . . . . . . . . . . . . . 100 RUNAWAY STABILIZER TRIM . . . . . . . . . . . . . 106 ADVISORY LIGHT ONLY . . . . . . . . . . . . 107 UPRIGHT DEPARTURE/FLAT SPIN . . . . . . . . . . . . . . . . . . . . 98 UNCOMMANDED ROLL AND/OR YAW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104 WINGS SWEEP LIGHTS . . . . . . . . . . . . . . . . .) RUDDER HARDOVER . . . 85 STAB AUG TRANSIENTS . . . . . . . 106 76 Change 2 . . 83 UNSCHEDULED WING SWEEP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

This check does not take priority over existing emergency procedures. D If aircraft stalls or departs in dirty configuration. The aircrew must be prepared to encounter unusual handling characteristics. immediately unload and place throttles at military. Stall speed as well as flight and ground handling characteristics may be drastically different from normal.) D A controllability check requires the total attention and awareness of the aircrew. rudder malfunction (hardcover). Note If flight control malfunction is due to uncommanded stab aug translents. perform applicable CONTINUED 77 . Do not raise flaps until recovered. (If during flap/slat transition. flap/slat asymmetry. and/or wingsweep malfunctions.NAVAIR 01-F14AAP-1B CONTROLLABILITY CHECK FLIGHT CONTROLS It is absolutely imperative that the aircrew thoroughly and safely evaluate the degraded handling characteristics of damaged or malfunctioning aircraft prior to continued flight and landing. follow uncommanded roll/yaw procedures. since aerodynamic properties of the aircraft may be significantly changed. spoiler malfunction.1.

6. Use differential thrust. If maneuver flaps are used for landing approach: WG SWP DR NO. MANUV FLAP cb’s Note D Failure to pull wing sweep drive circuit breakers (LE1 and LE2) could result in inadvertent maneuver device retraction or wingsweep during approach. . Climb to 10. 7. Slow-fly aircraft to determine approach handling characteristics. one configuration change at a time. WINGSWEEP ADVISORY and FLAP CAUTION lights will illuminate with both wingsweep drive circuit breakers pulled (LE1 and LE2). to achieve acceptable flight characteristics. 4. . PULL WG SWP DR NO. . including turns. . . 8. 2. 2/ (LE1 and LE2). . if required. Do not lower arresting hook until landing gear is confirmed down and locked. . 5. . Decelerate gradually to 200 KIAS if feasible. If flaps are lowered. Obtain visual check if possible. . 1. Note Landing gear should be lowered before flaps. 1 and . while flying straight and level. CONTINUED 78 . D WINGSWEEP WARNING. . do so incrementally and be alert for flap/slat asymmetry. .000 feet AGL minimum. 3. Dirty aircraft. . . . .NAVAIR 01-F14AAP-1B emergency procedure(s) as necessary before beginning a controllability check.

10. f. e. . Use LSO if possible. d. . and waveoff/bolter performance. Use rudder. execute waveoff/touch-and-go. DIVERT characteristics dictate that a CV landing is not possible 12. b. For landing. and flight characteristics. 13. lateral stick and/or differential braking to oppose any directional excursions during normal landing rollout. . but no slower than optimum AOA. Nosewheel steering should not be engaged if rudder pedal authority is restricted. Expect directional excursions during waveoff/ bolter. or landing rollout. . If arresting gear not engaged and performance and flight characteristics permit. power changes. if possible. . use minimum safe control speed. . Fly simulated approach to evaluate lineup corrections. . flap handle should be checked DOWN on deck with SPL BK selected to enable full ground roll braking authority. make arrested landing. If directional control is in question: a. c. 11. g. Brief runway departure prior to landing and identify any obstructions in close proximity to the runway. if possible. If performance and flight . .NAVAIR 01-F14AAP-1B 9. arrested landing. A shorebased arrested landing should be flown to touchdown at or just prior to the arresting gear. . . If diverting with a flight control malfunction. . 79 . Note If normal landing rollout is attempted.

.NAVAIR 01-F14AAP-1B DFCS POWER ON RESET (POR) If controllability is unsuitable for landing approach due to complete loss of spoilers or other major flight control malfunction. . 7B5. . and 7B6) . BOTH SPOILER CONTR cb’s . . . . . . OFF 3. . . . 1. . . and YAW A cb’s (7B4. . . . YAW B. . . . . INBD and 8C5. Cycle (RIO) CONTINUED 80 Change 1 . . . . . . . . If a dual failure has been declared that will not clear with a MASTER RESET. .000 ft AGL. . . . . POR should be performed above 10. and YAW STAB AUG switches . . . . . consideration may be given to attempting a flight control computer reset in an attempt to regain adequate controllability for landing. ROLL A. OUTBD) 2. . Aircrew must be alert for erroneous uncommanded SAS and/or spoiler control inputs following an airborne POR. performing a power on reset (POR) to clear the failure can result in erroneous uncommanded SAS and/or spoiler control inputs. . Note To minimize transient series servo actuator inputs. . . . . . . . in the cruise configuration. . . . . ROLL. . PITCH. Pull (7G9. . . . between 250 and 300 knots. .

D When attempting to individually reset PITCH. selection of ROLL STAB AUG switch ON can result in erroneous uncommanded SAS control inputs. . ROLL. and 7B6 simultaneously to optimize DFCS power-up sequence. . D If a SPOILERS caution light will not extinguish following the execution of a POR. RUDDER AUTH. . be prepared to isolate the affected STAB AUG switch OFF if any uncommanded SAS inputs are observed. D If the system continues to display any DFCS related caution lights following MASTER RESET. YAW DGR. . and AUTOPILOT caution lights illuminated. MASTER RESET pushbutton . ROLL DGR. 7B5. . HZ TAIL AUTH.NAVAIR 01-F14AAP-1B Observe PITCH SAS. this could be indicative of a recurring flight control malfunction. and YAW STAB AUG switches. Note Attempt to reset cb’s 7B4. 4. ARI DGR. SPOILERS. ARI/SAS OUT. CONTINUED 81 . . FCS CAUTION. Depress Observe all lights extinguished with the exception of ARI/SAS OUT light due to ROLL and YAW STAB switches OFF. .

. . . . . ROLL. Individually select PITCH. DO NOT reset SPOILER CONTR cb’s. D More than one MASTER RESET may be required to extinguish all caution lights. . . 82 . . and YAW STAB AUG switches . reselection of the SPOILER CONTR cb’s can result in full spoiler deflection and an out of control aircraft. . ON If any uncommanded SAS control inputs: 6. . . 5. If uncommanded roll SAS control inputs. 7. . . . Perform Controllability Check procedure. 7. Reset SPOILER CONTR cb’s. . . . . OFF If uncommanded roll SAS inputs are observed following a POR. . . . Affected STAB AUG switch . . 8. Perform Controllability Check procedure. . . If no uncommanded roll SAS control inputs:12345 6.NAVAIR 01-F14AAP-1B Note D Minimize control stick inputs during or following MASTER RESET as this can result in the SPOILERS caution light with SPOILER CONTR cb’s pulled.

. . an additional depression of the Master Rest pushbutton will be required to restore spoiler functionality. . . . MAX THRUST (if required) *5. . . Downwing engine . . Roll trim . . . . . Out of control below 10. Below 12 Units *4. . . 6. . . . . . .NAVAIR 01-F14AAP-1B UNCOMMANDED ROLL AND/OR YAW *1. . . . . . . . . . . . Rudder and stick . . . . . . . . . . . . . . . . . . . SAS malfunction CONTINUED 83 . . . Flap and slat asymmetry b. . . . . Master Reset Button . . . . . . *3. . . . . . . . . . . . . . . Opposite Roll/Yaw Note For spoiler malfunctions. Eject 9. . . . . . . ROLL SAS . . . . . . . Depress Note DFCS synchronization can take up to 2 seconds following a power interrupt. . Opposite Stick (if required) 8. If the Master Reset button is depressed during the synchronization time. . . . . . . . AOA . . . . . . . . Control regained. . . ON 7. . use lateral stick as primary lateral control and rudder only as needed to maintain balanced flight. . . . . If flap transition: FLAP handle . . . . . . climb and investigate for: a. . . . . . . . . . .000 feet . Previous Position *2. . . . . . . .

BINDING/JAMMED FLIGHT CONTROLS ON THE GROUND 1. 84 . Hold light pressure against binding/restriction to facilitate maintenance troubleshooting procedures. c. Slow-fly aircraft to determine controllability at 10. 10. even without illumination of the associated lights.NAVAIR 01-F14AAP-1B Note SAS failure may cause uncommanded roll and/or yaw. CAUTION Do not attempt to free controls by force since further damage to flight control system may result. Abort mission. Spoiler malfunction d.000 feet AGL minimum. Hardover rudder e. 2. Structural damage.

1. . Depress Note DFCS synchronization can take up to 2 seconds following a power interrupt. Note D Use lateral stick as primary control and rudder only as needed to maintain balanced flight. an additional depression of the Master Reset pushbutton will be required to restore spoiler functionality. If the Master Reset pushbutton is depressed during the synchronization time. . A deployed spoiler that resulted from DFCS computers dropping off line is not considered a mechanical failure. D Subsequent depression of the MASTER RESET pushbutton will clear failure until the spoiler is commanded to move again. careful consideration should be given before depressing Master Reset when a spoiler actuator mechanical malfunction is suspected. .NAVAIR 01-F14AAP-1B SPOILERS CAUTION LIGHT/SPOILER MALFUNCTION/SPOILER STUCK UP CAUTION If the current configuration is acceptable for landing. . MASTER RESET pushbutton . CONTINUED 85 . . . .

With multiple failures. excessive horizontal tail differential may cause severe structural damage. Avoid abrupt lateral control movements and high roll rates. If spoiler(s) fail down: 3. if the remaining spoilers are operating. With flaps down. roll control using lateral stick alone may be impossible.NAVAIR 01-F14AAP-1B If failure remains/reoccurs: 2. However. Perform controllability check procedure. CAUTION With wings forward of 62_. CONTINUED 86 Change 2 . If spoiler(s) remain up or floating. with flaps up. fully deflected. or if control unsatisfactory with flaps down: Note Any single. adequate roll control to regain wings level flight is available with use of lateral stick alone. page 77. Choice of flap position for landing and CV recovery/divert decision should be made following a controllability check. failed up spoiler is controllable even with flaps down and ROLL SAS off. aircraft configuration is the critical factor.

If controllability satisfactory: 5. CONTINUED 87 . If controllability still unsatisfactory: With both INBD and OUTBD spoiler control cb’s pulled. See DFCS POR procedures. page 80. Note If controllability is unsuitable for landing approach due to complete loss of spoilers.NAVAIR 01-F14AAP-1B 4. Perform maneuver flap/slat or no-flap straight-in approach at or above minimum control airspeed. page 77. Perform controllability check procedure. CAUTION Marginal control or loss of control may be experienced due to removal of a spoiler set with multiple failures present. consideration may be given to attempting a power on reset in an attempt to regain at least one spoiler set. all opposing spoiler control will be lost. using maneuvering flap/slat (preferred) or no-flap configuration only.

SPOILER CONTR cb (affected spoiler) . . . . perform controlled ejection. Therefore it should be considered only as a last resort. . See no-flaps and no-slats landing procedures. 8C5 for OUTBD) If uncontrollable roll. If controllability improves: 9. or no improvement in controllability: 6. . Note Outboard spoiler position indicators will indicate down with cb 8C5 pulled. and result in a marginal control situation or loss of control situation because power to the other spoilers has been removed. MASTER RESET pushbutton . Depress Best control for landing will occur with flaps up. If unsuitable for landing. Reset 7.1234 5. . CONTINUED 88 . 8. . an attempt may be made to fail the panels down by removing power via the corresponding spoiler cb’s. . SPOILER CONTR cb for affected pair . . Pull (7G9 for INBD. . Perform straight-in approach in best configuration with cb(s) out. . .NAVAIR 01-F14AAP-1B Note If multiple failed-up spoiler panels result in unsatisfactory handling qualities regardless of flap position. This may take as long as 60 sec.

. . . . . limit lateral stick to onehalf pilot authority. OUTBD SPOILER PUMP (2B2) cb . Pull OUTBD Spoiler Pump (2B2) cb CONTINUED Change 1 89 . . OUTBOARD SPOILER MODULE MALFUNCTION An outboard spoiler module failure with flaps extended. . If OUT . . . ground roll braking is not available. . . . . . . . . . below 180 KIAS. Attempt Reset b. . If IN and outboard spoiler module flag indicates OFF . . CAUTION If outboard spoilers fail with airspeed greater than 225 KIAS and wing sweep less than 62°. . . . . Check a. . . . and with a combined hydraulic failure rendering the inboard spoilers inoperative can result in asymmetric spoiler float such that the aircraft may not be flyable at normal approach airspeeds. .NAVAIR 01-F14AAP-1B Note With cb’s 7G9 and 8C5 pulled. Reset on landing rollout if desired. 1.

. . . . . Obtain visual check if possible to ascertain position of all flap and slat surfaces. conditions permitting. . . . . . . 2. . . . . . . 2.000 feet AGL to determine approach characteristics. . . Evaluate flaps-down lateral control characteristics at safe altitude. . Slow-fly aircraft in approach configuration at or above 10. . Flaps . . . FLAP/SLAT CONTR SHUTOFF cb . 4. . . 1. 90 Change 1 . If unacceptable: 3. . . . . . FLAP AND SLAT ASYMMETRY Note Uncommanded roll/yaw procedures take precedence if appropriate. . . . . . Check in (RE2) Lack of asymmetry protection (RE2 cb out) may cause uncommanded roll and/or yaw during flap or landing gear handle movement.NAVAIR 01-F14AAP-1B The following important equipment is inoperative: (1) Outboard spoilers (2) Flap and slat backup (3) ACL. Make flaps-up landing (No Flaps and No Slats Landing). . . . . . Otherwise. . . . . . Match Handle With FLAPS Position 3. perform the procedures below.

. . . . . . .000 feet AGL. . . . . . . . . Stop flap and slat travel before reaching full up or down. Reset CONTINUED Change 1 91 . . . and flap/slat overtravel protection. . Land as soon as practicable if aircraft is controllable and minimum approach airspeed is within shipboard arresting gear limits. 7. . . . . . . which could result in structural damage. Slowly move FLAP handle in direction to minimize asymmetry and/or lateral control requirements. Climb above 10. . If asymmetry is so large as to make landing impossible or minimum safe approach speed is above shipboard arresting gear limits with no possible divert field available: 6. . D Pulling circuit breaker RE2 removes flap/slat asymmetry protection. . .NAVAIR 01-F14AAP-1B 5. FLAP/SLAT CONTR SHUT-OFF (RE2) cb . . . . AUX FLAP/FLAP CONTR (7G3) cb . . . . . which could result in an uncontrollable aircraft. . . . . 10. 11. Pull D Failure to complete step 7 before the subsequent steps can result in large uncommanded pitch trim changes because of auxiliary flap movement. . . 8. . . Pull 9. . . FLAP/SLAT CONTR SHUT-OFF (RE2) cb .

Depress While holding MASTER RESET pushbutton depressed: 4. . . . . Full Forward 5. (Light can take up to 10 seconds to reilluminate. or lateral control problems exist. . . Check FLAP light out. MASTER RESET . . . . . . 12. If asymmetry has not been corrected. 13. . . . . . . . . . . . .) CONTINUED 92 . . . land using 15 units AOA. . . . FLAP LIGHT NOT AFTER TRANSITION LANDING/TAKEOFF FLAP 1. FLAP handle . Below 225 KIAS 2. . . . . . . flaps and slatsdid not respond to above procedure. If asymmetry has been corrected. . . . Asymmetric slats can cause rapid rolloff above 15 units AOA.NAVAIR 01-F14AAP-1B Asymmetric slats may not be apparent until just before wing stall. . . . land using minimum safe speed AOA if landing is elected. . Ensure Full UP 3. Airspeed . . . . . . . . . . . . . . . . . Maneuver flap thumbwheel . . .

. If light is still illuminated. . . . . . . . Depress (allow 10 seconds for auxiliary flaps to extend) 93 . . . . . . FLAP HANDLE UP AND FLAPS INDICATING FULL UP 1. refer to Flap and Slat Asymmetry procedures. . . FLAP handle . . . . Cycle If FLAP handle or flaps will not respond or FLAP light remains illuminated. . . . . . FLAP HANDLE DOWN AND FLAPS DOWN 1. . . . MASTER RESET . . . . . . . . . . . . . Depress 2. . . . . then proceed with appropriate steps below. . . . . . . . . . . . . . . MASTER RESET . Ensure at 20_ 2. . . . refer to Flap and Slat Asymmetry procedures. . . . . . . . . . . . . . . . . . . . . . . . . Wing sweep .NAVAIR 01-F14AAP-1B AFTER LANDING/TAKEOFF FLAP TRANSITION OR REILLUMINATION AFTER ABOVE PROCEDURES 1. . . . FLAP HANDLE DOWN AND FLAPS NOT FULLY EXTENDED 1. FLAP HANDLE UP AND FLAPS NOT FULLY RETRACTED 1. EMER UP If FLAP handle or flaps will not respond or FLAP light remains illuminated. . Ensure at 20_ FLAPs will not respond or FLAP light remains illuminated. . . . . Wing sweep . . . . . . . . . . . . . . Refer to Flap and Slat Asymmetry procedures. . . . . . . . . check FLAP handle and indicator position. . . . . Flaps . . . . . . . . . . .

. . . . coordinate all lateral stick inputs above 0. .5 IMN. . . no cross control inputs permitted above 10 units AOA. . With maneuvering devices retracted. . Depress If light remains illuminated: D The DFCS has lost redundancy but has not lost any authority.6 IMN and 15 units AOA. refer to Flap and Slat Asymmetry procedures. . . . D The DFCS is potentially one failure away from losing authority and may degrade to ROLL SAS OFF or YAW SAS OFF characteristics with a subsequent failure. . . b.3 IMN and adhere to the following limitations: a. . . MASTER RESET pushbutton . . . . . FCS CAUTION LIGHT Note Verify maintenance file fault reporting acronyms (RIO) to troubleshoot system for maintenance debrief. . Airspeed . . Above 0. 94 Change 1 . . . . . . . . .NAVAIR 01-F14AAP-1B Note If FLAP handle or flaps will not respond or FLAP light remains illuminated. Remain below 600 KIAS or 1. . 2. 1. . . .

. . If light remains illuminated . .NAVAIR 01-F14AAP-1B PITCH SAS LIGHT 1. . Additional failures or a complete loss of SAS functions in the pitch axis may not provide any further warning. D The autopilot will not be operational with a complete pitch SAS failure. . . Depress 2. MASTER RESET pushbutton . 95 . . . . Note D The PITCH SAS light will illuminate with any degrade to authority. No limitations CAUTION D The spoilers may be inoperative (ground roll braking) with a complete failure of the pitch computer. D If spoilers are inoperative the degradation in the roll axis may be severe and a careful slow flight should be conducted to determine whether a CV approach should be attempted. Refer to spoiler failure procedure. .

Leave STAB AUG switches . . 3. . . . . Terminate aggressive maneuvering and remain below 0. . . CONTINUED 96 Change 2 . . . . . Remain below 0. .93 IMN. . . . ON 2. MASTER RESET pushbutton . YAW DGR OR ARI DGR LIGHT) 1. Depress 2. . Ensure ROLL and YAW STAB AUG switches . . . . . . Depress If lights remain illuminated: 3. . . .93 IMN. . . . . . . . . . . If light remains illuminated. . . . aggressive maneuvering should be terminated. ARI/SAS OUT LIGHT (WITH ROLL DGR.NAVAIR 01-F14AAP-1B ROLL DGR LIGHT. ON (to take advantage of any remaining capability that the DFCS may be able to provide). . . . . . Maneuvering with YAW SAS OFF or inoperative shall not be conducted above 15 units AOA with landing gear retracted. . . . . . . . . . . Note Rudder pedal shakers inop if YAW B fail. . . . . . YAW DGR LIGHT AND/OR ARI DGR LIGHT 1. . MASTER RESET pushbutton .

Perform Controllability Check procedure. This is indicative of a DFCS dual air data failure (AOA or Mach sensor inputs). D CV landings with total yaw SAS failure require increased attention to control of directional oscillations especially in turbulence and/or during lineup corrections. Note ROLL DGR and ARI/SAS OUT lights may automatically extinguish upon selection of gear handle down. 97 . CAUTION D If spoilers are inoperative the degradation in the roll axis may be severe and a careful slow flight should be conducted to determine whether a CV approach should be attempted. D Rudder pedal shakers inop if YAW B fail. Refer to spoiler failure procedure. These failures inhibit roll SAS and ARI functions in cruise configuration.NAVAIR 01-F14AAP-1B 4. but not in the landing configuration.

. the ARI/ SAS OUT light will be illuminated. . . . . . . . . .93 IMN 3. . STAB AUG switches . . Reset (reset individually to isolate failure) 5. . . . . . . . . 3. . . . 98 Change 1 . Straight-in approach. . . . . . . . . FLAPS DOWN 5. . STAB AUG switches . . Decelerate below 400 KIAS or 0. . . . . Runaway nose down . 4.NAVAIR 01-F14AAP-1B RUNAWAY STABILIZER TRIM 1. . . . Airspeed . . . . SPD BK/P-ROLL TRIM ENABLE (RA2) cb . . if available. . . . . . . . . . . . . . . . . . . . . Use Autopilot. . . STAB AUG TRANSIENTS 1. . . . Runaway nose up . . . . . 4. in cruise configuration to reduce pilot workload. All OFF Note With ROLL or YAW STAB AUG OFF. . . . . . . . FLAPS UP b. . . MASTER RESET pushbutton . Minimum stick forces are achieved under following conditions: a. . . . . . Decelerate to below 300 KIAS. . . . . . . Depress 2. . . . . Perform Controllability Check procedure. . . . . . Pull 2. .

. . . . . 6. CAUTION Above 400 KIAS/0. .9 IMN there is a danger of torsional overstress to the fuselage with large lateral stick deflections. . . . . . . . OFF Note ARI/SAS OUT light will illuminate. . . . . . ON Note At low airspeeds. . . Reduce airspeed and remain below 400 KIAS/ 0. . Restrict lateral control inputs above 400 KIAS/ 0.9 IMN: 2. . . .NAVAIR 01-F14AAP-1B AUTOPILOT LIGHT 1. .9 IMN to one-quarter throw. . . Depress HZ TAIL AUTH LIGHT 1. ROLL STAB AUG switch .90 IMN. MASTER RESET pushbutton . . Do not select OV SW after landing. . 3. Depress (10 seconds) If light remains illuminated above 400 KIAS/0. . . Below 400 KIAS/0. 4. . lateral control effectiveness may be reduced. . . MASTER RESET pushbutton . Change 2 99 . . .9 IMN: 5. . . . . . . ROLL STAB AUG switch . . . . . .

.NAVAIR 01-F14AAP-1B RUDDER AUTH LIGHT 1. ensure hydraulic transfer pump switch is secured as soon as possible. CONTINUED 100 Change 2 . . . If light remains illuminated . nosewheel steering authority may be restricted to 10_ (with neutral directional trim) and differential braking is required coming out of the arresting gear. . . MASTER RESET pushbutton . . With zero flight hydraulic pressure. Depress (10 seconds) 2. excess rudder authority is available and could result in structural damage above 250 KIAS. refer to appropriate hydraulic emergency procedure and execute appropriate steps in parallel as required. In the event of hydraulic malfunction. Rudder trim and rudder pedal authority may also be restricted. Above 250 KIAS. pegged on cockpit indicator) inboard or outboard rudder with possible restricted opposing “good” rudder authority and a flight hydraulic failure. restrict rudder inputs to less than 10_ CAUTION D With rudder authority stops failed open. . D After landing. . RUDDER HARDOVER A rudder hardover will result in a single fully deflected (over 30 degrees.

Note Restriction of authority. 4. Note D Expect roll and yaw oscillations during throttle and control movements. and flight characteristics. Specifically. CONTINUED 101 . if any. waveoff/bolter performance. During cruise. If carrier based. Undesirable airspeed increase may occur due to differential thrust. evaluate the effects of any required differential thrust on lineup corrections. divert to an airfield with short field arresting gear. Use lateral trim as necessary. lateral stick. 3. D Simulation has indicated that full flap setting combined with severely restricted opposing rudder results in more pronounced roll and yaw oscillations. Airspeed control may also be influenced by flap position and pilot workload. use differential thrust.NAVAIR 01-F14AAP-1B After completion of uncommanded roll/yaw procedures: 1. Perform Controllability Check procedure. and rudder trim to relieve pilot workload and control forces. 2. rudder. Confirm rudder hardover via cockpit indicator and/or RIO/wingman visual inspection. of opposing “good” rudder may be determined by reference to the cockpit indicator.

If no suitable divert available and controlled CV approach in question. Use feed switch to minimize fuel split. single engine BINGO charts. conditions.g. fuel permitting. attempt CV arrested landing. consideration should be given to keeping the wing stations symmetric and avoiding aft c. Recommend using gear up. Fuel imbalance may occur during prolonged flight with higher demands on one engine. 5. fuel quantity must be closely monitored. Note It is unknown what the fuel consumption will be in this configuration. perform a controlled ejection. 6.NAVAIR 01-F14AAP-1B If jettison is required. Therefore. flaps down. If no suitable divert available and aircraft sufficiently controllable for a CV approach. CONTINUED 102 . Note Recommend practice approach to CV.

. Upon touchdown. . . . 8. Note D Ensure familiarity with landing considerations of controllability check procedures. 7. . Asym Thrust Limiter Sw . . . D Simulation indicated that bank angle control was enhanced by leading lateral stick inputs with differential thrust. . . . . . . . .) CONTINUED 103 . . Neutralize Note The use of lateral trim to reduce stick forces during actual approach and landing should be avoided as this reduces the spoiler deflection available for roll control. expect the aircraft to experience uncontrollable directional excursions potentially departing the landing area/runway. . . Off (if reqd. . . . . . . Lateral trim . .NAVAIR 01-F14AAP-1B Prior to landing: Controllability of a rudder hardover airborne is no indication of the ability to maintain directional control on deck. . . . . .

. . . . Harness — LOCK *2. . . Rudder . . . . . . . Forward/Neutral Lateral. . . . . . . . . . Stick . . UPRIGHT DEPARTURE/FLAT SPIN *1. . . . . . . . . . . . . . . Use only opposing throttle for waveoff/ bolter. . . . . . . . . . . CAUTION If rudder pedal authority is restricted. . . . . . Into Turn Needle CONTINUED 104 Change 3 . . . . . .NAVAIR 01-F14AAP-1B Asymmetric thrust limiter should only be disabled if required to assist/maintain control. Throttles . nosewheel steering should not be engaged upon landing rollout. . . 9. . . . . . . . Stick . . Both IDLE *3. . . . . . . . . . . . . . . . . . . Rudder−Opposite Turn Needle/Yaw/Spin Arrow If there is no recovery: *4. . Perform arrested landing. . .

Roll SAS — ON. . . . . . aft stick and full lateral stick into the turn needle may arrest the yaw rate and increase the possibility of recovery. . At these yaw rates. . . . . increasing yaw rate. . the flightcrew should not hesitate to eject. Ejection guidelines are not meant to prohibit earlier canopy jettison and/or ejection. . . If flat spin is verified by flat attitude. . Change 2 105 . . . . . . . . . . .NAVAIR 01-F14AAP-1B If yaw rate is steady/increasing or spin arrow flashing or eyeball out g sensed: *5. . Eject (RIO command eject). . . . . Neutralize *7. Jettison *9. the additional differential tail provided by roll SAS on will also increase the possibility of recovery. Stick — Full into turn needle and aft. . Controls . Recover at 17 units AOA. . If recovery is indicated: *6. . . . Note At high yaw rates where eyeball–out g is sensed. . It may be necessary to center the stick laterally momentarily to engage roll SAS. . . . . thrust as required. . . . . If insufficient altitude exists to recover from departed flight. . . . increasing eyeball–out g. . and lack of pitch and roll rates: *8. . . . . Canopy .

. . . . . . Aft longitudinal stick should be relaxed enough to allow full lateral stick application. . . Rudder . . . . . . . . Eject (RIO command eject). . . . . Full Aft/Neutral Lateral Harness — LOCK *2. . . . . . . . . . . . . . . . . .000 feet AGL: *6. . . . . . . . . . . . Neutralize *5. . . full lateral control opposite the turn needle/yaw may provide an alternate recovery method. . . 106 Change 3 . . thrust as required. . . . Throttles . . . .NAVAIR 01-F14AAP-1B INVERTED DEPARTURE/SPIN *1. . Note If pedal adjustment and/or pilot positioning (because of negative g forces) is such that full rudder pedal travel cannot be obtained. . If spinning below 10. . . . . . Controls . . Both IDLE *3. . . . . . Recover at 17 units AOA. . . . . . Stick . . . . . . CAUTION Dual compressor stalls/overtemperatures should be expected in an inverted spin. Rudder-Opposite Turn Needle/Yaw/Spin Arrow If recovery is indicated: *4. .

. . . . . . . . . MASTER RESET . . Decelerate to 0.9 Mach — 60_ e. . . . 2/ MANUV FLAP cb’s (LE1. . 0. . .9 Mach — 68_ CAUTION Avoid ACM and aerobatics. 0. . .7 Mach — 25_ c. 3. .8 Mach — 50_ d. LE2) . . MASTER RESET . . . . . 1 and WG SWP DR NO. . . Pull 5. . Emergency WING SWEEP handle .NAVAIR 01-F14AAP-1B WINGS SWEEP LIGHTS ADVISORY LIGHT ONLY No loss of normal control: 1. . . 0. . Change 2 106a 106a/(106b blank) . . . .4 Mach — 20_ b. . 0. . . .9 IMN or Less 2. 0. . WING SWEEP DRIVE NO. Depress (wait 15 seconds to determine system status) If advisory and warning lights illuminate again: 4. . . . Check spider detent engaged. . . . . . . . . . Airspeed . . . . Depress ADVISORY AND WARNING LIGHTS No auto or manual control: 1. Comply With Below Schedule: a. .

NAVAIR 01-F14AAP-1B 106b .

. . . 2/ MANUV FLAP cb’s (LE1. . . . . . . . . . . . . . WING SWEEP DRIVE NO. Airspeed . . . . . Decelerate to 0. . FULL FWD If wings do not move full forward: 4. .NAVAIR 01-F14AAP-1B UNSCHEDULED WING SWEEP 1. . . . Emergency WING SWEEP handle . . 1 and WG SWP DR NO. . . . . . . page 163) 6. . . . . . . . . . . . . . . . . . Emergency WING SWEEP handle . . .6 IMN or Less in 1g Nonmaneuvering Flight 3. . LE2) . . . . . . Emergency WING SWEEP handle . . . Raise and Hold CAUTION Unscheduled wing sweep at supersonic speed may cause structural damage. Match With Actual Wing Position 5. . . . . . . Change 3 107 . Pull (refer to Aft Wing Sweep Landing. 2. Land as soon as practicable. . . . . . . .

. . . . . . . . . . All SAS’s . . . Climb/Remain Above 10. 2/MANUV FLAP cb’s (LE1. . .000 feet AGL 3. . See Asymmetric Wings Approach Airspeed chart for 14 or 15 units AOA with asymmetric wing configurations. Thumbwheel Manual Retract 5. . . avoid all wing-sweep commands prior to performing steps 1 through 8. . . . . . . 1. LE2) . . . . . CONTINUED 108 Change 1 . . Leave wings and flaps as set. .NAVAIR 01-F14AAP-1B ASYMMETRIC WING SWEEP With asymmetric wing-sweep emergency condition. . Pull 6.5g’s. . . Altitude . 2. . . . . . . . . . . . . NO. . Stick may have to be released laterally in order to engage roll SAS. . . . . . . . . . 1 and WG SWP DR. . . . . . . . . . . . Airspeed . . . . 250 Knots/ Do Not Exceed 12 Units AOA 4. . divert field landing is preferable to CV landing attempt. . . . . . . . . . . ON Note If roll SAS will not engage. . . . WING SWEEP DRIVE NO. . accelerate and attempt to reset at 20-knot intervals. . . . . . . . . . . . CAUTION To preclude potential damage to aircraft. . . . . . . . Limit maneuvering envelope to 350 KIAS and 1. Maneuver devices . . . . .

Note Wing-sweep tape indicates actual right wing position. Confirm left and right wing position. If left wing is aft of 62_ spoiler cutout and right wing is at 20_. Perform preliminary controllability check as follows: a. Trim away from forward wing (opposite stick force) to ensure that maximum spoiler deflection is available.NAVAIR 01-F14AAP-1B 7. Assess spoiler function by controlled left and right stick inputs. b. D Aircraft controllability in approach configuration with spoilers inoperative and a large wing-sweep asymmetry will range from difficult to impossible depending on the split. perform Asymmetric Wing Sweep Unacceptable for Landing procedure. 8. including wing-sweep handle position. D Upon lowering the landing gear an uncommanded but controllable roll transient may occur because of spoiler gearing change from cruise to PA. All other cockpit wing position indications may be unreliable. CONTINUED Change 2 109 . Visually verify left wing position.

. Make small lateral stick inputs to simulate lineup corrections. Leave flaps as set until further determinations are completed. . . . . If aircraft controllability is questionable for safe landing. Landing gear . . . Down d. . .NAVAIR 01-F14AAP-1B c. . . . . CONTINUED 110 . . . . . . . . . If aircraft controllability is safe for landing. . If both wings are forward of 50º: a. . . Below 225 KIAS CAUTION Extending the main flaps with either wing aft of 50_ could result in damage to both the flaps and the aft fuselage. AUX FLAP/FLAP CONTR cb (7G3) . . perform Asymmetric Wing Sweep Acceptable for Landing procedure. . . . . Slowly increase AOA to no more than 15 units (attempt to maintain 0° sideslip) f. . . . e. . . . . perform Asymmetric Wing Sweep Unacceptable for Landing procedure. Pull Note Pulling the AUX FLAP/FLAP CONTR cb (7G3) with the emergency WING SWEEP handle at the 20_ position disables wingsweep commands. . . . Airspeed . . . ASYMMETRIC WING SWEEP ACCEPTABLE FOR LANDING Establish final landing configuration as follows: 1. . .

. . . . . . retract the flaps to just less than 25_. . . . Verify proper AOA at zero sideslip. the roll transient will occur in the opposite direction as the flaps pass through 25_. . lateral pilot-induced oscillations are likely and may result in wingtip damage at touchdown and/or hard landings. . 15 Units AOA Note Indicated AOA is subject to a 1.NAVAIR 01-F14AAP-1B b. . . . . . . . . . Flaps . . Flaps . Upon observing either event. . Lower incrementally to 20° to 25° CAUTION When flaps are set to greater than 25°. . . . Approach airspeed . . . . c. . UP CONTINUED Change 1 111 . . .to 2-unit sideslip-induced error. . . . . . . . . . . . . An uncommanded but controllable roll transient because of the spoiler gearing change will also occur. Note The 25_ flap position can be established first by noting when the spoiler position indicators switch to the dropped position during flap extension. Main flap extension without auxiliary flaps will require greater than normal aft stick trim. . . . . . . . If either wing is aft of 50º: 1 a. . . . .

. . . . . . . . . . . Note Indicated AOA is subject to a 1. Autothrottles (APC) . . . and waveoff. Excessive descent rates may develop and/or wingtip damage at touchdown may occur. . . . power changes. . .NAVAIR 01-F14AAP-1B b. . . . . . . Approach airspeed . . . . . . . Reduce as Required 4. Gross weight . . . 14 Units AOA CAUTION Wing rock and wing stall may occur at 16 to 16-1/2 units AOA during flaps-up approaches. . . . . . .to 2-unit sideslip-induced error. . Emergency WING SWEEP handle . Precise AOA control and smooth lateral control inputs are required. . . . Confirm flight characteristics by flying a simulated landing approach at safe altitude to include lineup corrections. . Stowed 5. . . . Rapid lateral stick inputs will result in pitch coupling. . . . . Do Not Engage 6. . . . . CONTINUED 112 . 2. . . . DLC . . . . Leave in Position That Established Satisfactory Controllability 3. . Verify proper AOA at zero sideslip. . . . . . . . . .

D A crosswind from the swept-wing side is favorable while a cross-wind from the forward-wing side is unfavorable.NAVAIR 01-F14AAP-1B CAUTION Full spoiler authority will be required for landing with large wing-sweep asymmetry.000 pounds and 145 at 51. an excessive descent rate may develop and/or wingtip damage at touchdown may occur. Note D Maximum airspeed for wheelbrake application is 165 KIAS at gross weight of 46. trim away from forward wing (opposite stick forces) to ensure that maximum spoiler deflection is available.000 pounds. 7. Before attempting actual approach. since significant pitch-roll coupling may result in roll ratcheting. pitching motion. CAUTION Avoid rapid lateral stick inputs. Fly straight-in approach to arrested or normal landing. and lateral PIO tendency. CONTINUED Change 1 113 .

NAVAIR 01-F14AAP-1B

Note D To reduce lateral stick force, the landing approach can be flown with rudder trim into the forward wing, allowing aircraft to yaw into the forward wing. Sideslip should be reduced with rudder just prior to touchdown. D If desired, sideslip can be reduced to zero with rudder at the beginning of the approach and held to touchdown. Lateral stick force increases as sideslip is reduced. Method of approach is pilot’s option. D In the event of bolter or go-around, as airspeed increases, the aircraft will roll toward the swept wing and yaw toward the forward wing.

ASYMMETRIC WING SWEEP UNACCEPTABLE FOR LANDING

Efforts to improve controllability by attempting to minimize or eliminate wing-sweep mismatch could result in an acceptable condition becoming unacceptable.

CONTINUED

114

Change 2

NAVAIR 01-F14AAP-1B

Note Once spoiler operation is assessed, stick forces may be trimmed to reduce pilot workload during transit to field or CV. The use of lateral trim to reduce stick forces during actual approach and landing should be avoided as this reduces the spoiler deflection available for roll control. 1. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP 2. AUX FLAP/FLAP CONTR (7G3) cb . . . . . . . . . . In Note D At any point during the following procedures, if wing-sweep symmetry is regained at aft wing-sweep position and runway length/ approach speed permit, aircrew may elect to perform Aft Wing Sweep Landing procedure. D If left wing is jammed, wing-sweep command can result in right wing driving to either 19_ (forward command) or 69_ (aft command) actuator overtravel stop. Subsequent wing-sweep com-mands may not move the right wing. If spoilers are operational: a. Emergency WING SWEEP handle . . . . . . . . . . . . . Input a Small Forward Command
CONTINUED

115

NAVAIR 01-F14AAP-1B If spoilers are not operational:1 a. Emergency WING SWEEP handle . . . . . . . . . . . . . . . . . . . Input a 2Small Aft Command 3. Note movement of left and right wings and attempt to regain wing-sweep asymmetry by using the following wing-sweep commands. If both wings are movable and left wing is forward of right wing: a. Airspeed . . . . . . . . . . . . . . . . . . . . . . . 300 KIAS b. Emergency WING SWEEP handle . . . . . . 68° c. Emergency WING SWEEP handle . . . . . . 20° d. AUX FLAP/FLAP CONTR cb (7G3) . . . . . Pull e. Repeat preliminary landing controllability check (step 9 on page 79) If both wings are movable and right wing is forward of left wing:1 a. Emergency WING SWEEP handle . . . . . . 20° b. AUX FLAP/FLAP CONTR cb (7G3) . . . . . Pull c. Repeat preliminary landing controllability check (step 9 on page 79) If right wing is jammed and left wing is movable:1 a. Airspeed . . . . . . . . . . . . . . . . . . . . . . . 300 KIAS
CONTINUED

116

Change 1

NAVAIR 01-F14AAP-1B

Note If right wing is jammed aft of spoiler cutout angle, matching left wing will result in loss of spoiler control. If this reduced lateral control is undesirable, left wing should be commanded just forward of spoiler cutout to regain spoiler control. b. Emergency WING SWEEP handle . . . . . . . . . . Match Left Wing to Right Wing Position c. AUX FLAP/FLAP CONTR cb (7G3) . . . . . Pull d. Repeat preliminary landing controllability check (step 9 on page 79) If left wing is jammed and spoilers are operational:1 a. Emergency WING SWEEP handle . . . . . 20o b. AUX FLAP/FLAP CONTR cb (7G3) . . . . . Pull c. Repeat preliminary landing controllability check (step 9 on page 79) If left wing is jammed aft of spoiler cutout, wing-sweep angle and spoilers are inoperative:1 a. Airspeed . . . . . . . . . . . . . . . . . . . . . . . 300 KIAS b. Emergency WING SWEEP handle . . . . . 68_ c. AUX FLAP/FLAP CONTR cb (7G3) . . . . . Pull d. Repeat preliminary landing controllability check (step 9 on page 79) If final wing configuration is unsafe for landing:1 a. Prepare for and execute controlled ejection.
CONTINUED

Change 1

117

NAVAIR 01-F14AAP-1B

DATE: AUGUST 1986 DATA BASIS: FLIGHT TEST FLAPS UP APPROACH AIRSPEED (14 UNITS AOA) FLAPS/SLATS RETRACTED

LANDING APPROACH AIRSPEEDS (15 UNITS AOA) MAIN FLAPS/SLATS EXTENDED: AUXILIARY FLAPS RETRACTED

ASYMMETRIC WINGS APPROACH AIRSPEED

118

NAVAIR 01-F14AAP-1B

CADC LIGHT
1. MASTER RESET . . . . . . . . . . . . . . . . . . . . Depress 2. CADC cb’s (LA2, LB2, LC2, LH2) . . . . . . . Cycle 3. MASTER RESET . . . . . . . . . . . . . . . . . . . . Depress If light remains illuminated: 4. Remain below 1.5 IMN. One or more of following systems may be affected by CADC malfunction that illuminates only the CADC light: a. Maximum safe Mach b. Autopilot c. Idle lockup function of AFTC d. Wing-sweep indicator e. Cockpit cooling less than Mach 0.25 f. HUD display (takeoff and landing) g. Servo altimeter. Note D Erroneous Mach inputs to AFTC may cause uncommanded acceleration of both engines to near military values in the primary engine mode. D If illumination of the CADC light is accompanied by other caution or advisory light(s), refer to the appropriate procedure that will dictate the most restrictive limitation. 119 119
FUEL

NAVAIR 01-F14AAP-1B

FUEL

120

. . . . . . . . . . . . . . . . . . . 123 L OR R FUEL LOW LIGHT . . . . . . . . . . . . . . . . . 124b UNCOMMANDED DUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124b WINGS ACCEPT FUEL WITH SWITCH IN FUS EXTD POSITION . . . . . . 127 FUEL LEAK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .NAVAIR 01-F14AAP-1B FUEL Index FUEL IMBALANCE/FUEL QUANTITY BALANCING . . . . . . . . 126 L AND/OR R FUEL PRESS LIGHT(S) ON . . . . . . . 126 WINGS DO NOT ACCEPT FUEL WITH SWITCH IN ALL EXTD POSITION . . . . . . . . . . . 126a FUEL TRANSFER FAILURES . . . . . . . 126 Change 3 121 121/(122 blank) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124a WING FUEL DOES NOT TRANSFER .

NAVAIR 01-F14AAP-1B 122 .

. single-engine operation will cause fuel on the opposite side to be unavailable. Descend to below 25. . . . . 6. .000 feet.NAVAIR 01-F14AAP-1B SEE IC # 32 L AND/OR R FUEL PRESS LIGHT(S) AND 10 SEC WARNING TONE FUEL 1. Both throttles . Zero or negative-g flight should be avoided. Consequently. D Complete loss of motive flow will result in the sump tank interconnect and the engine feed crossfeed valve remaining in the closed position. If both lights remain on: 3. D Illumination of both lights and the warning tone may be indicative of a total motive flow failure. Restore aircraft to 1. 5. . . . .0g. Land as soon as possible. 4. MIL Power or Less 2. CONTINUED Change 3 w/ IC 33 123 . Increase positive g’s to greater than 1. . Maintain cruise power settings or less. isolating the forward and aft systems.0g flight.

FUEL PRESS ADVSY CB − PULL (7F1). . . .000 feet. . Fuel distribution . . This will reduce the amount of fuel transfer from the operative side to the inoperative side. . If migration occurs after balancing. . . . . . . . CONTINUED 124 Change 3 w/ IC 33 . . . . . 4. Monitor (balance if required) 5. . Land as soon as practicable. No afterburner above 15. Note Pulling the FUEL PRESS ADVSY CB will cause the engine crossfeed valve to close and the inoperative side fuselage motive flow shutoff valve to open. 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.NAVAIR 01-F14AAP-1B SEE IC # 32 If one light remains on:12 3.

. OFF 2. ORIDE 4. . . Fuel distribution . Land as soon as practicable. . . . Check (balance if required) (see below if one wing does not transfer) If wing and/or external fuel remains: 3. . 8. .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. . . immediately return the feed switch to NORM. . . 9. WING/EXT TRANS . . . selecting AFT or FWD on the FEED SWITCH could result in fuel migration to the inoperative side. . . If the sump tank interconnect valve has failed. . . . . . . DUMP switch . . . . . 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). . . . . Fuel distribution − monitor (balance if required). . Land as soon as possible. . . . . . . . . . 7. Change 3 w/ IC 33 124a . . . . L OR R FUEL LOW LIGHT 1. . . Maintain cruise power or less.

. . . . Select High Fuselage Tape Side If wing fuel does not decrease after 2 minutes or wing fuel transfer is completed: 4. select FUS EXTD to enable transfer. . . . . . . . Fuel Management Panel cb If wing fuel does not transfer: 2. . . . . Note Fuel management panel will be inoperative if FUEL MGT PLN cb (RC1) is out. . . 1. . FEED switch . . . FEED switch . WING/EXT TRANS switch . . . . . If probe extension required. . . . . . . ORIDE If one wing still does not transfer: 3. . . . . . . . Check in (RC1) CONTINUED 124b Change 3 . . .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. . . . . . . NORM . . . . . . . . . .

All Extend. . 2. CONTINUED Change 1 125 . . . . OFF Then RAM Then ON (below 35. . . . AIR SOURCE pushbutton . . .000 feet. . . In-flight refueling probe . WING/EXT TRANS . . . . . . . Apply cyclic positive or negative g’s. . If conditions permit. ORIDE If fuel continues to transfer improperly or does not transfer: 3. . . . . . . descend below the freezing level and periodically check for good transfer. . .NAVAIR 01-F14AAP-1B If external tanks fail to transfer or transfer slowly: Note Descending below freezing level may thaw possible frozen valves. 5. . . . Then Retract 4. . less than 300 KIAS) 6.

. . . . WINGS DO NOT ACCEPT FUEL WITH SWITCH IN ALL EXTD POSITION 1. or normal field landings with full or partial fuel in the external tanks are not authorized because of overload of the nacelle backup structure. WING/EXT TRANS . . Note CSDC flycatcher 71-00031 displays free airstream temperature. Pull CONTINUED 126 . . . OFF WINGS ACCEPT FUEL WITH SWITCH IN FUS EXTD POSITION 1. . . . . . . . . . . . . . . the temperature is above freezing. . . . FUEL FEED/DUMP (RD1) cb . . . Check OFF 2. Only minimum rate-of-descent landings (minimum sink rate) are authorized. . . FUS EXTD 2. . . . . . . . . . . . . . . . . . . . . . . . . . ORIDE UNCOMMANDED DUMP 1. . . . . . . . . . . . .NAVAIR 01-F14AAP-1B CV arrestment. . . DUMP switch . . . . CV touch-and-go. if first digit is an even number. . . REFUEL PROBE . . . . . . . . . . WING/EXT TRANS . . . . .

Pull CONTINUED Change 3 126a . . . . . . 2. . the automatic balance functions. . . . Proceed immediately with next step. . . . useable fuel will be limited to only what is available on the operating side. . . . . FUEL FEED/DUMP (RD1) cb . and the fuel dump system. fuel leak is in wing/wing pivot or attachment points for auxiliary tanks: 3. . FUEL LEAK 1. . . . . Should single engine operation subsequently be necessary. 4. CAUTION Use of afterburner with fuel leak should be limited to emergency use only. . . . It also deactivates the function of the feed switch. . . . . OFF If abnormal fuel quantity decrease ceases. .NAVAIR 01-F14AAP-1B Pulling the fuel feed/dump circuit breaker (RD1) isolates the right and left fuel systems. . If leak is not stopped. it is in engine/nacelle area. . . Land as soon as possible. WING/EXT TRANS . .

. . . . OFF 6. FUEL SHUT OFF . . . . . . . . 7. and the fuel dump system. . . 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. useable fuel will be limited to only what is available on the operating side. . Should single engine operation subsequently be necessary. Pull 8. . It also deactivates the function of the feed switch. . 5. . . the automatic balance functions. 126b Change 3 . Throttle (affected side) . . Conditions permitting. .NAVAIR 01-F14AAP-1B Pulling the fuel feed/dump circuit breaker (RD1) isolates the right and left fuel systems. Affected side will be low side. . . . . . . . . . Refer to Single-Engine Cruise Operations. . . . . . . . . allow rpm to decelerate to windmill rpm. .

obtain a visual inspection for venting fuel. Note D If practical. Note Fuel quantity balancing is not required prior to completion of wing/external tank transfer or until one fuselage tape drops below 4.200 Change 3 w/ IC 32 127 HYD . To prevent this. D With a high quantity in the FWD/RT fuel system.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. Both throttles − MIL power or less. particularly in nose−up attitudes can cause overfilling of the AFT/LT fuel system and subsequent fuel venting. Do not delay execution of emergency procedures for visual inspection. FEED SWITCH − select high fuselage tape side. D Indication of fuel balancing should appear within 3 minutes of selecting the high fuselage tape side. 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: 1.500 pounds. the greater static head pressure. 2. the feed switch should be returned to NORM before the AFT/LT tape reaches 6.

If this occurs. If this occurs (as indicated by an imbalance increase of 100 to 300 PPM) immediately return the FEED SWITCH to NORM. 128 128 Change 3 w/ IC 32 . aircrew may have as little as 4. If the sump tank interconnect valve has failed closed. HYD Venting fuel in conjunction with an uncontrollable fuel split is indicative of a motive flow failure and can result in the high feed group having trapped/unusable fuel. If fuel venting exists and/or fuel imbalance exceeds 2.500 pounds of usable fuel remaining and a new bingo profile may be required. FUEL FEED SWITCH − As required and land as soon as practicable.200 pounds or greater in the AFT/LT system. Determine useable fuel and land as soon as possible. If no venting is observed and/or the fuel imbalance is corrected with the fuel feed switch: 3. If indications of a fuel leak exist: 6.NAVAIR 01-F14AAP-1B SEE IC # 32 pounds.000 pounds: 4. 5. Overfilling is indicated by a quantity of 6. Refer to FUEL LEAK PROCEDURE (page 126a). selecting AFT or FWD on the FUEL FEED SWITCH could result in rapid increase of the fuel imbalance. FUEL FEED SWITCH − NORM.600 pounds or greater in the FWD/RT system or 6.

400 TO 2. . . . . . . . . . . . . . . . . . . . . . . . . . 138 LOW-BRAKE ACCUMULATOR PRESSURE . . . . . .600 PSI . . . . . . . . . .600 PSI . . . . . . 136a FLIGHT PRESSURE ZERO . . . . . . . . . . . . . . . . . . . . . . . .NAVAIR 01-F14AAP-1B HYDRAULIC Index BACKUP FLIGHT MODULE FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139 COMBINED PRESSURE APPROXIMATELY 2. . . 144 129 Change 1 129/(130 blank) . . . . . . 144 BOTH COMBINED AND FLIGHT PRESSURE ZERO . . . . . . . . . . . . . . . . . . 131 COMBINED PRESSURE ZERO . . . . . . . . . . . . . . . . . .400 TO 2. . . . . . . . . . . . . . . . . . 133 FLIGHT PRESSURE APPROXIMATELY 2. .

NAVAIR 01-F14AAP-1B 130 .

. .600 PSI HYDRAULIC If hammering (cavitation) is experienced in the hydraulic system. 1. . . . Wing sweep . EXTD (In carrier environment) CAUTION Wing and external fuel will not transfer with refuel probe switch in ALL EXTD. component rupture is imminent. . . . . . . . . . . . . . . . . . L INLET RAMP switch . . . . . . Tap wheelbrakes to seat priority valve if pressure is decreasing. Set at 20_ 4. . .NAVAIR 01-F14AAP-1B COMBINED PRESSURE APPROXIMATELY 2. . select FUS EXTD to enable transfer.400 TO 2. . . .2 IMN) CONTINUED Change 1 131 . . . . . . . . STOW (less than 1. . FLT Note Monitor AUX BRAKE PRESSURE gauge. . . . . . . . 2. . . . . In-flight REFUEL PROBE switch . . . . . . . . . . turn the hydraulic transfer pump switch (BIDI) — OFF. 3. HYD ISOL switch . . . . . . If probe extension required.

. . . CAUTION Monitor remaining hydraulic system pressure since the MASTER CAUTION and HYD PRESS lights will not illuminate if the remaining system fails. . . . . . 132 . . . . . committed to land) 9. . . pulling L AICS (LF2) cb may cause unintentional wing sweep unless WING SWEEP DRIVE NO. . Above about 600 KIAS. . DLC . HIGH (on final. 2/MANUV FLAP (LE2) cb’s are pulled. . . . 5. . . .NAVAIR 01-F14AAP-1B If WING SWEEP advisory light is illuminated. . AUTO 7. . . . . . . . . L INLET RAMP switch . . . . . . . . . . . L AICS cb . . . . . Land as soon as possible. . . . . . . . . . . Pull (LF2) Note Pulling the AICS cb while airborne may illuminate the FCS CAUTION and ARI DGR lights. . Do not engage 8. . . . . . . . . EMERG FLT HYD switch . . . . . 6. . . These should clear with a MASTER RESET following a programmer reset. . . . . . . . . . 1 (LE1) and WG SWP DR NO. . the PITCH SAS and ROLL DGR lights will also be illuminated.

. . . . . FLT 2. . . If probe extension required. . . . . . . Wing sweep . . . . . . CONTINUED Change 1 133 . . . . . . In-flight REFUEL PROBE switch . .NAVAIR 01-F14AAP-1B COMBINED PRESSURE ZERO 1. . . . EXTD (in carrier environment) CAUTION Wing and external fuel will not transfer with refuel probe switch in ALL EXTD. . . . . . . . . . . . . . . . . . . . . . . . . . . . LOW D If the INLET RAMPS switch is not placed in STOW prior to the pressure reaching zero. . 4. . . . . . . . do not place it in STOW after complete loss of pressure. . . EMERG FLT HYD . HYD ISOL switch . . Trapped fluid may be the only thing holding the affected ramp in position. . . . Set at 20_ 5. SHUTOFF 3. HYD TRANSFER PUMP switch . . select FUS EXTD to enable transfer. . . . . . .

the module should not be turned off in flight without combined system pressure available to reservice it. D Do not return to AUTO (LOW) mode once module is selected on (HIGH or LOW) with operating flight hydraulic system. Once operating. below 180 KIAS. and with a combined failure rendering the inboard spoilers inoperative. 134 Change 1 . Doing so would result in fluid contraction and an underserviced condition that could prevent subsequent pump operation. A small amount of spoiler float can significantly increase approach speeds.NAVAIR 01-F14AAP-1B D An outboard spoiler module failure with flaps extended. can result in asymmetric spoiler float such that the aircraft may not be flyable at normal approach airspeeds. The module will remain fully serviced and operate normally as long as elevated temperatures are maintained. some backup module fluid will be expelled by thermal expansion. When operated in conjunction with zero combined pressure.

One-half authority of SAS/ARI actuators in pitch. g. D Monitor remaining hydraulic system pressure since the MASTER CAUTION and HYD PRESS lights will not illuminate if the remaining system fails. Normal hook. b. f. d. The following important equipment is inoperative: a. roll and yaw. Inboard spoilers. and SPOILERS lights. YAW DGR.NAVAIR 01-F14AAP-1B CAUTION D Loss of combined pressure with landing flaps down may allow the auxiliary flaps to cycle causing moderate pitch oscillations. DLC. 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. e. Speedbrakes. c. ARI DGR. CONTINUED Change 1 135 . ROLL DGR. L AICS. Emergency generator.

. DN 10. . . . . . EMERG DN 7. Brake accumulator (handpump) . . . CONTINUED 136 Change 1 . . . . . k. AUX FLAP/FLAP CONTR cb . . . . i. slats (emergency actuation j. . . EMERG DN 8. . . . . . . . . . EMERG FLT HYD switch . . . . . . . . . ANTI SKID SPOILER BK switch . . n. Auxiliary flaps. l. . Make arrested landing as soon as possible. . . . Nosewheel steering. . HOOK . . . . SPOILER BK (OFF for CV) 12. . . . Flaps and available). Landing gear (emergency actuation available).NAVAIR 01-F14AAP-1B h. . . Pull (7G3) 9. o. . Wheelbrakes (emergency actuation available). Check 11. . Refuel probe (emergency actuation available if system fluid remains in return line). . . . . m. . . HIGH (on final. Gun drive. Hook extend (emergency actuation available). . . . . . . . . . . LDG GEAR handle . 13. . . . committed to land) Do not return to AUTO (LOW) mode once module is selected on (HIGH or LOW) with operating flight hydraulic system. 6. . . . . Flaps (no auxiliary flaps available) . . .

. . . 1. . . . . . . . . . . . . . . . . . . . . . OFF FLIGHT PRESSURE APPROXIMATELY 2. . . . . . . . . R AICS cb . . . . . Engines . . . . . Turn the hydraulic transfer pump switch (BIDI) OFF. . . .NAVAIR 01-F14AAP-1B After landing: 14. . . . . Do not taxi out of arresting gear. . . . . . . 15. . . . . . . . . . . . . . . . . Pull (LG2) CONTINUED Change 1 136a/(136b blank) 136a . Wing sweep . . . .400 TO 2. . . . . . . . . . . . . . . . Set at 20_ 2. . R INLET RAMP switch . . component rupture is imminent. . STOW (less than 1. .600 PSI If hammering (cavitation) is experienced in the hydraulic system.2 IMN) 3.

NAVAIR 01-F14AAP-1B 136b .

committed to land) CAUTION Monitor remaining hydraulic system pressure since the MASTER CAUTION and HYD PRESS lights will not illuminate if the remaining system fails. . . . . AUTO 5. . . . . . . R INLET RAMP switch . Restored by weight-on-wheels. .NAVAIR 01-F14AAP-1B Note Pulling the AICS cb while airborne may illuminate the FCS CAUTION and ARI DGR lights. . . Land as soon as possible. . . Normal hook . . . . EMERG FLT HYD switch . . Above about 600 KIAS. . . The following important equipment is inoperative: a. the PITCH SAS and ROLL DGR lights will also be illuminated. . . . 6. . . . . hook handle restowed Note Arrested landing will require emergency hook extension. HIGH (on final. . 137 . 4. . . . . These should clear with a MASTER RESET following a programmer reset. . . . . . . . . . . . . .

. . . CONTINUED 138 . . . . EMERG FLT HYD switch . . . . . Wing sweep . . . . . . YAW DGR. . . . do not place it in stow after complete loss of pressure. . . . . . . and ARI DGR lights. . Note Complete loss of flight hydraulic pressure will result in the following caution lights due to the loss of single channel SAS actuator function: PITCH SAS. . . . . CAUTION Monitor remaining hydraulic system pressure since the MASTER CAUTION and HYD PRESS lights will not illuminate if the remaining system fails. . Trapped fluid may be the only thing holding the affected ramp in position. . ROLL DGR. . . . . . SHUTOFF 2. . .NAVAIR 01-F14AAP-1B FLIGHT PRESSURE ZERO 1. . Set at 20_ 3. LOW If the INLET RAMPS switch was not placed in STOW prior to pressure reaching zero. HYD TRANSFER PUMP switch . . .

. . immediately release the stick and permit the motions to dampen before resuming active control. . . committed to land) 5. . ACLS. LOW 2. . Divert if possible. . Note Arrested landing will require emergency hook extension. . . . R AICS. EMERG FLT HYD switch . Restored by weight-on wheels. . CONTINUED 139 . . . . . hook handle restowed 4. . b. . .NAVAIR 01-F14AAP-1B The following important equipment is inoperative: a. EMERG FLT HYD switch . . BOTH COMBINED AND FLIGHT PRESSURE ZERO 1. . Normal hook . . . If any undesirable motions or oscillations occur. . . . Do not attempt CV recovery. . . . d. . . . Land as soon as possible. . . . . . . . . c. . . roll and yaw. . . . One-half authority of SAS/ARI actuators in pitch. . HIGH (on final.

NAVAIR 01-F14AAP-1B D Do not attempt IMC or close night formation while in the LOW mode. causing uncomfortable lateral stick requirements for level flight. b. The following important equipment is operative in flight: a. Main flaps and slats (reduced rate via thumbwheel or flap handle). Rudders (slightly reduced rate. CONTINUED 140 . Horizontal stabilizers (significantly reduced rate. The LOW mode should be selected as soon as practicable following a waveoff or bolter. 3. c. D Operations of more than 8 minutes total in HIGH mode may fail the BFCM motor. Outboard spoilers. Reduce airspeed to below 250 KIAS if practicable. D Inboard spoilers can be expected to float. no SAS/ARI). Note Airspeeds less than 250 KIAS while in the LOW mode will reduce the susceptibility of exceeding maximum stabilizer deflection rates. d. Do not trim out lateral forces. and the HIGH mode reselected on the subsequent approach. no SAS/ARI).

. . . . . Decelerate with tanker to 180 KIAS. Extend 6. . . . D Extended LOW mode operation (>30 minutes) after in-flight refueling will permit several additional minutes in HIGH mode for subsequent landing. HIGH prior to moving to pre-contact) 7. 5. . . KC-10. . . . . . . . Landing gear available). CONTINUED 141 . Wheelbrakes (emergency actuation available). D Any abrupt control input to effect engagement can rate limit the stabilizers and result in loss of control.NAVAIR 01-F14AAP-1B e. . Maneuver flaps . f. . . . If in-flight refueling is required: 4. . . . . . . . . . . Hydraulic handpump. Hook extend (emergency actuation available). Avoid abrupt control inputs during contact. h. . (emergency actuation g. D Tanking from large-body tankers (KC-130. . . . . Refuel probe (emergency actuation available if system fluid remains in return line). i. EMERG FLT HYD switch . KC-135) is hazardous and should not be attempted. The pilot must resist spotting the basket and rely on RIO commentary to perform engagement.

. the airspeed can safely be increased to 200 KIAS to improve the transfer rate. . . . . . . LOW (immediately once clear of tanker) 9. . Maneuver flaps . . . committed to land: 15. . . . . . . . . . . . . . . . . . Pull (LE2) 13. D Inboard spoilers can be expected to float. . . . resulting in low altitude loss of control. Maneuver flap cb . Check Established on final. . . . . . . . . 8. . HIGH D Aggressive nose movement in close can rate limit the stabilizers. CONTINUED 142 . Retract Field recovery: 10. . . causing uncomfortable lateral stick requirements for level flight. . . . . . . . . . Do not trim out lateral forces. . Brake accumulator . . . . . . . . . . . . . . . . . . . . .NAVAIR 01-F14AAP-1B Note Once engaged. Maneuver flaps . . LDG GEAR handle . . Do not use APCS. . . . . . . . . . . . . . . . . EMERG FLT HYD switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMERG FLT HYD switch . . . Extend with thumbwheel 12. . . EMERG DN 11. HOOK handle . . . . . EMERG DN 14.

. . . . Carrying extra speed during IMC approach will improve waveoff performance by permitting smooth rotation to 15 units AOA to break the rate of descent while the engines are accelerating. . . . . . . .NAVAIR 01-F14AAP-1B CAUTION D Waveoff performance from low power settings is very poor. Make arrested landing as soon as possible. Pitching moment caused by flap transition is easily countered with electrical trim because of very slow extension rate. . . Fly straight-in approach between 15 units AOA and 180 KIAS 17. . . CONTINUED 143 . If wings are > 20_ . 16. 18. . 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 subsequent approach. . If wings are at 20_ . Fly straight-In approach at 15 units AOA Note Control in LOW mode is satisfactory for performing transition to dirty configuration. . . . . . . .

CONTINUED 144 . . . (2A1. . . LOW-BRAKE ACCUMULATOR PRESSURE IN FLIGHT 1. . . . . In 2. . ./LDG If pressure does not recover: 2. . . FLT HYD BACKUP PH A. . 2C1. Tap wheelbrakes to seat priority valve if pressure is decreasing. . . . . . . T. . . . . . . . Recharge Accumulator Note Monitor AUX BRAKE PRESSURE gauge. . . . . .NAVAIR 01-F14AAP-1B After landing: 19. . . . . . . 1. . . . . 20. . . . . Do not taxi out of arresting gear. . . . . . . . OFF BACKUP FLIGHT MODULE FAILURE CAUTION Prolonged use of backup flight control module in the high mode may result in failure of the module. . Land as soon as possible. . . . . . LDG GEAR handle . . . 2E1) cb’s . HYD HANDPUMP . C. . . . . . B. Throttles . . . . . . . . . . . . . . . . . . . . . . . . HYD ISOL . . . . . . . . DN 3. . . . . . .O.

. Make arrested landing as soon as practicable. Pull (to lock wheels). . . . Parking brake . . .NAVAIR 01-F14AAP-1B If accumulator cannot be recharged: 4. LAND/ LAND GEAR 145 145 . . . . 5.

NAVAIR 01-F14AAP-1B LAND/ LAND GEAR 146 .

. . . . . . . . . . . . . . . . . . . . 163 ARRESTING HOOK EMERGENCY DOWN . . . . . . . . . . . . . . . . . . . . 155 NO FLAPS AND NO SLATS LANDING . . . . 158 GROUND ROLL BRAKING FAILURE . . . . . . 160 BARRICADE ARRESTMENT . . . . . . . . . . . . . . . . . . . . . . 161 147 147/(148 blank) . . . . . . . . . TRANSITION LIGHT OUT . . . . . . . . . . . . . . . . . . . . . . . . . . 154 LANDING GEAR INDICATES UNSAFE GEAR DOWN. . . . . . . . . . . 155 LANDING GEAR INDICATES SAFE GEAR DOWN. . . . TRANSITION LIGHT ILLUMINATED . . . . . . . . . . . . . . . . . 156 AUXILIARY FLAP FAILURE . . . . . . . . . . . . 157 LANDING GEAR EMERGENCY LOWERING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149 LANDING WITH AFT HUNG ORDNANCE . . . . 149 LANDING GEAR MALFUNCTION . . . . . . . . . . TRANSITION LIGHT ILLUMINATED . . . 165 LAUNCH BAR LIGHT . . . . . . 151 LANDING GEAR INDICATES UNSAFE GEAR UP OR TRANSITION LIGHT ILLUMINATED . . . . . . . . . . . . . . . . . . . . . . . . . . 160 BRAKE FAILURE AT TAXI SPEED . . .NAVAIR 01-F14AAP-1B LANDING GEAR/LANDING Index AFT WING SWEEP LANDING . . . . . . . . 151 LANDING GEAR INDICATES UNSAFE GEAR DOWN. . . . . . . . . . . . . . . 157 BLOWN TIRE LANDING . . .

NAVAIR 01-F14AAP-1B 148 .

. . . 2. Obtain visual check of gear condition. . . . . If less than 3. . . . . . . LDG GEAR handle . . Check 3. Remain below 280 KIAS. . Combined hydraulic pressure . . . . . . .NAVAIR 01-F14AAP-1B LANDING GEAR MALFUNCTION LANDING GEAR/ LANDING 1. LANDING GEAR INDICATES UNSAFE GEAR UP OR TRANSITION LIGHT ILLUMINATED 1. . . Landing gear . . . . CONTINUED 149 . . refer to combined hydraulic failure procedures. DN If safe gear down indication is obtained and transition light is out: 2. . . . . . . . Leave Down 3. . .000 psi. . . . . . . . . . . . .

If brake hydraulic lines are severed and a combined hydraulic failure occurs. Land as soon as practicable. whether caused by a broken piston or overextended piston barrel and/or main strut with a cocked wheel. When either of these situations occurs. refer to combined hydraulic system failure procedures. and a sheared strut upon touchdown.NAVAIR 01-F14AAP-1B A hyperextended main strut. the brake pedals should be depressed for 60 seconds to ascertain whether brake hydraulic lines have been severed. 150 Change 2 . CAUTION If landing gear indicates unsafe after retraction and a down-and-locked indication can be obtained. 4. will likely result in a combined hydraulic system failure while airborne. landing procedures for a stub (MLG) mount must be followed. 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 noticeably lower than the other.

Obtain visual check if possible. . . . leave gear down and obtain visual check. If red is visible. . . Cycle If condition still exists: 3. . . . CAUTION Visual determination of nose landing gear unlocked status is assisted by a red band painted on the nose landing gear drag brace oleo.NAVAIR 01-F14AAP-1B LANDING GEAR INDICATES UNSAFE GEAR DOWN. . . . . . . . . . . 4. . . . . . . Check (LTS TEST) CAUTION If associated with launch bar light. TRANSITION LIGHT ILLUMINATED 1. . . . . . Obtain visual check if possible. . . . the nosegear is not locked. Landing gear . . TRANSITION LIGHT OUT 1. . Make normal landing. . . . . Transition light bulb . . . LANDING GEAR INDICATES UNSAFE GEAR DOWN. 2. . 151 .

. . . Increase airspeed to 280 KIAS. the possibility exists that the downlock actuator has failed and the gear may not be locked in the down position. . . If main landing gear is still unsafe. . . .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). continue with step 4: 4. pull positive g’s. . . . . Cycle UP Then DN in Less Than 2 Seconds CONTINUED 152 . . Cycle If still unsafe: 3. . go to step 5: If nose landing gear indicates unsafe. LDG GEAR handle . . . . . . and yaw aircraft. . LDG GEAR handle . . . . . 2. . transition light illuminated. .

. If still unsafe and visually confirmed unsafe or gear position cannot be confirmed: 6. . CONTINUED 153 . . . Refer to Landing Gear Malfunctions Emergency Landing Guide. . 5. . EMERG DN (refer to Landing Gear Emergency Lowering) Note Use of the Landing Gear Emergency Lowering procedure will result in loss of nosewheel steering. . 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. . . . . . . causing damage to the doors and inducing a possible combined hydraulic or brake system failure. .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. Do not reselect UP with the LDG GEAR handle after the doors attempt to close. as indicated by an unsafe main-mount or visual inspection. LDG GEAR handle .

1. .NAVAIR 01-F14AAP-1B CAUTION D When landing with a nosegear unsafe down indication. TRANSITION LIGHT ILLUMINATED CAUTION If associated with launch bar light. The nose landing gear strut must be restrained against forward rotation. . . . . . . . . leave gear down and obtain visual check. . . D Nose landing gear ground safety pin installation will not prevent nosegear collapse. . . . . . . Obtain visual check. . Cycle If transition light remains on: 2. LANDING GEAR INDICATES SAFE GEAR DOWN. anticipate possible nose landing gear collapse. 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. CONTINUED 154 Change 2 . . D Do not attempt to tow aircraft by the nosegear until the gear is secured in the down position. LDG GEAR handle .

. refer to Landing Gear Malfunction Guide. . Leave Down 2. . . LDG GEAR handle .NAVAIR 01-F14AAP-1B 3. . . . . . . . . . Less Than 280 KIAS 2. Remove arresting cables for field landing. . . . Refer to Landing Gear Malfunction Emergency Landing Guide. . . . . . If nosegear is cocked. . . . . . . . . . . . . Obtain visual inspection. . . . LANDING GEAR EMERGENCY LOWERING 1. . . . LAUNCH BAR LIGHT 1. . Landing gear . Normal Landing If sidebraces are confirmed not in place: 4. . . . . Gear/sidebraces appear in place . . . . . . Remove crossdeck pendant Nos. . . . . . 4. . . . . . . . . CONTINUED Change 3 155 . . DN 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. . . . . . . . . . . . If launch bar is down or visual inspection is not available: 3. 1 and 4 for CV landing. . Airspeed .

Make arrested landing if available. . . . . . . . . . . Do not exceed 280 KIAS. . ARRESTING HOOK EMERGENCY DOWN 1. . . . . . . . . . . . . . . 7. Obtain visual in-flight check if possible. . . Apply positive and negative g to force gear down. .NAVAIR 01-F14AAP-1B 3. HYD VALVE CONTR (7E5) cb . . 9. . . . and hold. . 3. . 4. . . . . . HOOK handle . . Increase speed. . . . . Refer to Landing Gear Malfunction Emergency Landing Guide on page 167. . . . . . . . Restow in DN Position 5. Push LDG GEAR handle in hard. Pull. . . Pull and Reset After 5 Seconds CONTINUED 156 Change 1 . . . . . . . This will mechanically release the uplatch mechanism and allow the hook to extend. . . HOOK handle . . . . . . . Then Rotate Note Pull handle aft approximately 4 Inches and turn counterclockwise. . . . . Hook transition light . turn 90° clockwise. . . DN 2. . . pull. . . . . . . . . Check (12 seconds) 5. Check Off If light is illuminated and hook is visually checked up: 4. HOOK handle . 8. . . . Gear position indication . If any gear does not come down: 6. .

External stores . . . . . . RAIN RPL/ANTI-ICE CONTR/ HK CONTR (7C2) cb .000 pounds) 4. . . . Pull GROUND ROLL BRAKING FAILURE *1. . . . . . . BARRICADE ARRESTMENT 1. . . MASTER RESET pushbutton . . . . . . ANTI SKID SPOILER BK switch . . . . . . . . . . . . . . . . Dump or Burn (reduce to 2. . . Jettison (empty tanks retained only for landing gear malfunction) 3. External tanks . . . . . . . . . Fuel . . . . . . which will minimize barricade engagement speed and damage to aircraft) CONTINUED Change 1 157 . . . . . Depress Note Ground roll braking may fail to extend spoilers on touchdown due to a momentary miscompare of the weighton-wheels switches. . . . . . DN (lower to permit engagement of crossdeck pendant. . . . . . . . . . . . . . Jettison (except AIM-7 and AIM-54 on fuselage stations if wing is at full forward sweep) 2. . .NAVAIR 01-F14AAP-1B If light is illuminated and hook is visually checked down:123 4. . . . Hook . Check *2. . . . . . . . . . .

. . . Throttles . . Evacuate aircraft as soon as practicable. . . . . . SPOILER BK or OFF 2. ANTI SKID SPOILER BK . . . . Pull (if required) parking brake will lock both main wheels) CONTINUED 158 . . . and meatball. Upon engaging the barricade: 6. . . . . . . . . . . . . .000 Lb (max) Wings > 35_ . . . angle of attack. . . . . . . . .NAVAIR 01-F14AAP-1B 5. on-speed. Parking brake . 51. Barricade stanchions may obscure the meatball. . . . 46. centerline. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Note Anticipate loss of meatball for a short period of time during the approach. . . . Engaged 3. . Weight limits are: Wings at 20_ . . . . . . . . . OFF 7. Not Permitted BRAKE FAILURE AT TAXI SPEED *1. . . Fly normal pattern and approach. .800 Lb (max) Wings > 20_≤ 35_ . Nosewheel steering .

159 . . . . . . Notify ground or tower. . . . . . HOOK . . . . . nosewheel steering will be automatically centered and will remain centered until nosewheel steering is cycled. . . . . External lights . . 7. . . . . aircrew should not delay ejection decision if departure from the flight deck is imminent. . . . . . . . . . . . . . 5. DN CAUTION After lowering hook. . . DO NOT delay step 7) During shipboard operations. . . . . . . . . . Both throttles . . . . . . . . . . . . . . . . .NAVAIR 01-F14AAP-1B Complete loss of hydraulic fluid through the wheelbrake hydraulic lines will render the parking brake and nosewheel steering ineffective. If brakes still inoperative: 4. . OFF (if required) (if collision is imminent. ON 6. . . . . . . . . .

. . . . . . Obtain in-flight visual check if possible. . . . .O. . . . 15 Units AOA Note With AUX FLAP/FLAP CONTR cb pulled. . . . 5. . . . . . . . . AUX FLAP/FLAP CONTR cb (7G3) . Approach . Pull 3. . . . Make carrier or short-field. . Engaged AUXILIARY FLAP FAILURE 1. T. . . 1. . . . . 7. . . . . . . . . . . . Land on centerline. HOOK . .NAVAIR 01-F14AAP-1B BLOWN TIRE LANDING CAUTION Do not allow aircraft to roll backward after the arrestment. . . . . . . . . 2. Ensure at 20° 2. . . The downlock actuator may have been damaged by tire failure and rearward movement of the aircraft could cause the gear to collapse. . . . . . . . . . . . SPOILER BK (OFF for CV) 3. . . . . DN 4. . . . Nosewheel steering . . . . . . . . 160 . Wing sweep . . . . . . ANTI SKID SPOILER BK . . . . . . . ./LND (on final) If arresting gear is not available: 6. . . . . . . HYD ISOL switch . . . wings will not sweep aft. . . . fly-in arrested landing as soon as practicable. . . . . .

. . . . CONTINUED Change 2 161 . .NAVAIR 01-F14AAP-1B NO FLAPS AND NO SLATS LANDING 1. 3. . . FLAP handle must be lowered at least 5º on landing rollout. Use normal braking technique. . 4. . D Use of full aft stick during landing in this configuration can result in tailpipe ground contact. . . . CAUTION D Maximum airspeed for wheelbrake application is 165 KIAS at a gross weight of 46. . Note If outboard spoilers are needed for ground-roll braking. . . . . Reduce (weight consistent with existing runway length and conditions) 2. Fly landing pattern slightly wider than normal or make straight-in approach at 15 units AOA.000 pounds and 145 KIAS at 51. Flaps . . . . . . Gross weight. . . UP Setting the FLAP handle to the DN position inflight may create or aggravate a flap asymmetry condition and could make the aircraft uncontrollable. . . . . . . .000 pounds. . . .

NAVAIR 01-F14AAP-1B CAUTION D Avoid slow approaches. 162 Change 2 . D Aircrew should expect hot brakes following high-speed landings.5 units AOA. Wing drop and increased sink rate may occur at 16.5 to 17. Application of the parking brake could cause the brake assembly to fail and result in a brake failure.

6. 0_ FLAP.7.NAVAIR 01-F14AAP-1B DATE: 1 MAY 1980 DATA BASIS: FLIGHT TEST FUEL GRAD: JP-5 (JP-8.8 (6. GEAR DOWN LANDING APPROACH AIRSPEED (15 UNITS) Change 2 162a 162a/(162b blank) .5 lb/gal) ALL DRAG INDEXES. JP-4) FUEL DENSITY: 6.

NAVAIR 01-F14AAP-1B 162b .

. . . Full Down Note Main flap/slat extension with the wings aft of 20° will result in a large nosedown pitch transient. Match Captain Bars With Actual Wing-Sweep Position Tape CAUTION Closely monitor wingsweep movement when attempting to match handle with wingsweep position. . . 2. . 1. Gross weight . . Reduce as Required If wings equal or less than 50º: 3. . . . . . . emergency barricade engagements are permitted with up to 35_ wing sweep. . . If main flaps fail to extend: 4. . . . . Emergency WING SWEEP handle . . . . . . If abnormal movement is noticed. . . . . . . . Maneuvering flaps . . . . . . . . . . . .NAVAIR 01-F14AAP-1B AFT WING SWEEP LANDING Note CV arrestments are permitted with up to 40_ wing sweep. . . . immediately return handle to previous position. . . . . . . . . . . . . . . . . Extend CONTINUED 163 . . . . . . . . Main flaps .

. . Refer to emergency field arrestment guide for maximum engagement speed if field arrestment is desired. . . Do Not Engage 6. . DLC and APC . Fly straight-in approach at 15 units AOA (up to 17 units for field landings with wings aft of 50_). . 7. D Refer to landing approach speed table on page 255 for approach speed. . ensure that maneuver flap thumbwheel is not actuated during the approach. . Ensure that a maximum of 17 units is maintained at touchdown. . . . . CAUTION Ventral fin clearance is reduced at elevated approach AOA. .NAVAIR 01-F14AAP-1B If maneuvering flaps are used. 5. CONTINUED 164 . 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. . .

. CV approach: 7. . . . .000 Pounds Hung Aft 3. . Field approach: 8. . . . . . Full DN 6. . . CONTINUED Obtain 165 . Perform transition to gear-down configuration in straight-and-level flight. . Spoiler brake . . FLAPS . OFF 9. . . . . . . . . . . . . . . Pull 5. . . . .000 pounds. . Set at 30_ if > 2. . . . . . . . LANDING WITH AFT HUNG ORDNANCE 1. . . . Perform field arrestment. . Perform CV arrestment in accordance with applicable recovery bulletin. . . . . . . . visual check if possible. If hung ordnance exceeds 1000 pounds: 2. . Set at 25_ if ≤ 2. . . .000 Pounds Hung Aft. . . Determine location of hung stores. . 4. . .NAVAIR 01-F14AAP-1B Note Maximum airspeed for wheelbrake application is 165 KIAS at gross weight of 46. . Fly straight-in approach at 15 units AOA. Wing sweep . .000 pounds and 145 KIAS at 51. Do not engage APC or DLC. . . . AUX FLAP/FLAP/CONTR cb (7G3) .

. . Full forward stick may be required to avoid a tail strike. If arresting gear is not available: 10. . . . . . . . CONTINUED 166 Change 2 . . . . . . . BOTH Expect a significant nose pitchup during landing rollout as spoilers deploy. If field arrestment is not available. . . . . . .NAVAIR 01-F14AAP-1B Note Refer to Emergency Field Arrestment Guide for maximum engagement speed (page 169). . spoiler brake . . .

8. EJECT OR 12 ARREST FINAL CONFIGURATION COCKED NOSE GEAR SIDE-BRACE NOT IN PLACE NOSE GEAR UP/ UNSAFE DOWN STUB NOSE GEAR NOSE GEAR UP. 11 1. 6. 11 ARRESTED LANDING 6. ACTIVATE EMERG LANDING GEAR LOWERING TO ENABLE RAISING GEAR HANDLE FOR SEL OR ACM JETT HOLD DAMAGED GEAR OFF DECK UNTIL PENDANT ENGAGEMENT. 9. 3. 2. 2. 11. EJECT 1. 6. 10. 12 BOTH MAIN UP UNSAFE MAINS ONE OR BOTH STUB/ MOUNT/HYPEREXTENDED/ WHEEL COCKED ALL GEAR UP EJECT PILOT OPTION TO LAND IF TANKS INSTALLED LAND 1. 11 1. ARRESTED 9. 2. 8.NAVAIR 01-F14AAP-1B FIELD LANDING ARRESTING NO ARRESTING GEAR AVAILABLE GEAR AVAILABLE NOTES NOTES ARRESTED 6. 13 6. 10. 13 6. 11 LANDING 11 NO 4. LANDING GEAR MALFUNCTION EMERGENCY LANDING GUIDE 167 . 8. 11 LAND 1. EJECT  OPTION 10. 11 1. 2. 11 LAND LAND ONE MAIN UP UNSAFE EJECT PILOT OPTION TO LAND IF TANKS INSTALLE D LAND 1. 10. 10. 10. ARRESTED 8. 10. 13 13 NO 3. 11. 8. 11 LANDING 11 PILOT 6. 2. LAND 3. 11 LANDING NO 4. 4. 6. 4. 4. 8. 8. 12. 6. 11. 11 PILOT OPTION EJECT OR ARREST PILOT OPTION EJECT OR LAND PILOT OPTION EJECT OR LAND 5. ONE MAIN UP CARRIER LANDINGS NOTES LAND 1. 6. 7. PILOT 6. 12. 8. 8. 8. 11. 2. 6. 8. 10. PILOT 11 OPTION 10. 7. 8. 10. 5. 8. 11 LAND 5. 7. 6. 13. 10. 11 1. USE AS REQUIRED. 2. ARRESTED 9. 8. 5. PILOT 4. LAND 6. 8. 9. 8. 8. 8. 4. 11. 9. 12. 8. 8. 2. 9. 11 8. 11 1. ENGAGE NWS IF OPERABLE. 10. 11 NO ARRESTED LANDING 4. 9. LAND 6. LAND 6. 6. 8. 11. 4. 8. 8. 8. 11 OPTION 11 OPTION EJECT OR EJECT OR TO LAND LAND LAND IF TANKS INSTALLED DIVERT IF POSSIBLE HOOK DOWN BARRICADE ENGAGEMENT MINIMIZE SKID AND DRIFT ROLLOUT REMOVE ALL ARRESTING GEAR LAND OFF CENTER TO GEAR DOWN SIDE MINIMUM RATE OF DESCENT LANDING (480 FPM MAX) GRADUAL SYMMETRICAL BRAKING RETAIN EMPTY DROP TANKS LOWER NOSE GENTLY PRIOR TO FALL THROUGH SECURE ENGINES AT AIRFRAME CONTACT EXTERNAL ORDNANCE — SEL JETT IF REQUIRED. LANDING 11. 2. 8. 6.

000 pounds. 1 inch cross deck pendant. Off-center engagement may not exceed 25 percent of the runway span. No information available regarding applicability to other configurations. No information available regarding applicability to other configurations.000 pound weight setting. Before making an arrestment. Maximum engaging speed limited by aircraft limit horizontal-drag load factor (mass item limit “G”). Due to runout limitations it is recommended this gear not be engaged at weights greater than 59. and 950 foot runout. and 1. Only for the E-28 systems at Keflavik and Bermuda with 920 foot tapes.000 POUNDS TYPE OF ARRESTING GEAR LONG FIELD LANDING (M) 57 176 160 125 144 118 160 160 60 175 156 120 138 (J) 160 160 MAXIMUM OFF-CENTER ENGAGEMENT (FT) SHORT-FIELD LANDING (K) (L) 40 44 180 176 130 160 160 160 160 48 179 160 130 160 159 160 160 51. except as noted.0_ glideslope.000 pounds. Standard BAK-12 limits are based on 150 foot span. Engaging speed limit is 96 knots at 59. 50.200 foot runout. 40.8 172 145 115 122 (J) 160 160 72 171 145 113 118 (J) 160 160 E-28 E-28 (G) M-21 BAK-9 BAK-12 (H) DUAL BAK-12 (C) BAK-13 176 (B) 176 (B) 130 160 160 160 160 40 40 10 30 50 30 40 (A) (B) (C) Data provided in aborted takeoff column may be used for emergency high gross weight arrestment. Consult appropriate section for recommended approach speed. Flared or minimum rate of descent landing.000 pound weight setting.8 178 160 130 155 146 160 160 54 177 160 125 150 137 160 160 ABORTED TAKEOFF (A) 64 174 145 115 131 (J) 160 160 68 172 145 115 124 (J) 160 160 69. Maximum of 3. 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. Maximum engaging speed limited by arresting gear capacity.NAVAIR 01-F14AAP-1B MAXIMUM ENGAGING SPEED (KNOTS) (D) GROSS WEIGHT X 1. Dual BAS-12 limits are based on 150 to 300 foot span. (D) (E) (F) (G) (H) (J) (K) (L) (M) EMERGENCY FIELD ARRESTMENT GUIDE (SHEET 1 OF 2) CONTINUED 168 . 1-1/4 inch cross deck pendant.

NAVAIR 01-F14AAP-1B EMERGENCY FIELD ARRESTMENT GUIDE (SHEET 2) SE 169 169 .

NAVAIR 01-F14AAP-1B SE 170 .

. . . . . . . . . . . . . . . . . . . . . . . . 173 SINGLE-ENGINE LANDING — PRI MODE . . . 173 SINGLE-ENGINE LANDING — SEC MODE . . . . . .NAVAIR 01-F14AAP-1B SINGLE-ENGINE OPERATIONS Index SINGLE-ENGINE CRUISE OPERATIONS . 181 SINGLE-ENGINE FAILURE FIELD/CATAPULT LAUNCH/WAVEOFF . . . . . . . . . . . . 176 171 171/(172 blank) . . . . . . . . . . . . . . . . . . . .

NAVAIR 01-F14AAP-1B 172 .

. . . 10. . . . . . . . . . . Rudder . . . . . . . . . . . Set 10_ pitch attitude on the waterline (14 units AOA maximum). . . . . . . Supplemented by Lateral Stick *3. . . . . . . Climb to safe altitude. . . Both throttles . . . . . . . . . Eject 8. . . . . . . . . . . . . . If unable to control aircraft . . . . . . Jettison . . . . . . . . . . . . . . . . . Landing gear . . . . . . Pull If not on final approach: 2. . CONTINUED Change 3 173 . . . . . . . . . . . . . . . Refer to Single-Engine Cruise Operations (page 181). . *2. . . . . . . SINGLE-ENGINE LANDING — PRI MODE 1. . . . . . . . . Flaps . . . . Opposite Roll/Yaw. . . . . . . . . . . . . . . If Required If banner tow: 6. . . . . . . . . . .NAVAIR 01-F14AAP-1B SINGLE-ENGINE FAILURE FIELD/ CATAPULT LAUNCH/ WAVEOFF SINGLE-ENGINE OPERATIONS *1. . . . UP 11. DN 7. . . Hook . . . . . . . . . . Refer to Single-Engine Cruise Operations (page 181). . . . . . . . . . . FUEL SHUT OFF handle (inoperative engine) . . As Required for Positive Rate of Climb *4. . . . . UP *5. . Establish 10-unit AOA climb. . . . . 9. . . . . .

. . . . . . . DN (if combined hydraulic pressure is zero — (EMERG DN) 8. . . . . . . . As Required CONTINUED 174 Change 2 . . . . . . . . . As Required 6. . . . Wing sweep . Hook . . . . 3. . . . . . . . . . 5. . component rupture is imminent. . Afterburner operation . . . . . . . . . . . . . . . . . . . . . . Stage to verify proper ATLS operation (airspeed > 170 KIAS. . . . . . . Turn the hydraulic transfer pump switch (BIDI) OFF. . . . the use of afterburner is prohibited. . . . . . . . . . . . . ATLS . LDG GEAR . . Reduce gross weight/minimize lateral asymmetry into the inoperative engine side . . . . . . . . . . . . . . . . Speedbrakes . . . . . . . . . RET (on final approach) 7. . . . . . . . .NAVAIR 01-F14AAP-1B If after commencing final approach or in landing pattern:1 2. . . . . . . . . . fuel permitting and full rudder authority (RUDDER AUTH light out)) 4. . Set at 20_ (EMER) If hammering (cavitation) is experienced in the hydraulic system. . Check ON If ATLS is inoperative. . . . . .

. . . . . . .000 psi combined pressure. . Check SAS . . 14. If combined pressure zero . . . use 12 units AOA for pattern airspeed and do not attempt turns greater than 20° angle of bank. . . . . . . . . . committed to land) If combined pressure is zero. CONTINUED 175 . . . . . . . engage on final). . EMERG FLT HYD . . Do Not Engage (if operating on left engine and 3. . . . . . DLC (if on RT engine) . . . . .NAVAIR 01-F14AAP-1B 9. . . . . . . . do not return to auto (low) mode once module is selected on. Pull AUX FLAP/ FLAP CONTR cb (7G3) 11. . . . . 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 a recovery. . . 13. . . For landing pattern. . . . . . . . . . . . . . . . . . Flaps . . . . . . . . . . . . . . . . . . HIGH (on final. . . . . If module is shut off after operation commences. DN 12. ON 10. . . . . . it may not restart. . . . . . . .

. Refer to Single-Engine Cruise and Engine Transfer to SEC Mode procedures. . . Do not exceed 14 units AOA during waveoff or bolter. . . . FUEL SHUTOFF (inoperative engine) . . . . . . SINGLE-ENGINE LANDING — SEC MODE 1. DLC stowed . . . Pull 2. . . . . 14 Units AOA Refer to Single-Engine Landing Approach Airspeed (page 183) Military power climb performance during heavy waveoffs may not adequately arrest high sink rate conditions. . Final approach airspeed: a. . . .NAVAIR 01-F14AAP-1B 15. . . . CONTINUED 176 . . . . . . If not preparing for CV approach. In CV environment . . . . . 15 Units AOA b. . . . . . . . . . . . DLC engaged . Up to full rudder may be required to counter AB asymmetric thrust yawing moment during waveoff or bolter. Use of full AB provides an increase in climb performance. Divert 3. . see step 6. . . . .

CONTINUED 177 . do not lower landing gear and flaps until predicted gross weight is reached.000 feet 950 feet 800 feet 700 feet MANEUVER FLAPS UP 900 feet 750 feet 650 feet CAUTION If minimum performance test is passed based on predicted gross weight. Minimum climb required in 30 seconds is as follows: CHANGE IN ALTITUDE — FEET MANEUVER FLAPS DN 2. Perform constant airspeed climb (+5 knots) at 10 units AOA. DO NOT configure for landing until the performance test has been accomplished.000 feet 6. maneuvering flaps down (if possible). above 2.000 feet 4.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 fullflap landing configuration.000 feet. If not configured for landing: 4. landing gear up.

. . etc. . . normal wind over deck. . . . . . . . . . . . . . . VMC. . experienced aircrew. . . . Minimum performance criteria is based on optimum conditions (day. . . If configured for landing:123 4. . 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 performance check is successful. . RUDDER AUTH light . . . . . . . . .) and should be increased for degraded conditions based on judgment. . . . .000-pound gross weight reduction.NAVAIR 01-F14AAP-1B Note Climb performance will improve by 20 feet in 30-second climb for every 1. . . . . . Set at 20° CONTINUED 178 Change 1 . . . 6. Ensure a minimum of 500-fpm rate of climb at 14 units AOA available for CV approach. . . eject under controlled conditions. . . . . . . . 5. steady deck. . . . . . . . Throttle . MIL 5. . . minimum gross weight. . and divert not possible). Wing sweep . Verify Out 7. . If minimum performance criteria are not passed and all options are exhausted (stores jettisoned. .

. . . . Turn the HYD TRANSFER PUMP switch (BIDI) OFF. . . . . . . . . . . . . . Flaps . . . . . . . . . 8. . . . . . . If conditions warrant a full-flap landing. . . . . . . . Fuel . . Do Not Engage 17. . . . . . . . DLC . . . . . . . . . . . . . . Jettison for Shipboard Recovery 9. . . . . RET (on final approach) 11. . . . . . . . DN 12. . Speedbrakes . . . . . . .NAVAIR 01-F14AAP-1B If hammering (cavitation) is experienced in the hydraulic system. . . . committed to land) CONTINUED 179 . . . Dump or Burn 10. . . . 14. . . . . . . Pull AUX FLAP/ FLAP CONTR cb (7G3) 15. . . . . . . . component rupture is imminent. . . . . . . . . If combined pressure zero . DN (shipboard recovery). . . . . . . . . . . . . . . . As Required 13. . . . . . . . . . . . . LDG GEAR handle . . . . . External stores . . Check SAS . HIGH (on final. . . . . EMERG FLT HYD . . . . . . . . . . . . As Required (field landing) 16. . . . . . . . . . . . . . . . . . . . . . . ON Shore-based landings should be conducted with flaps up. . conduct a performance test and proceed as in the case of a ship-board landing. . . . . . . . . . . . . . Hook . . . . . .

For landing pattern. 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. . . . slow to. it may not restart. . do not return to auto (low) mode once module is selected on. . Final approach airspeed . use 10 units AOA for pattern airspeed and do not attempt turns greater than 20° angle of bank.NAVAIR 01-F14AAP-1B If combined pressure is zero. 180 . If module is shut off after operation commences. . 19. Extreme caution must be exercised when performing turns into a dead engine. 15 units AOA. 18. . 13 Units (CV) (field landing. no flaps at touchdown) Note Waveoff should be conducted by rotating to 14 units (maximum) AOA until a positive rate of climb is attained.

. Pull 2. FUEL SHUT OFF handle (inoperative engine) . FEED switch . DUMP is selected. . . . If on final approach or landing. . . . . . . . . . . Operating Engine Side When pilot workload permits close monitoring of fuel distribution: 5. . or DUMP is secured. . . . . .NAVAIR 01-F14AAP-1B Note Bolters should be conducted by rotating to 10_ pitch attitude not to exceed 14 units AOA. . . . 4. . . . . . . . . refer to SingleEngine Landing. . . .000 pounds remaining in the low side. . . . . . . FEED switch . . the REFUEL PROBE is retracted. . . OFF Note The WING/EXT TRANS switch automatically returns to AUTO if the REFUEL PROBE switch is placed to ALL EXTEND. WING/EXT TRANS switch . . Immediately Move to Operating Engine Side CONTINUED Change 3 181 . . The WING/EXT TRANS switch can be reselected to OFF after a 5-second delay. . When either fuselage tape reaches 4. . . . . . SINGLE-ENGINE CRUISE OPERATIONS 1. Inoperative Engine Side If the fuselage quantity on the inoperative engine side begins to increase: 6.500 pounds of fuel or less: 3. . . . . or there is 2. FEED switch . .

. . Refer to appropriate hydraulic system failure. . Remain on Inoperative Engine 7. . . . . . . CONTINUED 182 . . . . . . . WING/EXT TRANS switch . . . . . . .NAVAIR 01-F14AAP-1B CAUTION An increase in fuel quantity on the inoperative engine side indicates that the sump tank interconnect valve is not open. . . AUTO 8. . . FEED switch . 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. . . . . . . .

183 TO .NAVAIR 01-F14AAP-1B 2.

NAVAIR 01-F14AAP-1B TO 184 .

. . . . 188 185 185/(186 blank) . . . . . . . . . . . . . . . . . . . . . . . . . . . .NAVAIR 01-F14AAP-1B TAKEOFF Index ABORTED TAKEOFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 187 BLOWN TIRE DURING TAKEOFF . . 188 TAKEOFF ABORTED OR AFTER LANDING TOUCHDOWN . . . . . . . . . . . . . . . . . . . . 188 TAKEOFF CONTINUED OR AFTER LANDING GO-AROUND . . . . . . . . . . . . . . . . . . . . . . . .

NAVAIR 01-F14AAP-1B 186 .

. . . . . . EXT *3. . . . As Required *6. . . IDLE *2. . . . . lowering the flap handle slightly during an abort will deploy all spoilers for ground roll braking if SPL BK or BOTH is selected. . . . . . . . . . . . . . . . . highspeed aborts. . . . . Right engine . . . . Throttles . . . . . . . . Stick . . . . . . Note If performing no flap/maneuvering flap takeoff. . . . . . . . . . . . . . . .NAVAIR 01-F14AAP-1B ABORTED TAKEOFF TAKEOFF *1. . Change 2 187 . . . . OFF (if required) CAUTION Aircrew should expect hot brakes following heavy gross weight. . . . . . . . *4. . . . . . . . . . . . Application of the parking brake could cause the brake assembly to fail and result in a brake failure. . . . . . . . . . . . . . . . . . . . . . . assisting in decelerating the aircraft. Speedbrakes . . . . . . . . Aft Note The stick should be positioned fully aft at a rate that will not cause any more rotation. .000 feet before wire) *5. . Brakes . . . DN (1. . . . . . . . . . Hook . . . . . . . . . . . . .

Landing gear and flaps . . . . . . ANTI SKID SPOILER BK . . . . . . . . . . . 4. . . . . HYD ISOL switch . . . . . . . . . . . Refer to Blown Tire Landing procedures. . . . . As Required *2. . . . 188 . . . . . Nosewheel steering . . . . . . . D Aircraft should have ground locks installed and engine secured before moving aircraft. . . . . . . . . . . . . . SPOILER BK CAUTION D Do not delay engaging nosewheel steering in order to center rudder pedals. . . . . . . . . . . . . TAKEOFF CONTINUED OR AFTER LANDING GO-AROUND *1. . . Leave as Set for Takeoff 3. FLT Note This will require bending the cam on the gear handle in order to move the HYD ISOL isolate switch to FLT. . . Throttles . . . . . . . . Engaged *2.NAVAIR 01-F14AAP-1B BLOWN TIRE DURING TAKEOFF TAKEOFF ABORTED OR AFTER LANDING TOUCHDOWN *1.

. . . . 204a Gear Up/Flaps Up (48. . . . 204b Gear Up/Flaps Up (53. . . . . . . . . . . . . . . .000) — Single Engine . .000) — Two Engines . . . . . . . . . . . . . 195 Gear Up/Flaps Down (48. . . . . . . . . . . . . . . . . Drag Table . . . . . . . . . 196 Gear Down/Flaps Up (48. . . . . . . . . . 201 Gear Up/Flaps Down (53. . . . . . . 193 Gear Down/Flaps Down (48. . . . . . . . . . . . . . . . . . . . . . 205 Change 3 189/(190 blank) 189 .000) — Two Engines Extended Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .000) — Single Engine .000) — Single Engine . . . . . . . . . . . . . . . . . .000) — Two Engines . . . . . . . . . . . . . . . . . . . . . . 203 Gear Down/Flaps Down (53. . . . . . .000) — Two Engines . . . . . . . . . . . . . . . .000) — Two Engines . . 194 Gear Up/Flaps Up (48. . . . .000) — Two Engines .000) — Two Engines Extended Range . . . . . . . . . . . . . . 192 Gear Down/Flaps Up (48. .000) — Two Engines . . . . . . . .000) — Two Engines . . . .000) — Single Engine . . . . . . . . . . . . 199 Gear Up/Flaps Up — Wings 68_ (48. . . . . . . . . . . . . . . . . . . . .000) — Two Engines . . . . . . . . . 190c Gear Up/Flaps Up (48. . . . . . . . . . . . . . 202 Gear Down/Flaps Up (53. . . . . . .000) — Single Engine . . advancing throttle(s) slightly to partially closed nozzle(s) will increase range. 204 Gear Up/Flaps Up — Wings 68_ (53. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197 Gear Down/Flaps Down (48. . . . . . . . . . . .000) — Two Engines . . . . . . . . 200 Gear Up/Flaps Up (53. . . .NAVAIR 01-F14AAP-1B BINGO Note During descent with engines in PRI mode. . . 198 Gear Up/Flaps Up — Wings 68_ (48. . . . . . .000) — Two Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191 Gear Up/Flaps Down (48. 190a Weight Table . . . . . . . . . . . . . . . .

NAVAIR 01-F14AAP-1B 190 .

5. 4. 6 4. 6 4. 6 4. 6 4. 6 3. 2 6. 4. 12 10 — 25 3. 5 3. 5. 5 3. 8B 1. 5. 6 3. 5. 5. 6 5 1. 6 3. 5. 8A 3. 6 3. 5. 4) (See NOTE 2) ) Change 3 190a . 3 2. 6 3. 8 3. 2 1. 4. 6 3. 6 DRAG INDEX (PER STATION) 5 (TOTAL) 2. 8 1A. 5 3. 8B 1B. 6 3. 4. 6 3. 8 1B. 6 3. 6 4. 8B 3. 6 8. 6 4. 4 6. 6 3.NAVAIR 01-F14AAP-1B DRAG TABLE STORE OPEN AIM−7 CAVITIES (CLEAN) AIM−7 AIM−7 AIM−9 AIM−54 AIM−54 AIM−54 AIM−54 WPNS RAIL AIM−54 RAIL FAIRING TARPS POD MULTIPURPOSE PYLON AIM−54 ADAPTOR/LAUNCHER AIM−7 ADAPTOR/LAUNCHER AIM−9 ADAPTOR/LAUNCHER AIM−9 LAUNCHER BRU−32/ADU−703A/A BRU−42 (ITER) MK 76 (3 BOMBS) MK 82/BSU−33 (NTP) (TP) MK 82/BSU−86 (NTP) (TP) MK 83 CONICAL (NTP) (NTP) (TP) (TP) MK 83/BSU−85 (NTP) (NTP) (TP) (TP) MK 84 CONICAL (NTP) (NTP) (TP) (TP) GBU−10 GBU−16 STATION(S) 3. 5. 8 12. 2/2. 1 — 2 6 9 5 6 10 11 7 5 8 6 11 9 12 10 11 9 13 10 16 11 ( (See NOTE 3. 4. 5 3. 5. 4. 8 12. 5 1B. 6/5. 5. 8B 1. 5 3. 4 1B. 4. 4. 5. 4. 8 12. 4. 3 3. 4. 5 3.

NAVAIR 01-F14AAP-1B DRAG TABLE STORE MK 20/ROCKEYE/ OBU−99/100 CBU−78 GATOR CBU−59 APAM TALD EXTERNAL FUEL TANK EXTERNAL FUEL TANK RACK ALQ−167 POD NOTES 1. 1 14 DRAG INDEX (PER STATION) 190b Change 3 . DRAG INDEX VALUES ARE 12. 5. 9 1. 6 4. EX: FOR FOUR SMOOTH MK 84 CONICAL BOMBS. 5 3. 12 WHEN (2) AIM−54 ARE CARRIED ONLY ON STATIONS 4 AND 5 3. 7 6 STATIONS 11 9 11 9 11 9 17 9. DRAG INDEX IS 4 X 10 = 40. 4. (NTP) NONTHERMALLY PROTECTED (TP) THERMALL PROTECTED 4. 7 2. ADD 10 COUNTS TO DRAG INDEX. WEAPONS DRAG COUNT RAILS/LAUNCHERS DRAG COUNT EXTERNAL FUEL DRAG COUNT MISCELLANEOUS DRAG COUNT TOTAL DRAG COUNT 2. 6 4. FOR BOMBS ONLY ____________ + ____________ + ____________ + ____________ = 3. 5 3. 6 2. 5 3. FOR AIRCRAFT BUNO 159025 AND EARLIER AIRCRAFT WITH AFC 301 (MODIFIED BOATTAIL). DRAG INDEX IS FOR EACH STATION. 6 4. DRAG INDEX OF ZERO REFERS TO FAIRED AIM−7 CAVITIES.

RAILS TOTAL GROSS WEIGHT (NTP) NONTHERMALLY PROTECTED (TP) THERMALLY PROTECTED ____________ + ____________ + ____________ + ____________ = ____________ 0.6 200 500 1.750 500 100 500 200 100 100 100 186 99 75 527 540 566 579 971 987 1.970 1.083 1.NAVAIR 01-F14AAP-1B WEIGHT TABLE STORE 20 MM AMMUNITION AIM−9 AIM−7 AIM−54 TARPS POD AIM−54 RAIL/LAUNCHER AIM−54 RAIL FAIRINGS MULTIPURPOSE PYLON AIM−54 ADAPTER/LAUNCHER AIM−7 ADAPTER/LAUNCHER AIM−9 ADAPTER/LAUNCHER AIM−9 LAUNCHER (1a.022 1.000 1. LAUNCHERS. 8a) BRU−32/ADU−703A/A BRU−42 (ITER) MK 76 (3 BOMBS) MK 82/BSU−33 (NTP) (TP) MK 82/BSU−86 (NTP) (TP) MK 83 CONICAL (NTP) (TP) MK 83/BSU−85 (NTP) (TP) MK 84 CONICAL (NTP) (TP) GBU−10 GBU−16 MK 20 ROCKEYE/CBU−99/100 CBU−78 GATOR CBU−59 APAM TALD EXTERNAL FUEL TANK EXTERNAL TANK RACK NOTE CERTAIN WEIGHTS ROUNDED TO NEAREST 100 POUNDS. BASIC AIRCRAFT WEIGHT.006 1.100 490 490 760 400 200 100 POUNDS PER STORE LB/ROUND (COMBINED) (PAIR) Change 3 190c/(190d blank) . FUEL WEIGHT (INC EXT) ARMAMENT WEIGHT TANKS.989 2.

NAVAIR 01-F14AAP-1B 190d .

000 .72 .40 278 278 276 276 276 276 274 262 264 264 264 264 264 264 256 256 256 254 254 254 254 246 246 244 244 242 242 242 .000 8000 DRAG INDEX 100 DRAG INDEX 100 .70 .70 .71 .56 .000 6000 .000 29.96 68 57 43 28 13 101 78 50 39 28 19 7 90 71 47 37 27 17 8 79 66 44 35 26 17 8 67 62 42 34 25 15 7 210 210 210 210 210 210 210 205 205 205 205 205 205 205 201 201 201 201 201 201 201 197 197 197 197 197 197 197 4250 3810 3350 3140 2910 2660 2360 4420 3950 3450 3230 2990 2710 2390 4610 4100 3560 3330 3070 2770 2420 4810 4250 3680 3430 3150 2830 2460 4950 4390 3830 3580 3300 2960 2550 5180 4570 3970 3700 3400 3040 2600 5420 4750 4120 3830 3510 3130 2660 5680 4950 4270 3960 3620 3220 2710 200 DRAG IND X DRAG I DEX 0 150 100 80 60 40 20 200 DRAG INDEX 50 DRAG INDEX 5 150 100 80 60 40 20 200 150 100 80 60 40 20 200 150 100 80 60 40 20 .73 .71 .NAVAIR 01-F14AAP-1B GEAR UP FLAPS UP DATE: SEPTEMBER 1987 DATA BASIS: ESTIMATED BASED ON FLIGHT TEST CLIMB CRUISE DESCEND DIST (nmi) INBD MACH MACH ALT DIST OR OR (nmi) KIAS (feet) KIAS FUEL REQ (lbs) MACH OR KIAS BINGO 48.000 31.44 .44 .000 8000 NOTES • MILITARY POWER CLIMB TO INDICATED ALTITUDE FROM SEA LEVEL • IDLE POWER MAXIMUM RANGE DESCENT TO SEA LEVEL (SPEED BRAKES RETRACTED) • FUEL REQUIRED INCLUDES 2000 POUNDS RESERVE FUEL • WT = ZERO FUEL WEIGHT • FOR DISTANCES GREATER THAN 200 nmi.000 15. 0–F52P–33–1 191 .72 .60 .72 .72 .70 .72 .56 .73 .72 39.000 15.000 28.73 .58 .000 30.000 23.75 .000 16.75 .60 .60 .55 .000 27.000 32.73 .70 42.75 .73 38.60 .75 42.000 .52 .70 .000 26. ADD FUEL REQUIRED FOR SHORTER DISTANCES AND SUBTRACT EXCESS FUEL RESERVE (S).49 .62 .75 37.000 20.000 22.000 16.73 .72 .000 21.000 lb TWIN ENG INITIAL ALTITUDE: SEA LEVEL SEA LEVEL CRUISE DIST (nmi) 100 NO Kn WIND HEAD WIND 114 91 68 58 46 33 18 112 90 67 57 46 32 18 112 90 67 58 47 34 19 112 91 68 58 46 34 19 101 82 63 54 45 33 19 98 79 60 52 43 32 19 94 76 59 51 42 31 18 94 75 58 50 42 31 18 100 100 KCAS NO Kn Kn NO WIND HEAD HEAD WIND WIND WIND 149 120 81 65 48 33 13 135 110 75 61 46 30 15 120 102 71 59 44 30 14 104 .000 8000 DRAG INDEX 1 0 DRAG INDEX 150 .49 .73 43.52 .63 .73 .75 .70 .75 .70 .42 .72 43.70 40.60 .47 .72 .000 .73 .000 .000 25.72 .

40 28.40 .000 7000 8010 11.000 27.41 .000 23.000 27.40 .40 .44 .000 7000 8250 12.000 .000 15.40 195 28. ADD FUEL REQUIRED FOR SHORTER DISTANCES AND SUBTRACT EXCESS FUEL RESERVE (S).000 28. 0–F52P–33–2 192 .000 27.44 .45 .43 .39 170 180 188 186 184 184 182 182 182 188 186 184 184 182 182 180 188 186 184 184 182 182 180 186 184 182 180 180 180 178 .NAVAIR 01-F14AAP-1B GEAR UP FLAPS DOWN DATE: SEPTEMBER 1987 DATA BASIS: ESTIMATED BASED ON FLIGHT TEST CLIMB CRUISE DESCEND DIST (nmi) INBD MACH MACH ALT DIST OR OR (nmi) KIAS (feet) KIAS FUEL REQ (lbs) MACH OR KIAS BINGO 48.000 .000 28.40 .000 17.000 17.40 .40 175 185 .40 .000 lb TWIN ENG INITIAL ALTITUDE: SEA LEVEL SEA LEVEL CRUISE DIST (nmi) 100 NO Kn WIND HEAD WIND 131 102 72 60 48 35 19 133 102 72 60 48 35 19 134 103 72 60 48 35 20 136 104 73 61 48 35 19 108 84 60 50 40 30 19 110 84 60 50 40 31 18 112 85 60 50 40 31 18 112 86 60 50 40 32 19 100 100 KCAS NO Kn Kn NO WIND HEAD HEAD WIND WIND WIND 35 35 34 32 27 19 6 33 33 33 31 27 18 7 31 32 32 31 25 16 7 29 30 30 29 25 15 7 17 17 16 15 12 8 2 15 15 15 14 12 7 3 14 15 15 14 11 6 3 13 13 13 13 10 6 2 149 149 149 149 149 149 149 148 148 148 148 148 148 148 147 147 147 147 147 147 147 145 145 145 145 145 145 145 7790 11.43 .581 6630 5270 4730 4170 3570 2860 9330 7150 6310 5490 4670 3610 DRAG INDEX 100 DRAG INDEX 100 .000 23.40 26.570 6940 10.40 .43 .43 .000 5470 7580 4890 6640 4290 5750 3650 4900 2900 3710 NOTES • MILITARY POWER CLIMB TO INDICATED ALTITUDE FROM SEA LEVEL • IDLE POWER MAXIMUM RANGE DESCENT TO SEA LEVEL (SPEED BRAKES RETRACTED) • FUEL REQUIRED INCLUDES 2000 POUNDS RESERVE FUEL • WT = ZERO FUEL WEIGHT • FOR DISTANCES GREATER THAN 200 nmi.40 .43 .43 .41 175 185 .000 7000 8480 12.070 6770 5370 4810 4230 3610 2880 9650 7360 6460 5630 4810 3660 DRAG INDEX 1 0 DRAG INDEX 150 .000 6000 .000 .46 .40 29.40 165 195 27.000 26.000 23.40 .130 6480 5180 4660 4120 3530 2830 9010 6970 6170 5440 4590 3570 200 DRAG IND X DRAG I DEX 0 150 100 80 60 40 20 200 DRAG INDEX 50 DRAG INDEX 5 150 100 80 60 40 20 200 150 100 80 60 40 20 200 150 100 80 60 40 20 .000 15.43 .000 28.40 170 180 .40 27.40 .43 .40 .44 .000 27.40 .42 .40 195 29.40 195 195 28.000 .40 .40 .000 24.43 .

33 .56 .40 205 .000 14.33 .33 .32 .51 .40 210 .000 13. 0–F52P–33–3 193 .000 30.000 33.56 .32 .32 .56 .56 .000 5000 NOTES • MILITARY POWER CLIMB TO INDICATED ALTITUDE FROM SEA LEVEL • IDLE POWER MAXIMUM RANGE DESCENT TO SEA LEVEL (SPEED BRAKES RETRACTED) • FUEL REQUIRED INCLUDES 2000 POUNDS RESERVE FUEL • WT = ZERO FUEL WEIGHT • FOR DISTANCES GREATER THAN 200 nmi.43 225 35.000 33.000 30.000 30.000 22.000 .49 37 20 123 98 73 62 50 36 20 123 98 72 62 50 36 20 124 98 73 62 50 36 20 100 80 60 52 45 34 19 100 80 60 52 44 34 19 100 80 58 50 43 33 19 100 79 58 50 42 32 19 100 100 KCAS NO Kn Kn NO WIND HEAD HEAD WIND WIND WIND 68 66 60 53 31 19 4 61 61 57 50 32 18 6 58 58 53 47 32 19 5 54 54 50 44 30 18 6 42 40 37 32 18 10 2 37 37 34 29 17 10 3 35 35 32 27 17 10 3 33 33 30 26 16 9 3 194 194 194 194 194 194 194 191 191 191 191 191 191 191 189 189 189 189 189 189 189 187 187 187 187 187 187 187 5530 4820 4100 3800 3460 3050 2570 5720 4960 4200 3880 3520 3090 2590 5910 5100 4290 3950 3580 3140 2620 6110 5250 4390 4040 3640 3180 2640 6760 5800 4840 4460 4120 3600 2930 7060 6010 4990 4580 4210 3680 2980 7350 6230 5130 4710 4300 3750 3030 7660 6450 5290 4830 4410 3840 3070 200 DRAG IND X DRAG I DEX 0 150 100 80 60 40 20 200 DRAG INDEX 50 DRAG INDEX 5 150 100 80 60 40 20 200 150 100 80 60 40 20 200 150 100 80 60 40 20 .56 .000 .50 .32 .56 .000 22.54 .61 .NAVAIR 01-F14AAP-1B GEAR DOWN FLAPS UP DATE: SEPTEMBER 1987 DATA BASIS: ESTIMATED BASED ON FLIGHT TEST CLIMB CRUISE DESCEND DIST (nmi) INBD MACH MACH ALT DIST OR OR (nmi) KIAS (feet) KIAS FUEL REQ (lbs) MACH OR KIAS BINGO 48.58 .36 .49 .000 4000 DRAG INDEX 100 DRAG INDEX 100 .32 .56 .45 .000 3000 .32 .33 .32 .000 33.56 35.47 .44 225 35.000 .43 225 35.56 .000 20.33 .58 . ADD FUEL REQUIRED FOR SHORTER DISTANCES AND SUBTRACT EXCESS FUEL RESERVE (S).000 14.54 .63 .47 .56 .33 .61 .56 .32 .32 .56 .56 .000 33.60 .56 .49 .47 .56 .51 .44 225 35.61 .000 13.56 35.56 .33 .65 .56 .56 36.000 30.56 .000 lb TWIN ENG INITIAL ALTITUDE: SEA LEVEL SEA LEVEL CRUISE DIST (nmi) 100 NO Kn WIND HEAD WIND 122 98 73 63 .58 .40 210 .000 .32 .61 .32 .33 .000 21.32 .56 35.41 220 .43 .000 4000 DRAG INDEX 1 0 DRAG INDEX 150 .60 .61 .32 .61 .

40 195 195 27.000 7000 . ADD FUEL REQUIRED FOR SHORTER DISTANCES AND SUBTRACT EXCESS FUEL RESERVE (S).000 25.NAVAIR 01-F14AAP-1B GEAR DOWN FLAPS DOWN DATE: SEPTEMBER 1987 DATA BASIS: ESTIMATED BASED ON FLIGHT TEST CLIMB CRUISE DESCEND DIST (nmi) INBD MACH ALT MACH OR OR DIST (feet) KIAS (nmi) KIAS 200 DRAG IND X DRAG I DEX 0 150 100 80 60 40 20 200 DRAG INDEX 50 DRAG INDEX 5 150 100 80 60 40 20 200 150 100 80 60 40 20 200 150 100 80 60 40 20 .40 .40 .40 26.40 195 195 26. 0–F52P–33–4 194 .000 26.40 .40 .40 .600 5940 8600 5280 7470 4590 6440 3840 5440 2990 3990 170 168 166 166 164 164 164 170 168 166 166 164 164 162 170 168 166 164 164 164 162 170 168 166 164 164 162 162 .220 7450 11.000 lb TWIN ENG INITIAL ALTITUDE: SEA LEVEL SEA LEVEL CRUISE DIST (nmi) MACH OR KIAS 100 NO Kn WIND HEAD WIND 136 104 72 60 48 34 18 136 104 74 62 49 35 19 138 106 75 62 49 35 19 140 107 75 62 50 35 19 112 84 59 50 40 31 18 113 86 60 50 40 32 18 115 87 60 50 40 31 18 116 88 60 50 41 32 18 100 100 KCAS NO Kn Kn NO WIND HEAD WIND HEAD WIND WIND 29 30 30 29 25 14 7 28 29 29 28 23 14 7 26 27 27 26 23 14 6 26 26 27 26 21 13 7 12 13 13 12 10 5 2 12 12 12 12 9 5 2 11 11 11 11 9 5 2 10 10 11 10 8 4 2 142 142 142 142 142 142 142 140 140 140 140 140 140 140 138 138 138 138 138 138 138 136 136 136 136 136 136 136 8720 13.000 27.000 14.200 5830 8370 5190 7290 4520 6260 3790 5300 2970 3950 9370 14.4 .000 27.000 .000 13.4 160 160 160 160 FUEL REQ (lbs) BINGO 48.000 22.000 23.000 .000 26.40 160 160 160 .000 7000 NOTES • MILITARY POWER CLIMB TO INDICATED ALTITUDE FROM SEA LEVEL • IDLE POWER MAXIMUM RANGE DESCENT TO SEA LEVEL (SPEED BRAKES RETRACTED) • FUEL REQUIRED INCLUDES 2000 POUNDS RESERVE FUEL • WT = ZERO FUEL WEIGHT • FOR DISTANCES GREATER THAN 200 nmi.40 .40 .000 25.40 .40 .000 6000 DRAG INDEX 150 DRAG INDEX 1 0 .000 14.4 .000 26.40 .000 21.40 .000 .000 .40 26.40 .40 .40 25.40 25.670 7270 10.40 .40 .40 .40 .000 26.480 5610 7900 5010 6910 4390 5970 3720 5110 2930 3820 8910 13.000 14.000 22.40 160 160 160 .41 .40 195 195 25.40 .230 7120 10.000 7000 DRAG INDEX 100 DRAG INDEX 100 .40 160 160 160 160 .40 .810 5720 8120 5100 7090 4460 6130 3760 5200 2950 3880 9160 14.680 7640 11.40 195 195 27.

44 .43 .42 .44 .50 .40 .000 lb SINGLE ENG N1 = WINDMILLING N2 = 0 RPM INITIAL ALTITUDE: SEA LEVEL SEA LEVEL CRUISE FUEL REQ (lbs) DIST (nmi) MACH OR KIAS 100 NO Kn WIND HEAD WIND 149 116 81 66 51 35 18 150 116 82 67 52 36 19 152 117 82 68 52 37 19 152 117 82 68 52 37 19 135 106 77 64 50 36 20 136 106 74 63 50 36 19 139 108 76 63 50 37 20 142 109 76 63 49 36 20 DESCEND DIST (nmi) INBD MACH ALT MACH OR OR DIST (feet) KIAS (nmi) KIAS 200 DRAG IND X DRAG I DEX 0 150 100 80 60 40 20 200 DRAG INDEX 50 DRAG INDEX 5 150 100 80 60 40 20 200 150 100 80 60 40 20 200 150 100 80 60 40 20 .45 .45 .47 .42 .44 .000 9000 4000 DRAG INDEX 100 DRAG INDEX 100 .44 .42 21.000 14.000 .44 .40 .41 .46 .40 20.40 . 0–F52P–33–5 Change 2 195 .43 22.40 .000 17.50 .44 23.52 .44 24.000 16.42 . • IF BOTH ROTORS ZERO RPM ADD 80 COUNTS TO DRAG INDEX.43 .000 16.51 .43 23.000 19.000 14.000 13.40 .40 .43 .43 .000 9000 4000 DRAG INDEX 150 DRAG INDEX 1 0 . ADD FUEL REQUIRED FOR SHORTER DISTANCES AND SUBTRACT EXCESS FUEL RESERVE (S).000 .43 .40 230 .50 .42 .000 16.48 .50 .42 .47 .000 16.40 19.49 .000 9000 5000 NOTES • MILITARY POWER CLIMB TO INDICATED ALTITUDE FROM SEA LEVEL • IDLE POWER MAXIMUM RANGE DESCENT TO SEA LEVEL (SPEED BRAKES RETRACTED) • FUEL REQUIRED INCLUDES 2000 POUNDS RESERVE FUEL • WT = ZERO FUEL WEIGHT • FOR DISTANCES GREATER THAN 200 nmi.000 .42 21.43 .NAVAIR 01–F14AAP–1B NAVAIR 01-F14AAP-1B GEAR UP FLAPS UP DATE: SEPTEMBER 1987 DATA BASIS: ESTIMATED BASED ON FLIGHT TEST CLIMB CRUISE BINGO 48.40 .43 220 220 100 100 KCAS NO Kn Kn NO WIND HEAD WIND HEAD WIND WIND 52 49 37 33 26 18 8 45 43 36 30 26 16 7 38 38 32 28 22 15 7 33 31 28 26 22 14 8 30 28 21 18 14 9 4 26 24 20 16 14 8 4 21 21 17 15 12 8 3 18 17 15 14 12 7 4 196 196 196 196 196 196 196 194 194 194 194 194 194 194 192 192 192 192 192 192 192 189 189 189 189 189 189 189 4650 4060 3460 3200 2930 2650 2340 4940 4280 3600 3320 3020 2710 2370 5240 4500 3740 3430 3110 2770 2410 5560 4730 3890 3550 3200 2830 2440 5750 4930 4120 3770 3400 3000 2540 6230 5290 4350 3960 3540 3110 2600 6780 5680 4600 4160 3710 3220 2660 7360 6100 4870 4370 3860 3340 2720 260 258 258 256 256 256 256 246 244 244 244 242 242 242 244 244 242 242 242 240 240 228 230 230 230 230 230 228 .59 .58 .47 .45 .000 9000 4000 .43 .51 .000 18.000 18.000 13.000 .

340 146 146 146 146 146 146 8180 10. • IF BOTH ROTORS ZERO RPM ADD 40 COUNTS TO DRAG INDEX.NAVAIR 01-F14AAP-1B NAVAIR 01–F14AAP–1B GEAR UP FLAPS DOWN DATE: SEPTEMBER 1987 DATA BASIS: ESTIMATED BASED ON FLIGHT TEST MACH INBD MACH ALT OR OR DIST (feet) KIAS (nmi) KIAS BINGO 48.900 147 147 147 147 147 147 7930 10.410 6100 7540 5310 6440 4510 5380 3700 4310 2870 3200 DRAG INDEX 100 DRAG INDEX 100 144 10.000 180 10.910 144 144 144 144 144 144 8420 10.020 12.630 13.810 6240 7780 5410 6630 4580 5490 3750 4390 2900 3240 DRAG INDEX 150 DRAG INDEX 1 0 143 11.000 14.020 5950 7300 5190 6260 4430 5420 3650 4230 2850 3160 172 170 170 172 170 170 170 170 168 166 166 166 164 164 170 168 166 166 164 164 164 170 168 166 166 164 162 162 179 133 89 72 55 38 20 180 134 90 72 56 38 20 183 134 90 72 55 38 20 183 137 91 74 56 38 20 173 129 86 70 54 37 20 177 131 88 70 54 36 19 180 133 88 71 54 38 20 180 136 89 72 54 37 20 180 9000 180 10.510 143 143 143 143 143 143 8680 11. 0–F52P–33–6 196 Change 2 .290 13.000 lb SINGLE ENG N1 = WINDMILLING N2 = 0 RPM INITIAL ALTITUDE: SEA LEVEL KCAS FUEL REQ (lbs) MACH OR KIAS DIST (nmi) DIST (nmi) 50 50 50 MACH MACH NO INBD MACH NO Kn Kn Kn ALT NO KCAS OR OR DIST WIND HEAD OR WIND HEAD (feet) WIND HEAD KIAS KIAS (nmi) KIAS WIND WIND WIND 200 DRAG IND X DRAG I DEX 0 150 100 80 60 40 20 200 DRAG INDEX 50 DRAG INDEX 5 150 100 80 60 40 20 200 150 100 80 60 40 20 200 150 100 80 60 40 20 180 8000 165 165 165 165 165 165 165 165 165 165 165 165 165 165 165 165 165 165 165 165 165 165 165 165 165 165 165 165 8 9 10 10 9 6 3 8 8 9 9 8 6 3 7 7 8 8 8 6 3 6 6 7 8 8 6 3 5 6 7 7 6 4 2 5 5 6 6 5 4 2 5 5 5 5 5 4 2 4 4 4 5 5 4 2 147 10.000 180 9000 180 6000 180 3000 180 180 180 180 180 180 180 175 175 175 175 175 175 175 170 170 170 170 170 170 170 8000 8000 9000 9000 8000 6000 3000 7000 7000 8000 8000 8000 6000 3000 6000 6000 7000 8000 8000 6000 3000 146 10. ADD FUEL REQUIRED FOR SHORTER DISTANCES AND SUBTRACT EXCESS FUEL RESERVE (S).240 6390 8040 5510 6800 4650 5620 3800 4470 2920 3280 NOTES • MILITARY POWER CLIMB TO INDICATED ALTITUDE FROM SEA LEVEL • IDLE POWER MAXIMUM RANGE DESCENT TO SEA LEVEL (SPEED BRAKES RETRACTED) • FUEL REQUIRED INCLUDES 2000 POUNDS RESERVE FUEL • WT = ZERO FUEL WEIGHT • FOR DISTANCES GREATER THAN 200 nmi.

40 .40 .40 210 210 19.000 12.NAVAIR 01–F14AAP–1B NAVAIR 01-F14AAP-1B GEAR DOWN FLAPS UP DATE: SEPTEMBER 1987 DATA BASIS: ESTIMATED BASED ON FLIGHT TEST CLIMB CRUISE BINGO 48.40 200 200 200 . 0–F52P–33–7 Change 2 197 .000 lb SINGLE ENG N1 = WINDMILLING N2 = 0 RPM INITIAL ALTITUDE: SEA LEVEL SEA LEVEL CRUISE FUEL REQ (lbs) DIST (nmi) MACH OR KIAS 100 NO Kn WIND HEAD WIND 159 122 85 70 55 38 20 161 123 85 70 54 37 19 162 124 86 70 54 37 20 165 125 86 71 55 38 20 143 109 76 63 50 36 20 146 111 77 64 52 37 20 148 112 77 64 51 36 20 152 114 78 64 50 36 20 DESCEND DIST (nmi) INBD MACH ALT MACH OR OR DIST (feet) KIAS (nmi) KIAS 200 DRAG IND X DRAG I DEX 0 150 100 80 60 40 20 200 DRAG INDEX 50 DRAG INDEX 5 150 100 80 60 40 20 200 150 100 80 60 40 20 200 150 100 80 60 40 20 .40 .40 19.40 .000 16.000 8000 2000 7160 10.000 .43 .000 14.40 18.40 200 200 200 17.40 .000 8000 1000 DRAG INDEX 150 DRAG INDEX 1 0 .000 17.000 .44 .000 .000 12.42 .000 13.000 12.40 .41 200 205 205 .41 .40 .44 .500 5890 4680 4190 3700 3170 2610 8380 6360 5590 4820 4010 3090 NOTES • MILITARY POWER CLIMB TO INDICATED ALTITUDE FROM SEA LEVEL • IDLE POWER MAXIMUM RANGE DESCENT TO SEA LEVEL (SPEED BRAKES RETRACTED) • FUEL REQUIRED INCLUDES 2000 POUNDS RESERVE FUEL • WT = ZERO FUEL WEIGHT • FOR DISTANCES GREATER THAN 200 nmi.41 .41 .40 .40 .000 8000 2000 DRAG INDEX 100 DRAG INDEX 100 .000 7000 1000 . ADD FUEL REQUIRED FOR SHORTER DISTANCES AND SUBTRACT EXCESS FUEL RESERVE (S).40 200 205 205 18.41 .000 15.39 200 200 200 100 100 KCAS NO Kn Kn NO WIND HEAD WIND HEAD WIND WIND 28 28 26 23 18 10 1 25 25 23 22 16 11 3 22 22 22 19 15 10 1 18 20 20 17 15 10 2 15 15 14 12 9 5 1 13 13 12 11 8 5 1 12 12 12 10 8 5 1 9 10 10 9 7 5 1 187 187 187 187 187 187 187 186 186 186 186 186 186 186 185 185 185 185 185 185 185 183 183 183 183 183 183 183 6230 5240 4250 3850 3440 3000 2520 6520 5450 4390 3960 3530 3060 2550 6820 5670 4530 4080 3610 3120 2580 8610 7030 5510 4910 4310 3680 2910 9180 7450 5780 5120 4490 3780 2970 9800 7900 6050 5350 4650 3890 3030 214 212 210 210 210 210 208 210 210 208 208 208 206 206 206 206 204 204 202 202 202 204 204 204 202 202 202 202 .40 .40 210 210 .42 .41 .40 .40 15. • IF BOTH ROTORS ZERO RPM ADD 70 COUNTS TO DRAG INDEX.40 17.40 .000 18.000 17.000 16.40 200 200 200 16.000 16.000 .

510 6490 8290 5580 6990 4710 5770 3850 4570 2950 3340 DRAG INDEX 100 DRAG INDEX 100 137 11.000 lb SINGLE ENG N1 = WINDMILLING N2 = 0 RPM INITIAL ALTITUDE: SEA LEVEL SEA LEVEL CRUISE FUEL REQ (lbs) DIST (nmi) MACH OR KIAS 50 NO Kn WIND HEAD WIND 185 137 91 73 56 39 20 186 138 92 73 55 38 19 190 140 92 74 56 38 20 192 142 93 75 56 38 20 182 134 88 70 54 37 20 183 134 88 70 54 37 19 186 136 90 72 54 36 19 189 138 90 72 54 37 20 DESCEND DIST (nmi) INBD MACH ALT MACH OR OR DIST (feet) KIAS (nmi) KIAS 200 DRAG IND X DRAG I DEX 0 150 100 80 60 40 20 200 DRAG INDEX 50 DRAG INDEX 5 150 100 80 60 40 20 200 150 100 80 60 40 20 200 150 100 80 60 40 20 160 160 160 160 160 160 160 160 160 160 160 160 160 160 155 155 155 155 155 155 155 155 155 155 155 155 155 155 6000 7000 8000 9000 9000 7000 3000 6000 7000 7000 8000 8000 7000 3000 5000 6000 6000 7000 7000 7000 3000 4000 5000 6000 6000 6000 6000 2000 160 160 160 160 160 160 160 160 160 160 160 160 160 160 155 155 155 155 155 155 155 155 155 155 155 155 155 155 50 50 KCAS NO Kn Kn NO WIND HEAD WIND HEAD WIND WIND 6 7 8 9 9 7 3 6 7 7 8 8 7 3 5 6 6 7 7 7 3 4 5 5 5 5 5 2 4 4 5 6 6 4 2 4 4 4 5 5 4 2 3 4 4 4 4 4 2 2 3 4 4 4 4 1 139 10.NAVAIR 01-F14AAP-1B NAVAIR 01–F14AAP–1B GEAR DOWN FLAPS DOWN DATE: SEPTEMBER 1987 DATA BASIS: ESTIMATED BASED ON FLIGHT TEST CLIMB CRUISE BINGO 48. • IF BOTH ROTORS ZERO RPM ADD 30 COUNTS TO DRAG INDEX.960 14.210 15.990 16.360 136 136 136 136 136 136 9320 12. 0–F52P–33–8 198 Change 2 . ADD FUEL REQUIRED FOR SHORTER DISTANCES AND SUBTRACT EXCESS FUEL RESERVE (S).450 6790 8800 5830 7440 4890 6090 3950 4760 3000 3440 NOTES • MILITARY POWER CLIMB TO INDICATED ALTITUDE FROM SEA LEVEL • IDLE POWER MAXIMUM RANGE DESCENT TO SEA LEVEL (SPEED BRAKES RETRACTED) • FUEL REQUIRED INCLUDES 2000 POUNDS RESERVE FUEL • WT = ZERO FUEL WEIGHT • FOR DISTANCES GREATER THAN 200 nmi.960 6660 8570 5700 7210 4800 5920 3900 4660 2970 3390 DRAG INDEX 150 DRAG INDEX 1 0 136 11.010 138 138 138 138 138 138 8770 11.200 6340 8030 5470 6800 4640 5640 3800 4490 2930 3310 162 160 158 158 156 156 156 162 160 158 158 156 156 156 162 160 158 158 156 156 156 162 160 158 158 156 156 154 138 11.590 15.670 137 137 137 137 137 137 9040 11.590 139 139 139 139 139 139 8590 11.

74 .86 .78 .81 .81 .000 28.85 DRAG I DEX 0 DRAG IND X 150 100 80 60 40 20 200 DRAG INDEX 5 DRAG INDEX 50 150 100 80 60 40 20 200 150 100 80 60 40 20 200 150 100 80 60 40 20 .60 .74 .45 .46 .78 .000 38.88 .55 .78 .81 .000 36.74 .54 .81 .46 .46 .85 .000 37.000 34.000 11.47 .86 .67 .74 .81 .000 lb TWIN ENG INITIAL ALTITUDE: SEA LEVEL SEA LEVEL CRUISE MACH OR KIAS .45 .81 .80 .000 33.85 .45 .80 .000 32.000 11.45 .85 .47 .85 .80 .81 .74 .82 .45 DIST (nmi) 122 94 66 54 44 31 17 122 94 66 55 44 32 18 123 94 66 55 43 32 18 126 96 68 56 45 33 18 DRAG INDE 150 DRAG INDEX 1 0 DRAG INDEX 100 DRAG INDEX 100 NOTES • MILITARY POWER CLIMB TO INDICATED ALTITUDE FROM SEA LEVEL • IDLE POWER MAXIMUM RANGE DESCENT TO SEA LEVEL (SPEED BRAKES RETRACTED) • FUEL REQUIRED INCLUDES 2000 POUNDS RESERVE FUEL • WT = ZERO FUEL WEIGHT • FOR DISTANCES GREATER THAN 200 nmi.78 .85 .45 .81 .55 .54 .54 .000 28.000 35.85 .54 .45 .000 21.78 .000 21.45 .000 39.47 .55 DESCEND DIST (nmi) 62 62 58 51 40 28 14 58 55 53 47 38 27 13 47 47 45 42 34 24 12 40 40 39 38 32 23 11 VELOCITY FUEL (KCAS) REQ (lb) 274 274 274 274 274 274 274 263 263 263 263 263 263 263 255 255 255 255 255 255 255 247 247 247 247 247 247 247 4820 4160 3520 3260 3010 2730 2410 5100 4380 3670 3390 3110 2800 2450 5400 4620 3840 3528 3210 2880 2500 5730 4870 4020 3670 3330 2970 2540 BINGO 48.000 37.61 .54 .47 .000 28.85 .000 33.46 .000 11.47 .67 .78 .78 .80 .47 .82 .74 CRUISE ALT (FEET) 39.000 20.77 .81 .000 34.78 .45 .74 .54 .78 .NAVAIR 01-F14AAP-1B GEAR UP FLAPS UP WINGS = 68_ DATE: SEPTEMBER 1987 DATA BASIS: ESTIMATED BASED ON FLIGHT TEST CLIMB INBOUND MACH DISTANCE OR (nmi) KIAS 200 .78 .000 34.000 MACH OR KIAS .000 27.000 38.47 .000 36.000 21.89 .45 .000 33.84 .66 . ADD FUEL REQUIRED FOR SHORTER DISTANCES AND SUBTRACT EXCESS FUEL RESERVE (S).81 .54 .80 . 0–F52P–33–9 199 .000 11.

000 8000 4000 11.45 304 302 300 298 298 296 296 DIST (nmi) 123 93 64 52 40 28 15 169 128 87 71 54 38 20 172 130 88 72 55 38 20 178 134 91 74 56 38 20 DRAG INDE 150 DRAG INDEX 1 0 DRAG INDEX 100 DRAG INDEX 100 NOTES • MILITARY POWER CLIMB TO INDICATED ALTITUDE FROM SEA LEVEL • IDLE POWER MAXIMUM RANGE DESCENT TO SEA LEVEL (SPEED BRAKES RETRACTED) • FUEL REQUIRED INCLUDES 2000 POUNDS RESERVE FUEL • WT = ZERO FUEL WEIGHT • FOR DISTANCES GREATER THAN 200 nmi.49 .60 .45 .60 .48 .57 .000 12.46 .57 .000 15.51 .46 . ADD FUEL REQUIRED FOR SHORTER DISTANCES AND SUBTRACT EXCESS FUEL RESERVE (S).60 .45 .000 5000 15.000 9000 5000 14.46 .45 .000 15.000 10.51 .000 11.60 .45 .000 11.45 .51 .56 .55 .51 .45 .45 .48 241 241 241 245 250 264 279 CRUISE ALT (FEET) 15. • IF BOTH ROTORS ZERO RPM ADD 90 COUNTS TO DRAG INDEX.000 lb SINGLE ENG N1 = WINDMILLING N2 = 0 RPM INITIAL ALTITUDE: SEA LEVEL DESCEND DIST (nmi) 18 18 18 18 15 12 6 17 17 17 14 13 10 5 14 14 13 12 10 8 4 11 11 11 10 9 6 3 VELOCITY FUEL (KCAS) REQ (lb) 240 240 240 240 240 240 240 228 228 228 228 228 228 228 219 219 219 219 219 219 219 213 213 213 213 213 213 213 5610 4725 3860 3510 3160 2800 2420 6090 5090 4110 3710 3310 2900 2470 6630 5490 4370 3920 3460 3000 2520 7240 5930 4650 4140 3630 3100 2570 SEA LEVEL CRUISE MACH OR KIAS .55 .000 13.45 .54 .55 .48 .56 .000 15.45 .55 .000 10.60 .45 .000 10.48 .000 12.56 .55 .53 .45 .59 .000 14.54 .60 .53 .55 .51 .45 .000 15.51 .000 13.45 .51 .000 13.60 .54 .49 .57 .45 .48 .46 .55 .48 .NAVAIR 01-F14AAP-1B NAVAIR 01–F14AAP–1B GEAR UP FLAPS UP WINGS = 68_ DATE: SEPTEMBER 1987 DATA BASIS: ESTIMATED BASED ON FLIGHT TEST CLIMB INBOUND MACH DISTANCE OR (nmi) KIAS 200 .55 .50 .000 15.48 .55 DRAG I DEX 0 DRAG IND X 150 100 80 60 40 20 200 DRAG INDEX 5 DRAG INDEX 50 150 100 80 60 40 20 200 150 100 80 60 40 20 200 150 100 80 60 40 20 .59 .000 9000 6000 3000 MACH OR KIAS .48 .52 . 0–F52P–33–10 200 Change 2 .45 .47 BINGO 48.45 .

000 26.73 .000 27.000 16.51 .75 .70 39.72 .62 .70 40.000 16.000 .72 .72 .75 37.73 38.44 .57 .000 15.53 .NAVAIR 01-F14AAP-1B GEAR UP FLAPS UP DATE: SEPTEMBER 1987 DATA BASIS: ESTIMATED BASED ON FLIGHT TEST CLIMB CRUISE DESCEND DIST (nmi) INBD MACH ALT MACH OR OR DIST (feet) KIAS (nmi) KIAS 200 DRAG IND X DRAG I DEX 0 150 100 80 60 40 20 200 DRAG INDEX 50 DRAG INDEX 5 150 100 80 60 40 20 200 150 100 80 60 40 20 200 150 100 80 60 40 20 .000 .000 30.73 .70 .000 8000 DRAG INDEX 150 DRAG INDEX 1 0 .65 .60 .000 22.000 21.70 . 0–F52P–33–11 201 .58 .72 40.66 .000 29.51 .72 .73 .72 .000 8000 NOTES • MILITARY POWER CLIMB TO INDICATED ALTITUDE FROM SEA LEVEL • IDLE POWER MAXIMUM RANGE DESCENT TO SEA LEVEL (SPEED BRAKES RETRACTED) • FUEL REQUIRED INCLUDES 2000 POUNDS RESERVE FUEL • WT = ZERO FUEL WEIGHT • FOR DISTANCES GREATER THAN 200 nmi.42 FUEL REQ (lbs) BINGO 53. ADD FUEL REQUIRED FOR SHORTER DISTANCES AND SUBTRACT EXCESS FUEL RESERVE (S).75 .000 25.000 .70 .54 .72 .000 31.46 .72 .73 .73 .000 27.64 .75 .72 39.000 14.000 8000 DRAG INDEX 100 DRAG INDEX 100 .75 .000 20.000 lb TWIN ENG INITIAL ALTITUDE: SEA LEVEL SEA LEVEL CRUISE DIST (nmi) MACH OR KIAS 100 NO Kn WIND HEAD WIND 116 93 69 58 47 34 19 115 92 68 58 46 34 19 115 92 68 57 46 34 18 115 92 68 58 47 34 19 104 82 62 54 44 32 18 100 80 60 52 42 31 18 99 79 60 52 43 32 18 98 78 58 50 42 31 18 100 100 KCAS NO Kn Kn NO WIND HEAD WIND HEAD WIND WIND 134 114 79 64 47 31 15 118 105 74 60 45 30 15 102 98 70 58 44 30 14 93 89 67 53 41 28 13 91 76 51 40 29 18 8 80 70 47 38 28 18 9 68 65 44 36 26 17 8 61 58 42 32 24 16 7 220 220 220 220 220 220 220 215 215 215 215 215 215 215 210 210 210 210 210 210 210 207 207 207 207 207 207 207 4350 3880 3380 3170 2940 2670 2370 4540 4030 3500 3270 3010 2730 2400 4750 4190 3620 3370 3100 2790 2430 4960 4360 3750 3480 3190 2860 2470 5090 4460 3870 3610 3310 2960 2550 5340 4660 4020 3740 3420 3050 2600 5600 4860 4170 3870 3540 3140 2660 5880 5080 4330 4020 3660 3240 2720 288 290 288 288 288 288 286 272 272 270 270 268 268 268 262 262 262 262 260 260 260 258 256 256 254 254 254 254 .60 .73 .72 .75 41.49 .73 .72 .000 7000 .60 .70 .000 32.58 .000 22.45 .73 41.73 .73 .70 .60 .000 .75 .

0–F52P–33–12 202 .45 .40 27.000 15.40 180 180 FUEL REQ (lbs) BINGO 53.820 6810 5390 4820 4240 3610 2870 9510 7270 6418 5560 4710 3590 196 194 192 192 192 190 190 194 194 192 192 192 190 190 194 192 192 190 190 190 190 192 192 190 188 188 188 186 .40 24.370 7320 10.580 5710 7950 5080 6910 4430 5930 3740 5000 2940 3760 DRAG INDEX 150 DRAG INDEX 1 0 .000 22.40 195 195 26.000 25.44 .44 .40 .45 .000 26.40 195 27.310 6970 5490 4900 4300 3650 2890 9840 7480 6570 5680 4790 3640 DRAG INDEX 100 DRAG INDEX 100 .NAVAIR 01-F14AAP-1B GEAR UP FLAPS DOWN DATE: SEPTEMBER 1987 DATA BASIS: ESTIMATED BASED ON FLIGHT TEST CLIMB CRUISE DESCEND DIST (nmi) INBD MACH ALT MACH OR OR DIST (feet) KIAS (nmi) KIAS 200 DRAG IND X DRAG I DEX 0 150 100 80 60 40 20 200 DRAG INDEX 50 DRAG INDEX 5 150 100 80 60 40 20 200 150 100 80 60 40 20 200 150 100 80 60 40 20 .840 7140 10.45 .41 180 180 .40 .210 5600 7710 4990 6730 4370 5810 3700 4890 2920 3700 9000 13.000 27.43 .42 .40 .000 25.43 .000 .40 27.000 26.000 15.40 .000 6000 NOTES • MILITARY POWER CLIMB TO INDICATED ALTITUDE FROM SEA LEVEL • IDLE POWER MAXIMUM RANGE DESCENT TO SEA LEVEL (SPEED BRAKES RETRACTED) • FUEL REQUIRED INCLUDES 2000 POUNDS RESERVE FUEL • WT = ZERO FUEL WEIGHT • FOR DISTANCES GREATER THAN 200 nmi.40 .42 .000 22.40 .40 180 180 43 44 44 43 40 180 180 .43 .40 .000 25.000 6000 8570 12.000 14.40 .40 .45 .000 25.40 25.40 .000 .40 195 27.000 .40 .000 22.000 15.40 .000 6000 . ADD FUEL REQUIRED FOR SHORTER DISTANCES AND SUBTRACT EXCESS FUEL RESERVE (S).44 .000 22.000 6000 8490 12.000 lb TWIN ENG INITIAL ALTITUDE: SEA LEVEL SEA LEVEL CRUISE DIST (nmi) MACH OR KIAS 100 NO Kn WIND HEAD WIND 137 106 75 62 50 36 19 138 106 74 62 49 36 19 139 106 75 62 50 36 19 141 107 76 62 49 36 19 115 88 62 52 42 32 19 116 89 62 52 42 32 19 119 90 63 52 42 32 19 120 92 64 52 42 32 19 100 100 KCAS NO Kn Kn NO WIND HEAD WIND HEAD WIND WIND 32 32 32 29 25 16 6 30 31 30 28 25 16 6 28 29 29 28 24 16 6 26 27 27 27 23 14 6 15 15 15 14 12 7 3 14 15 14 13 11 7 2 13 14 14 13 11 7 2 12 12 12 12 10 6 2 156 156 156 156 156 156 156 155 155 155 155 155 155 155 154 154 154 154 154 154 154 152 152 152 152 152 152 152 8250 11.000 .40 .000 25.40 .40 195 195 25.

000 20.41 225 .NAVAIR 01-F14AAP-1B GEAR DOWN FLAPS UP DATE: SEPTEMBER 1987 DATA BASIS: ESTIMATED BASED ON FLIGHT TEST CLIMB CRUISE DESCEND DIST (nmi) INBD MACH ALT MACH OR OR DIST (feet) KIAS (nmi) KIAS 200 DRAG IND X DRAG I DEX 0 150 100 80 60 40 20 200 DRAG INDEX 50 DRAG INDEX 5 150 100 80 60 40 20 200 150 100 80 60 40 20 200 150 100 80 60 40 20 .000 .47 .60 . ADD FUEL REQUIRED FOR SHORTER DISTANCES AND SUBTRACT EXCESS FUEL RESERVE (S).35 .56 .41 225 . 0–F52P–33–13 203 .42 225 33.55 .000 13.000 20.61 .61 .34 .56 .56 .56 .56 .49 .61 .56 .34 .56 .35 .34 .41 225 .43 225 33.35 .000 31.56 .41 225 FUEL REQ (lbs) BINGO 53.56 33.54 .46 .34 .61 .33 .33 .000 31.000 11.000 lb TWIN ENG INITIAL ALTITUDE: SEA LEVEL SEA LEVEL CRUISE DIST (nmi) MACH OR KIAS 100 NO Kn WIND HEAD WIND 128 101 75 64 52 37 20 127 100 72 64 52 37 20 128 101 74 64 51 36 20 128 102 74 64 50 36 20 106 85 64 56 46 34 20 106 84 62 54 44 34 20 106 83 61 52 44 34 20 106 83 61 52 44 34 20 100 100 KCAS NO Kn Kn NO WIND HEAD WIND HEAD WIND WIND 62 60 55 41 28 16 4 58 56 53 39 30 15 6 52 52 48 44 28 17 5 50 50 46 40 28 17 5 39 37 34 25 16 9 2 36 34 33 23 17 8 3 32 32 29 27 16 9 3 30 30 28 24 16 9 3 203 203 203 203 203 203 203 201 201 201 201 201 201 201 199 199 199 199 199 199 199 197 197 197 197 197 197 197 5790 5010 4230 3910 3530 3100 2590 5990 5160 4330 3990 3600 3140 2610 6200 5320 4430 4070 3660 3190 2640 6420 5480 4540 4155 3730 3240 2670 7100 6050 5010 4650 4220 3660 2940 7410 6280 5150 4790 4300 3750 2990 7750 6520 5320 4840 4420 3810 3040 8080 6760 5490 5000 4510 3900 3100 .35 .33 .000 31.56 .000 4000 DRAG INDEX 100 DRAG INDEX 100 .35 .000 13.55 .000 .000 .35 .43 225 33.000 32.000 11.48 .55 .000 .55 .55 .50 .000 4000 DRAG INDEX 150 DRAG INDEX 1 0 .53 .33 .56 34.000 25.56 33.56 .000 29.49 .66 .47 .34 .49 .63 .42 225 33.56 .61 .35 .33 .37 .000 21.33 .000 4000 NOTES • MILITARY POWER CLIMB TO INDICATED ALTITUDE FROM SEA LEVEL • IDLE POWER MAXIMUM RANGE DESCENT TO SEA LEVEL (SPEED BRAKES RETRACTED) • FUEL REQUIRED INCLUDES 2000 POUNDS RESERVE FUEL • WT = ZERO FUEL WEIGHT • FOR DISTANCES GREATER THAN 200 nmi.60 .34 .56 .46 .34 .56 .56 34.33 .000 28.000 18.000 3000 .42 .63 .58 .58 .000 25.

060 7500 11.000 .40 .40 .610 8050 12.40 .40 .000 24.000 25.000 lb TWIN ENG INITIAL ALTITUDE: SEA LEVEL SEA LEVEL CRUISE DIST (nmi) MACH OR KIAS 100 NO Kn WIND HEAD WIND 140 107 76 63 50 36 20 141 108 76 63 50 36 20 144 110 77 64 50 36 19 144 110 76 63 50 36 19 119 90 62 52 42 32 20 120 91 63 52 42 32 18 122 92 64 52 42 32 19 123 94 64 52 42 32 18 100 100 KCAS NO Kn Kn NO WIND HEAD WIND HEAD WIND WIND 26 27 27 27 22 13 6 25 25 27 25 22 13 6 24 25 25 25 20 13 6 23 23 24 24 20 12 6 11 12 12 12 10 5 2 11 11 12 11 9 5 2 10 11 11 11 8 5 2 10 10 10 10 8 5 2 149 149 149 149 149 149 149 147 147 147 147 147 147 147 145 145 145 145 145 145 145 143 143 143 143 143 143 143 9240 14.40 .40 24.000 24.40 200 200 25.40 165 165 170 .530 7690 11.40 .40 200 200 24.40 165 165 165 .000 .40 .40 200 200 24.080 5850 8280 5190 7180 4530 6180 3800 5210 2970 3870 9450 14.40 .000 24.000 6000 NOTES • MILITARY POWER CLIMB TO INDICATED ALTITUDE FROM SEA LEVEL • IDLE POWER MAXIMUM RANGE DESCENT TO SEA LEVEL (SPEED BRAKES RETRACTED) • FUEL REQUIRED INCLUDES 2000 POUNDS RESERVE FUEL • WT = ZERO FUEL WEIGHT • FOR DISTANCES GREATER THAN 200 nmi.40 .000 13.000 .40 23.40 24.40 .40 160 160 160 FUEL REQ (lbs) BINGO 53.000 13.270 6200 9020 5480 7770 4730 6630 3930 5510 3030 4040 178 176 174 172 172 172 170 178 176 174 172 172 172 170 178 176 174 172 172 170 170 176 174 172 172 172 170 170 .000 21.40 .40 .40 .40 200 200 23.000 24.40 .000 6000 .40 .000 6000 DRAG INDEX 150 DRAG INDEX 1 0 .000 20.000 13.41 .000 21.NAVAIR 01-F14AAP-1B GEAR DOWN FLAPS DOWN DATE: SEPTEMBER 1987 DATA BASIS: ESTIMATED BASED ON FLIGHT TEST CLIMB CRUISE DESCEND DIST (nmi) INBD MACH ALT MACH OR OR DIST (feet) KIAS (nmi) KIAS 200 DRAG IND X DRAG I DEX 0 150 100 80 60 40 20 200 DRAG INDEX 50 DRAG INDEX 5 150 100 80 60 40 20 200 150 100 80 60 40 20 200 150 100 80 60 40 20 .000 20.40 . ADD FUEL REQUIRED FOR SHORTER DISTANCES AND SUBTRACT EXCESS FUEL RESERVE (S).480 5960 8510 5290 7380 4600 6310 3840 5310 2990 3920 9720 15.40 .840 6080 8770 5380 7570 4660 6490 3880 5410 3010 3980 9940 15.000 13.40 . 0–F52P–33–14 204 .120 7850 11.40 .40 23.40 .000 25.000 24.40 .000 25.40 160 160 165 .40 .000 .40 .000 6000 DRAG INDEX 100 DRAG INDEX 100 .

47 318 316 314 314 312 312 310 DIST (nmi) 129 100 70 58 46 33 20 128 98 70 57 44 32 18 130 100 70 58 46 34 19 131 100 70 58 46 33 19 DRAG INDEX 150 DRAG INDEX 1 0 DRAG INDEX 100 DRAG INDEX 100 NOTES • MILITARY POWER CLIMB TO INDICATED ALTITUDE FROM SEA LEVEL • IDLE POWER MAXIMUM RANGE DESCENT TO SEA LEVEL (SPEED BRAKES RETRACTED) • FUEL REQUIRED INCLUDES 2000 POUNDS RESERVE FUEL • WT = ZERO FUEL WEIGHT • FOR DISTANCES GREATER THAN 200 nmi.49 .81 .82 .80 .80 .74 .80 .48 .56 .81 .000 11.000 37.49 .78 .000 27.80 .47 .000 32.000 34.000 32.85 .49 .85 .81 .000 MACH OR KIAS .000 27.000 35.000 20.85 .82 .85 .56 .000 27.80 .74 .86 .56 .81 . 0−F52P−33−15 Change 3 204a 204a .49 .57 .68 .69 .85 .86 .74 .000 19.88 .000 20.000 34.81 .85 .80 .88 .000 32.47 .56 .56 .82 .78 .000 36.58 .49 .78 .85 .74 .47 .83 .58 DESCEND DIST (nmi) 57 57 55 48 39 26 13 50 50 49 44 36 25 12 43 43 43 40 33 23 12 37 37 37 35 30 21 11 VELOCITY FUEL (KCAS) REQ (lb) 288 288 288 288 288 288 288 276 276 276 276 276 276 276 268 268 268 268 268 268 268 260 260 260 260 260 260 260 5040 4330 3620 3340 3060 2760 2430 5340 4560 3780 3480 3170 2840 2470 5680 4820 3970 3630 3280 2930 2520 6040 5090 4160 3780 3400 3010 2570 BINGO 53.000 34.81 .78 .80 .000 36.74 .000 10.47 .000 lb TWIN ENG INITIAL ALTITUDE: SEA LEVEL SEA LEVEL CRUISE MACH OR KIAS .NAVAIR 01-F14AAP-1B GEAR UP FLAPS UP WINGS = 68_ DATE: SEPTEMBER 1987 DATA BASIS: ESTIMATED BASED ON FLIGHT TEST CLIMB INBOUND MACH DISTANCE OR (nmi) KIAS 200 .74 .78 .81 .000 20.81 .78 .000 36.000 32.000 32.69 .85 DRAG IND X DRAG I DEX 0 150 100 80 60 40 20 200 DRAG INDEX 50 DRAG INDEX 50 150 100 80 60 40 20 200 150 100 80 60 40 20 200 150 100 80 60 40 20 .80 .56 .69 .60 .86 .000 27.49 .48 .78 .000 11.000 32. ADD FUEL REQUIRED FOR SHORTER DISTANCES AND SUBTRACT EXCESS FUEL RESERVE (S).74 CRUISE ALT (FEET) 37.80 .000 30.000 10.49 .56 .

000 lb) 70 65 60 55 50 DRAG INDEX 0 32.330 6790 8240 9740 11.745 0.510 11.745 0.000 36.100 38.280 INBD DIST (nmi) 300 400 500 600 700 800 900 1000 300 400 500 600 700 800 900 1000 300 400 500 600 700 800 900 1000 300 400 500 600 700 800 900 1000 DRAG IND X 50 DRAG I DEX 15 D AG IND X 00 DRAG I DEX 100 DRAG INDEX 50 DRAG NDEX DR G IN EX 0 RAG NDE OPTIMUM ALTITUDE (FEET) GROSS WEIGHT (1.120 12.718 0.732 0.790 14.800 40.960 12.560 16.200 100 33.705 0.900 CRUISE MACH 0.370 15.718 0.705 0.100 40.330 14.600 38.610 7140 8710 10.745 0.970 17.500 37.930 15.340 11.300 39.732 0.970 13.500 37.590 11.718 0.732 0.300 33.400 35.830 13.700 37.560 13.705 0.460 5840 6990 8160 9360 10.745 0.320 100KT HEAD 6440 7770 9130 10.090 14.380 6100 7340 8600 9910 11.745 0.220 12.745 0.732 0.718 0.600 150 34.705 NO WIND 123 121 120 118 116 124 122 121 111 110 108 106 105 112 110 108 100 99 97 96 102 100 99 97 91 90 89 87 92 91 89 88 100KT HEAD WIND 79 77 76 81 79 77 76 81 70 69 67 72 70 68 67 72 63 61 65 64 62 61 65 63 57 55 58 57 56 54 57 56 KCAS 212 212 212 212 212 212 212 212 206 206 206 206 206 206 206 206 202 202 202 202 202 202 202 202 198 198 198 198 198 198 198 198 48.320 20.900 35.450 18.660 15.300 40.920 7500 9200 10.718 0 718 NOTES • MILITARY POWER CLIMB FROM SEA LEVEL TO OPTIMUM ALTITUDE FOR INITIAL CLIMB WEIGHT • STEP UP ALTITUDE AS GROSS WEIGHT DECREASES • IDLE POWER MAXIMUM RANGE DESCENT SPEED BRAKES RETRACTED • FUEL REQUIRED INCLUDES 2.705 0.300 39.705 0.732 0.745 0.380 17.730 14.718 0.732 0.000 POUNDS RESERVE 204b Change 3 .280 13.400 11.900 35.718 0.910 13.732 0.000 lb TWIN ENG FUEL REQ (lb) NO WIND 5330 6310 7310 8330 9350 10.718 0.718 0.705 0.250 12.450 12.140 18.300 50 33.510 5580 6650 7740 8850 9980 11.810 16.200 35.745 0.732 0.705 0.NAVAIR 01-F14AAP-1B GEAR UP FLAPS UP EXTENDED RANGE BINGO DESCEND DISTANCE (nmi) CLIMB MACH 0.

74 CRUISE ALT (FEET) 37.56 .000 32.000 20.80 .80 .85 .69 .48 .82 .000 30.000 lb TWIN ENG INITIAL ALTITUDE: SEA LEVEL SEA LEVEL CRUISE MACH OR KIAS .000 35.56 .69 .81 .88 .000 32.47 318 316 314 314 312 312 310 DIST (nmi) 129 100 70 58 46 33 20 128 98 70 57 44 32 18 130 100 70 58 46 34 19 131 100 70 58 46 33 19 DRAG INDE 150 DRAG INDEX 1 0 DRAG INDEX 100 DRAG INDEX 100 NOTES • MILITARY POWER CLIMB TO INDICATED ALTITUDE FROM SEA LEVEL • IDLE POWER MAXIMUM RANGE DESCENT TO SEA LEVEL (SPEED BRAKES RETRACTED) • FUEL REQUIRED INCLUDES 2000 POUNDS RESERVE FUEL • WT = ZERO FUEL WEIGHT • FOR DISTANCES GREATER THAN 200 nmi.000 27.47 .81 .000 36.86 .86 .000 37.81 .49 .78 .88 .000 32.85 .47 .000 19.49 .58 DESCEND DIST (nmi) 57 57 55 48 39 26 13 50 50 49 44 36 25 12 43 43 43 40 33 23 12 37 37 37 35 30 21 11 VELOCITY FUEL (KCAS) REQ (lb) 288 288 288 288 288 288 288 276 276 276 276 276 276 276 268 268 268 268 268 268 268 260 260 260 260 260 260 260 5040 4330 3620 3340 3060 2760 2430 5340 4560 3780 3480 3170 2840 2470 5680 4820 3970 3630 3280 2930 2520 6040 5090 4160 3780 3400 3010 2570 BINGO 53.85 .80 .000 11.85 DRAG I DEX 0 DRAG IND X 150 100 80 60 40 20 200 DRAG INDEX 5 DRAG INDEX 50 150 100 80 60 40 20 200 150 100 80 60 40 20 200 150 100 80 60 40 20 .78 .74 .000 36.000 27.47 .85 .82 .000 MACH OR KIAS .78 .56 .78 .60 .000 27.000 32.000 20.000 20.74 .000 36.80 .85 .80 .74 . 0–F52P–33–15 205/(206 blank) 205 .80 .49 .80 .000 32.49 .78 .49 .80 .58 .81 .74 .81 .000 10.78 .81 .78 .NAVAIR 01-F14AAP-1B GEAR UP FLAPS UP WINGS = 68_ DATE: SEPTEMBER 1987 DATA BASIS: ESTIMATED BASED ON FLIGHT TEST CLIMB INBOUND MACH DISTANCE OR (nmi) KIAS 200 .68 .000 34.57 .000 10. ADD FUEL REQUIRED FOR SHORTER DISTANCES AND SUBTRACT EXCESS FUEL RESERVE (S).47 .56 .000 11.83 .74 .80 .85 .69 .000 27.86 .82 .56 .56 .49 .81 .48 .81 .49 .000 32.000 34.000 34.74 .56 .85 .

NAVAIR 01-F14AAP-1B 206 .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Landing Distance Ground Roll — Flaps Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Interior Inspection — RIO .NAVAIR 01-F14AAP-1B REFERENCE DATA Administrative Brief . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hot Switch Procedures . . . . Prestart — Pilot . . . . . . . . . . . . . . . . . . Cockpit Procedures . . Taxi — Pilot . . . . . In-Flight Refueling Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Takeoff Speed and Ground Roll Distance. . . . . . . Two-Engine Maximum Endurance on Station . . . . . . . . . . Flaps Up . . . . . . . . . . . . . . . Postlanding — RIO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hot Refueling Procedures . . . . . . . . . . . . Flaps Down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Maintenance Troubleshooting . . . . Landing Checklist . Taxi — RIO . . . . . . . . . . . . . . . . . Final Checker (Aboard CV) . . . . . . . . . . . Airspeed Indicator Failure . . . . . . . . . . . . . . . . . . . . . . Ejection Seat Inspection . . . . . . . . . Poststart — RIO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Interior Inspection — Pilot . . . . . . . . . . . . . . . . . . . . . . . . . . . Landing Approach Airspeed (15 Units AOA) . . . . . . . . . . . . . . . . . Takeoff Speed and Ground Roll Distance. . . . . . . . . . . . . . . 209 252 213 241 221 237 236 213 216 243 244 245 225 232 241 217 221 239 238 238 210 246 247 248 255 257 259 247 254 250 249 253 207/(208 blank) 207 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Final Checker (Ashore) . . . . . . . . . . . . . . . On-Deck. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Prestart — RIO . . . . . . . . . . . . . . . . . . . Postlanding — Pilot . . . . Ascent Checklist . . . . . . . . . . . . . . . . . . . . . . . . . Poststart — Pilot . . . . . . . . . . . . . . . . . . . Single-Engine Maximum Endurance on Station . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Start — Pilot . . . . . . . . . . . . . . . . . . . . . . . . . . . Landing Distance Ground Roll — Flaps Down . . . . . . . . . . . . . . . . . . . Takeoff Checklist . . . . . . . . . . . . . . . . . . Preland and Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

NAVAIR 01-F14AAP-1B 208 .

Contingencies 209 . Clearance/NAVAIDs 11.NAVAIR 01-F14AAP-1B Note A bracketed T [T] in a procedural step identifies items pertaining only to TARPS aircraft. NORDO procedures 19. Training rules 21. sea state 7. Takeoff/departure/rendezvous 13. Communications plan 9. Lineup/call signs/avionics plan 4. External assets/call signs 6. Ground/deck procedures 12. ADMINISTRATIVE BRIEF The following items should be covered for each flight regardless of the mission. target. Tanking plan 15. divert b. Weather a. 1. En route/formation 14. Launch/recovery times/recovery order 3. Recovery procedures (VFR/IFR) 17. Base. Joker/bingo fuel 18. Water/air temperature. Event number 2. Emergencies/diverts/SAR/birdstrike 20. Ordnance and stores carried/preflight/restrictions on use 8. area. en route. Combat checks/OBC 16. Area/NOTAMs 10. Missions assigned/alternate missions 5.

. . . . . . . Secure 14. . . . . . . .NAVAIR 01-F14AAP-1B EJECTION SEAT INSPECTION 1. inadvertent operation of the timing release mechanism will occur. . . . . . . . Guard Up (locked) 3. . . . . . . This will safe the lower firing handle and release the occupant from the seat. . . . Time release mechanism trip rod . Connected If sear is not fully inserted into firing release mechanism. Face curtain automatic release linkage . . . . . . . . . . . . . 5. . . . The seat kit and parachute will remain attached to the aircrew via lap belts and koch fittings. . Up (locked) 2. . Face curtain connecting link (L) . . System initiator . . Safe Indication 15. . . . . . . . . . . Time release mechanism rod . Connected 10. . . . . . . Drogue withdrawal line . . Drogue chute link lines . Ejection gun sear withdrawal links . . . . . Connected and Pin Removed 7. . . . . Connected and Pin Removed 11. Lower ejection handle . . . . . . Scissors shackle . . Drogue Lanyard. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Connected 12. . Connected to Drogue Slug 210 . . . . . . . . . Face curtain . . . Disconnected 6. . . . Drogue chute lines (L) . . Clips Engaged 9. . . . . . . . Stowed. . . . . . . Ejection gun sear . . . . . . . . . Tacked Down 13. Face curtain connecting link (R) . . . Clips Engaged 16. . . . Scissors Release Pin Protruding 8. . . . . . . . . . . Face curtain locking tab . . . . Safe Indication 4. Drogue chute housing flaps . . . . . . . . . . . . . .

. . Parachute withdrawal line screw connector . . . . . Top latch mechanism . . . . . . Ripcord . Connected 23. . . . . . . . Fork ends of harness sear rods . . . . . . . . . Attached 26. . . 20. . . . . . Power inertial reel sear . . . . Flush 19. . Withdrawal Line Routed Through Guillotine 21. . . . automatic deployment of the parachute will not occur after ejection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rocket motor initiator sear extraction lanyard . . . . . . . . . . . Drogue slug shear pin . . . . . . . . . . . . . . . . . . . Connected 24. . . Guillotine cutter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Verify Connection to Seat Bucket Disconnect Lanyard(s) (Two) Secured to Deck 211 . . . . . . . . . Secured 27. Canopy releases . . . . . . . . . Connected to Seat or Disconnected 33. . . . . Shoulder harness . . . . . Connected to Leap Ripcord Pin 31. . . . Straight/No Corrosion 32. . Drogue gun trip rod . . Parachute premature deployment lanyard . . . . Fingertight If the personnel parachute withdrawal line is not securely connected. . Connected and Pin Removed 25. . . . . . . . . . . . . . . . . Routed Through Parachute Pack Ring 30. Secured 28. . . . . . . . . . . . . . . . . . . . . . . . .NAVAIR 01-F14AAP-1B 17. Proper Installation 29. . . . . . . . Connected 22. . . . . . . . . . Personnel services block . . Ripcord pins . . . . . . . . Rocket motor initiator sear and Pin Removed . . Head Impressed 18. . Manual ripcord eyelet . . Ventilation hose . . . .

. . . . . . . . Engaged 43. . . Full Indication. . . . . . . . . . . . . Lapbelt restraint . Guillotine initiator sear . . . . . . . . . . . . Anchored to Seat Release Fitting 42. . . . . . . . . . . . . . . . . . . Down and Secured. Raft release handles . .NAVAIR 01-F14AAP-1B 34. . . . . . . . Full Forward Failure of survival kit front lock release lever to return to its full-forward position will prevent ejection by means of the lower ejection handle. . . Ejection and canopy pins . . . . Connected 44. . . Emergency oxygen supply bottle . . . . . . . . . . Secured to Deck. . . . . . . . . . . Secured and Engaged 38. . URT-33 lanyard . . . . . Pin Removed 45. . . . . . . Secured 37. . . . . . . . . . . . . . Stowed 212 .800 Psi (in black) 40. . 1. . . . . . . . Connected. Secured 36. . . . . . . . Connected 46. Leg restraint cords . . . . . . Emergency oxygen actuator . . . . Survival kit sticker clips and lugs . Emergency oxygen trip cable . . . . . . 39. . . . . . . . . . . Routed Through Snubber. . . . . . . . . Survival kit forward restraint pin . . . . . . Emergency restraint release handle . . Survival kit front lock release lever . . Stowed 41. . . . . . . . . Note Type 35.

. . . . . . . . . . . . . Emergency wing sweep handle . . . . . . . . . . . . . . . . . . . . . . . . Off(aft) 16. . . . L and R ENG MODE SELECT switches . . . . . . VENT AIRFLOW thumbwheel . . . . . . Check 3. Set 4. . . . . . . OFF 19. . . Wing-sweep mode switch . . . . . . . . . . PRI 18. . . . . . . . . . . . . . . . . . . . . Set 14. . . . . . . . . OFF 9. . . . . . . . FLAP handle . . Oxygen . . . . . . . . . . . . . . . . . . . . Corresponding 11. . . . RET 13. . . . . . . . . . . . . . . . . . . . . Fasten 2. . . . . . . THROTTLE TEMP switch . . . . . . Off 12. . . . Corresponding 15. . . . . . . . . . OFF 8. . . . . . . . . . . . STAB AUG switches . . . . . . . . . . . . . . . . . Speedbrake switch . . . . . . . . . . . . . . . ON (guard down) 17. . . . . . TACAN function selector . . MANUAL 10. . . . . . . . . . . . . . . . . Harnessing . . Throttle friction lever . . . BACKUP IGNITION switch . . . . . . . . . . . Set 5. . . . . . 1. . . . . . . . . . . . . . . . .NAVAIR 01-F14AAP-1B COCKPIT PROCEDURES INTERIOR INSPECTION — PILOT NATOPS prohibits the attaching or storing of unauthorized equipment on or above the canopy rails during CV launch or arrestment due to potential for missile hazard. . . . . . . . . . . . . . . . . . . . . . . . Set 7. . . . . . . Left and right throttles . . . . . . . . . . . . . NORM 213 . . . . . . . . . . . . . . . . . . . . Tone VOLUME CONTROLS . OFF 6. . . . UHF function selector . . . . . . . . . . . . . . Exterior lights master switch . . . . . . ASYM LIMITER switch . . . ICS panel . . .

. . Set 29. . . . . . . . . ANTI SKID SPOILER BK switch . . . . . AUTO b. . . . . . FUEL panel . . DN Check HYD ISOL switch to TO/LDG. . . . . . . OFF d. . . MASTER ARM switch . . . . . . REFUEL PROBE switch . . . . . . . . . . . . . . . . . . . . . . Radar altimeter . . . . . . . . . Standby attitude gyro . . . . . . . . . NORM (guard down) 24. . . . . . . . . . . . . . . . . . . . . . . . . . . . .NAVAIR 01-F14AAP-1B 20. . . . . . . Checked 39. . . OFF 23. . Reset 36. . . . . . . . . . . . NOSE STRUT switch . . . . . . . . . . . . . IN 30. . . . . . . . . . . . OFF (guard down) 31. . . G-meter . . . . . . . LDG GEAR handle . . . . . . . . . . . . . . . . . Left and right FUEL SHUT OFF handles . . . Set 38. . . . . . . . . . . . . . . . . . . . . . . . . OFF (guard down) 32. . Engaged 34. . . . . . . . . . . . . . . . . . . . FEED switch . HOOK handle . . . . . . . OFF 33. . . . . . OFF 28. . . . . . . . . . Check 41. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pull 27. . Altimeter . . . . . . . . . 25. . . . . . . L and R INLET RAMPS switches . . . . . . . . . . . . . . . . . . . . . . . AUTO 22. Weapon select . . DUMP switch . . . . . . . . . . . . . . . . . . . Brake accumulator pressure . . . . . . . . . . . . . . . . VDIG and HSD retaining locks . . . . . Wind and Set 37. . . . HYD HAND PUMP . . . . . . . . . . . . . . Caged 35. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check in Green 40. . . . Parking brake . . . . . . . . . . . . . . . . . Circuit breakers . . BOOST 21. . . . . . . . . . . . . . . . . ACM switch . . . . . . . . RET c. . . . . . Fuel BINGO . . . . . . . . . . . . . . . . . . . . . . . WING/EXT TRANS switch . . . . . . Corresponding 214 Change 2 . . . . . . . . . . . . . . . Set a. . . . . . . . . . . . . . THROTTLE MODE switch . . . . . Clock . . . . . . . . . . OFF 26. . . . . . . .

HYD TRANSFER PUMP switch . . . . . . . . . . . . . . . . As Required 53. . . . . . . . . . . . . . . . MASTER TEST switch . . . . Set a. . . . . . . . OFF 52. . . . AUTO (guard down) 55. . L and R generator switches . . . . . . . . . . . . . NORM (guard down) 45. . . ARA-63 panel . . . . . . . . . . . . . . . . . . . ANTI-ICE switch . . Set 51. . . . . . DISPLAYS panel . . . . . . . . . . . . . . Set 43. . EMERG FLT HYD switch . . COMPASS panel . . . . . . . . . . . . . . . . . . . . NORM Ground engine operation without electrical power supplied by either the generators or external power may cause 20-mm ammunition detonation because of excessive heat in the gun ammunition drum. . . AUTO/OFF 50. AUTO b. . . . . ELEV LEAD knob . . INBD and OUTBD spoiler switches . . . . . . . . . . . . EMERG generator switch . . . . . . . . . CABIN PRESS switch . . . NORM d. . . . . . . . . . . . . . . . . . . . MASTER LIGHT panel controls . . . . . . . . . . Set 44. . . . . . . OFF 54. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WSHLD AIR switch . .NAVAIR 01-F14AAP-1B 42. . SHUTOFF (guard up) 215 . . . . . . . . . . . . . . . . . . . . AIR SOURCE pushbutton . . . 46. TEMP mode selector switch . . . . . . OFF 49. . . . . . . . . . . . . . . . . . . . . . . . OFF 48. . . . . . . . . . . . . . TEMP thumbwheel control . . . Air-condition controls . . NORM (guard down) 47. . . . . . . . . . . . . As Desired (5 to 7 midrange) c. . . .

. . . . . . . Set Determined by squadron policy 14. RADAR WARNING RCVR PWR switch . . . . . . . . P/OFF 9. . . . . Adjust 3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 21. . . . . OFF 11. . . Fasten 4. EJECT CMD lever . . . . . . . . . . VENT AIRFLOW thumbwheel . . . . . . . . . . . . . . . . . . OFF 12. . . . . . . RECORD switch . . . . . . . . . . . . . . . . . . . . . . Oxygen . . Inspect INTERIOR INSPECTION — RIO 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . Closed 7. . . . . . . . . . . . . KY-28 or KY-58 . . . . . . . . . Data storage unit . . . . . Secure 15. . . . . . . . . . . . . . . . . . [T] CPS switches . . . . . . Clock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 6. . . . . . ICS panel . . . . . . . . . . . . IR/TV power switch . . . . . . . . . . . . . . . Set 16. . . . . . Left and right foot pedals . . WCS switch . . OFF 216 . . OFF 22. Set 10. . LIQ COOLING switch . . . . . Caged 17. . NAV MODE knob . . . . . . . . Harnessing . . Set 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set and Wind 20. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CDNU . Check 5. . VHF/UHF MODE selector . . . . . . . . SYS TEST-SYS PWR ground check panel . . . . . . . . . . . . . . . . . . . . . . . ARMAMENT control panel . . . . . . . . Storage case . . . . . . . . . . . . . . . . . . . . . CANOPY AIR DIFFUSER lever . . . . . . . . . . . . . . . . . . . . . . CABIN AIR 57. . . . . . . . . . . . . . OFF 19. OFF 13. . . . . . . . . . . . . . . . . .NAVAIR 01-F14AAP-1B 56. . . . OFF 23. . Standby attitude gyro . . . . . . . . . . . . . . . . . . . . . . . . OFF 58. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 18. . . OFF 8. . . . . . . . . . . Left and right circuit breakers . VIDEO CONTROL switch . . . . . . . . . . . . . . . . . PTID PWR switch . . . . . . . . . . . . . . . . . . .

. . . . OFF 33. . . . . . . . . . . . . MODE 4 switch . . . . . . . . . . . . APX-76 . Set 32. . . . . . . . . . . . OFF 28. . . . . . . . . . . . .NAVAIR 01-F14AAP-1B 24. . . . . . ON 2. . . . . . . . . . . . . . . . . . . . . . . Change 2 217 217 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pull b. . . . . . . IFF MASTER knob . . . . . . . . . . . . Out 31. . . . . . . . . RADAR BEACON MODE switch . . . . . . . . . . . . DECM selector knob . . . . IFF ANT and TEST panel . . . . . . . . . . . . . . . . . . . POWER SYS TEST switch . . . . . OFF 26. . . . . . . . . . . OFF 25. . . . . . . . . . . . . AN/ALE–47 GROUND TEST/ DIMMER PNL . . . . AN/ALE–47 DCDU. . OFF 35. RADAR BEACON switch . . . . . Single or Double 34. . . . . . LE2) . External electrical power . . . OFF PRESTART — PILOT 1. . . . DATA/ADF switch . . . . . . . . . . . . . . . . . . . . . . . . 2/MANUV FLAP cb’s (LE1. . . Check 29. . . . OFF 30. . . . . . . . . Extend and Match Captain Bars With Wing Position Tape CAUTION Wings will move to emergency handle position regardless of wing-sweep cb position. . . . . . . INTERIOR LIGHTS panel . If wings are not in OV SWP: a. . . MODE/PWR switch . . . . . . . . . Emergency WING SWEEP handle . . . . . . . . . . 1 and WG SWP DR NO. . . . . . . WING SWEEP DRIVE NO. . . . . . . . . . . . GUARD DOWN 27. . . . . .

. . ICS . . . . . . . . Check Check gear indication down and transition light off. . The fire warning lights must be seated securely with the operable bulb contact points free of impediments to current flow at all times to ensure proper operation of the fire warning light. . 218 . . Either condition seriously degrades fire warning indication reliability. 5. . . . . . MASTER TEST switch . . . . do not extend handle. . . . Check Coordinate with RIO.NAVAIR 01-F14AAP-1B Note If wings are in OV SW. . . . . . Check 4. a. . . . . . . . . . . . . Landing gear indicator and transition light . . . . . . . . . . . LTS Initial failure with subsequent illumination after slight adjustment of either fire warning light during lights test is indicative of a weakened fire light retaining clip and/or current flow impediments at the bulb contact points. . . . . . . . 3. .

. CANOPY handle . Armed Verify seat armed with RIO. stores will jettison when weight is off wheels. . . . . Ejection seats . . . . . . . 7. . . . . . . Failure of the light to go off indicates emergency jettison is selected. . . . . . . . . . . FIRE DET/EXT c. . . . . . If this occurs. . MASTER TEST switch . INST d. . status of the emergency stores jettison circuit cannot be determined. . . . Ensure that the light goes off when LTS on MASTER TEST switch is deselected. . . . . . it may be difficult to determine when the light is illuminated. . . . . CLOSE 219 . . . . . . Under some lighting conditions. .NAVAIR 01-F14AAP-1B Failure of the EMERG STORES JETT pushbutton to illuminate during LTS check could indicate that the pushbutton light is burned out or that the test circuit is defective. . . . . . . . . . . If the switch is actuated. b. stores will jettison when weight is off wheels. . . . OFF 6. .

. EMERG STORES JETT pushbutton light . . . OFF 11. . . . . . . . . . Ready To Start 12. Out Note The MASTER CAUTION light and the EMERG JETT caution light illuminate when the EMERG STORES JETT pushbutton is activated. . . . . . . . . depress the grip latch. . . . . . . . . LADDER light . . . . . . . . ON 220 . 8. . . . . . . . . . . Inform RIO . . ACM panel . . . . . . . . . . . . . . . . . . . Set 9. the handle shall be returned to CLOSE to avoid bleed-off of pneumatic pressure. release and push handle outboard and forward into BOOST. . . . . . 10. Only minimum clearance is afforded when canopy is transitioning fore and aft. Starter air . . . . . . . .NAVAIR 01-F14AAP-1B 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 canopy opening or closing sequence. . . . . . . . . . . . . . . . . . . . . . Note If CLOSE does not close the canopy. . . . . . . . . . . . . . If it is necessary to use BOOST. . . . . .

. . . . . . . . 10. . . . External power and air . . . . . . . . . . . Check 7. . Adjust 2. . . . Ready To Start ENGINE START — PILOT The RIO must monitor pilot procedures and plane captain signals to ensure maximum safety during the engine start sequence. . . . . . . . . . . . Acknowledge . . . . . Lights . . . . . . . . . . . . . . . . . . tacan. . . . . . LTS test . . . . . . . . . . . . . . . . . . . . Check 8. .NAVAIR 01-F14AAP-1B PRESTART — RIO 1. . . . . . . . . Check 4. . and U/VHF . . Check 6. . . . . . . . . . . . Armed 9. . . Set 5. . . . . 221 . . . . Coordinate movement of any external surfaces and equipment with the plane captain or director. . . . . . . . . . . . . . . . . . . . . . . . . . . . and U/VHF foot switches . . . . . . CANOPY handle . . . . . . . . . . . . . . . . . . . . . ON 3. . . . . . . ICS . . . . . . . . . . . . . . . CLOSE Alert pilot. ICS. Ejection seats . . . . Seat. Fuel quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DL. .

. . . D To prevent possible engine overtemperature during crossbleed start attempts. . . then set to BOTH ENG. ENG CRANK switch . . . . . . . . . . . . . . . . . AIR SOURCE pushbutton should be set for the operating engine until rpm stabilizes at idle. . . . Checks should be made slowly enough to ensure continuous ON indication in the hydraulic pressure indicator to prevent damage to the pump or motor. . . . . . .NAVAIR 01-F14AAP-1B CAUTION D If engine chugs and/or rpm hangup is encountered with one engine turning during normal ground start. ENG CRANK switch . 222 Change 1 . OFF 3. . LOW-HIGH-AUTO (LOW) CAUTION Combined and brake accumulators should be charged prior to backup module checks. . . . L (left engine) 2. . . ENG CRANK switch . monitor EGT for possible hot start. . 1. . . . . . R (right engine) 4. . . . . . . . . . EMERG FLT HYD switch . . . . ENG CRANK switch . . . . . . . . . select the operating engine for air source and return to BOTH ENG after rpm stabilizes at idle or above. . . OFF 5. . . . . . . . . . . . . . . . . .

D If the ENG CRANK does not automatically return to the OFF position by 50-percent rpm during start. Change 1 223 . . ensure the ENG CRANK switch is off prior to 60-percent rpm to prevent starter overspeed. . ENG CRANK switch . . the ENG CRANK switch may not stay engaged because of normal variations in starter cutout speed. select AIR SOURCE to OFF to prevent starter overspeed. start shall be aborted by setting ENG CRANK switch to OFF. . . . D If the START/VALVE caution light illuminates after the ENG CRANK switch is off. . Between 30-and 46-percent rpm. 6. . R (right engine) CAUTION D If no oil pressure or hydraulic pressure is indicated. . . do not attempt to reengage the ENG CRANK switch if the engine is spooling down and rpm is greater than 46 percent. . . D When attempting a crossbleed or normal ground start.NAVAIR 01-F14AAP-1B Note Ensure combined and flight hydraulic pressures are zero prior to testing emergency flight hydraulic system to allow proper check of 300 psi priority valve.

NAVAIR 01-F14AAP-1B Note During cold starts, oil pressure may exceed 65 psi. This pressure limit should not be exceeded for more than 1 minute. 7. Right throttle . . . . . . . . . . . . . IDLE at 20-Percent Rpm

CAUTION
If an idle crossbleed start is attempted with high-residual engine EGT and/or throttles are 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-precent rpm may yield a normal start temperature.

Note D Advancing the R throttle from OFF to IDLE 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 to 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. 224 Change 1

NAVAIR 01-F14AAP-1B Note D Loss of electrical power may result in smoke entering the cockpit via the ECS. 8. R GEN light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Out 9. R FUEL PRESS light . . . . . . . . . . . . . . . . . . . . . . . Out 10. Idle engine instrument readings . . . . . . . . . . . . . Check a. Rpm . . . . . . . . . . . . . . . . . . . . . . . . 62 to 78 Percent b. EGT . . . . . . . . . . . . . . . . . . . . . . . . . 500° (nominal) c. FF . . . . . . . . . . . . . . . . 950 to 1,400 Pph (nominal) d. NOZ position . . . . . . . . . . . . . . . . . . . . 100 Percent e. OIL . . . . . . . . . . . . . . . . . . . 25 to 35 psi (nominal) (15 psi minimum) f. FLT HYD PRESS . . . . . . . . . . . . . . . . . . 3,000 Psi 11. External power . . . . . . . . . . . . . . . . . . . . . . Disconnect

Ground engine operation without electrical power supplied by either the generators or external power may cause 20-mm ammunition detonation because of excessive heat in the gun ammunition drum. 12. ENG CRANK switch . . . . . . . . . . . . . . L (left engine) When combined hydraulic pressure reaches 3,000 psi, return switch to neutral (center position). 13. HYD TRANSFER PUMP switch . . . . . . . . NORMAL Hydraulic transfer pump will operate from flight side to maintain the combined side between 2,400 to 2,600 psi. Change 1 224a

NAVAIR 01-F14AAP-1B

CAUTION
If the transfer pump does not pressurize the combined system within 5 seconds, immediately set HYD TRANSFER PUMP switch to SHUTOFF. 14. HYD TRANSFER PUMP switch . . . . . . . . SHUTOFF 15. Repeat steps 6 through 10 for left engine. 16. Starter air. . . . . . . . . . . . . . . . . . . . . . . . . . . Disconnect 17. AIR SOURCE switch . . . . . . . . . . . . . L ENG, R ENG, then BOTH ENG 18. HYD TRANSFER PUMP switch . . . . . . . . NORMAL 19. Ground safety pins . . . . . . . . . . . . . Remove and Stow

224b

Change 1

NAVAIR 01-F14AAP-1B POSTSTART — PILOT 1. STAB AUG switches . . . . . . . . . . . . . . . . . . . . All ON 2. MASTER TEST switch . . . . . . . . . . . . . EMERG GEN 3. MASTER RESET pushbutton . . . . . . . . . . . . . Depress Verify DFCS caution lights extinguished. Note An FCS CAUTION at this point probably indicates a PQVM fault due to a lack of pitch and roll attitude inputs from the EGI (DCP FAIL group will indicate IMU). 4. MASTER TEST switch . . . . . . . . . . . . . . . . . . . . . OFF 5. MASTER RESET pushbutton . . . . . . . . . . . . . Depress Verify DFCS caution lights extinguished. STAB AUG switches should not disengage. 6. Advise RIO that test and checks are completed. 7. Controls and displays . . . . . . . . . . . . . . . . . . . . . . . ON 8. AFTC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check a. L ENG MODE SELECT switch . . . . . . . . . . . SEC L ENG SEC light illuminates, RPM Drop, left NOZ indicator pointer below zero. b. Advance L throttle to ensure engine response. c. L ENG MODE SELECT switch . . . . . . . . . . . . PRI L ENG SEC light goes out, left NOZ indicator to 100 percent.

Change 1

225

NAVAIR 01-F14AAP-1B d. R ENG MODE SELECT switch . . . . . . . . . . . SEC R ENG SEC light illuminates, RPM drop, right NOZ indicator pointer below zero. e. Advance R throttle to ensure engine response. f. R ENG MODE SELECT switch . . . . . . . . . . . . PRI R ENG SEC light goes out, right NOZ indicator to 100 percent.

CAUTION
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 Operating engines in secondary mode inhibits the engine monitoring system portion of FEMS until primary mode is reselected. 9. EMERGENCY WING SWEEP handle . . . . . OV SW

CAUTION
If the “OVER” flag is not displayed in the wing sweep indicator with the wings in oversweep the stick should remain centered. 226

NAVAIR 01-F14AAP-1B

CAUTION
If wings are not in oversweep, move the wings to 68° using wing sweep emergency handle in raised position. Then raise handle to full extension and hold until HZ TAIL AUTH caution light goes out and OVER flag appears on wing sweep indicator. Move handle to full aft OV SW and stow. 10. WING SWEEP MODE switch . . . . . . . . . . . . . AUTO 11. WING SWEEP DRIVE NO. 1 and WG SW DR. NO. 2 / MANUVFLAP cb . . . . . . . . . . . . . . . . IN (LE1, LE2) 12. WING/EXT TRANS switch . . . . . . . . . . . . . . . . . OFF 13. COMM/NAV/GEAR/DISPLAYS . . . . . . . . . . . . . . ON 14. Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set 000 15. Standby gyro . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Erect 16. MASTER RESET pushbutton . . . . . . . . . . . . . Depress 17. DCP . . . . . . . . . . . . . . Verify codes (FAIL, FLT, IBIT)

Change 3

227

NAVAIR 01-F14AAP-1B Note An FCS CAUTION at this point probably indicates a PQVM fault due to a lack of pitch and roll attitude inputs from the IMU (DCP FAIL group will indicate IMU). This fault will not affect DFCS IBIT results and can be extinguished with a MASTER RESET before or after, but not during OBC. 18. MASTER TEST switch . . . . . . . . . . . . . . . . . . . . . OBC 19. AUTOPILOT switch . . . . . . . . . . . . . . . . . . . ENGAGE

CAUTION
OBC commencement with autopilot engaged and nose down trim may result in a force link disconnect when the stick hits forward stick stop during the pitch parallel actuator checks. 20. OBC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Initiate (coordinate with RIO and plane captain)

If CIA acronym is displayed in CM after completion of OBC, aircrew must select maintenance display to determine type of failure in the AWG-15. The possibility of inadvertent stores release exists when this acronym is present. 228

. . . EMERGENCY WING SWEEP handle . . . . . . . . . MASTER TEST switch/OBC . . Note For CV operations. OFF 25. Speedbrake switch . . . . . . . . . . . . . . . . . . Cycle 24. 20_ 28. .NAVAIR 01-F14AAP-1B Increased suction around intakes during inlet ramp programming and the automatic movement of the horizontal stabilizers presents a FOD hazard and a potential for injury to ground personnel not clear of these areas. . . . . . . OFF 26. . . . MASTER RESET pushbutton . . . . Depress 29. . . . EXT. . 21. . . . . . . . . . . ALL EXT. . . . . . . . Trim . . . External lights . . . . . . . . . . . . . WSHLD AIR switch . Check (prior to night/IMC flight) 229 . . . Checked and set 000 CAUTION Ensure adequate clearance before moving wings. . . omit steps 27 through 50. . . . 27. . . . . . . . . REFUEL PROBE switch . . . . . . . . . . . . . . . . . then RET 23. WING/EXT TRANS switch . . . . . . . . . then RET 22. . .

. . . . . . . . . . . 24_ total differential tail c. . . IBIT) 230 . . . . . ANTI SKID SPOILER BK . . . . DCP . . . Check Verify horizontal tail shift with DLC input. . . . ±30_ rudder d. . . . . . DN 31. . . ANTI SKID SPOILER BK switch . . . . . . . . . . . . . . thus increasing midair potential. . . . . . . Cycle Observe the following: a. OFF 36. Check 35. . . . . . . . . . . . . . . . . . . . Flight controls . . . . . . aircraft with inoperable tail and aft anticollision lights will not be visible from the rear quadrant even under optimum meteorological conditions. 36_ TEU to 9_ TED horizontal tail (33_ to 12_ without ITS) b. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flaps and slats . . . . . . . . . . . . . . . . . Pitch control . . Longitudinal/Lateral combined . . . . . . . . 35_ TEU to 15_ TED horizontal tail e. . . . . . SPOILER BK 34. . . Lateral control . . . . . . . . . . . Spoilers and throttles . . . . . . . . Verify codes (FAIL. . . . . . . . . . . . . . . 33. . . . . . . . . . . . . . . . . . . . . . . . . . . 30. . Spoilers . . . . DLC . . . . . 55_ 32. . . . . FLT. . . . . . .NAVAIR 01-F14AAP-1B During night operations. . . . Directional control .

. 37. . . . . . . BOMB 47. . . . . . DCP . . . . . . . . . . . . . . . . . . MASTER TEST switch . EMERGENCY WING SWEEP handle . . . . DCP . . . . . . . . . . . RFCC. . . . . . . . . . DFCS BIT (IBIT RUN) (coordinate with RIO and plane captain) 40. AUTO 231 . . . . . . Maneuver flaps . . . . . . . . . . . . UP 43. . . . . . . . MASTER TEST switch . . . . . . Clear codes (FAIL & FLT) 42. . Crack up 46. MAN 50_ CAUTION If wing sweep commanded position indicator (captain bars) does not stop at 50_. . . . AUTOPILOT switch . Initiation of OBC/IBIT with this condition will result in invalid IBIT indications. . . . . immediately select AUTO with WING SWEEP switch. 68_ 48. WING SWEEP MODE switch . . . . 45. . EMERGENCY WING SWEEP handle . . . . . . . . . . . . . . . . ENGAGE 39. . . . WING SWEEP MODE switch . . . . . . . . . . . . . . . . . . . . . . . . Flaps and slats . Maneuver flaps . . . . . OV SW 49. . . or YFCC codes in the DCP FAIL group or with an inoperative DCP display. . IBIT) 41. . .NAVAIR 01-F14AAP-1B Aircraft shall be considered down with PFCC. . . . . . . . . . . . . . . . . . . . . . DFCS BIT (IBIT ARM) 38. . . . . Verify & record codes (FAIL. . . FLT. . Down 44. WING SWEEP MODE switch . . . .

. . . 232 . . . . . . . . . . . . . . . . . . .NAVAIR 01-F14AAP-1B 50. . 1. . . . CAINS/WAYPT (CV Ops) TAC (Shore Based) After CDNU SELF TEST complete: 4. . . . . . Displays . . . . . . BOTH 52. SET/RESET mode 60. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARA-63 . STBY Verify AWG-9 COND light illuminated. . . . . . . . . . . . . . . . . . . . ANTI SKID SPOILER BK switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HUD-VIDEO . . . . . . . . ANTI SKID SPOILER BK switch . . . . . . ANTI SKID . . . . . BIT 57. . . . . . . . . . . . . . . . . . . . . . . . . . . . Altimeter . . . . . DATA LINK Mode . Tacan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DATA LINK . . . . . . . . . . . . . . . . . CDNU . . . . Depress Note CV checklist resumes. . Radar altimeter . . . . . . . . NAV MODE switch . . . . . . . . BIT 55. . . . . . OFF 54. . . . . . . . . . . . . . . . . . . . . . . . . Check POSTSTART — RIO Note The RIO will ensure that the EMERG GEN check is completed before commencing poststart procedures. . . . . . BIT 59. . . . . . . . Compass . . WCS switch . . . . . Check 56. Flight instruments . . . . . . . . . . . . . ON 2. . . . . Align 5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BIT 58. . . . . . . . . . . . . . . . . . MASTER RESET pushbutton . . . . . . . . . . . . . . . . . 51. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON 3. Check 61. . BIT 53. . . . . . . . . . . . . . . . . . . . . .

select HOLD 3 SEC. PTID power switch . . . . On and Set 11. . . . . . . . . . 16. . 233 . . . . . . . . . . . DECM knob . . STBY Observe IR NR light is illuminated for cooldown period (maximum of 17 minutes). . . . . . . . . . . . [T] IRLS switch . Verify pilot has OBC selected: a. . . . . . . . . . . . . STBY 17. . . . . . . . When STBY light goes out. . IR/TV power switch . . . . . . Communications . . . . Observe SAT display on PTID. STBY/IR/TV 10. . . . ON 7. The possibility of inadvertent stores release exists when this acronym is present. . . . . . . . . . . . . . 12. . . . . . . . . . . . . . . . . . . . . . . . AUTO BIT 2 . AWG-9 or AWG-9/AIM-54 Verify that AWG-9 COND light goes off and that AUTO BIT 2 is running 8. . . . . .NAVAIR 01-F14AAP-1B 6. . . . . . then ACT for OBC. . . . . . . LIQ COOLING switch . . . . . RDY Observe DATA/MAN V/H light illuminated. . . . . RADAR WARNING RCVR panel . . Verify Completed 18. . . . . . . . . . . Enter current POSITION/DATE/TIME 9. . . . . . [T] CPS system switch . . . . . b. . EGI 14. . . . . . . . . 13. . . . . . . . TACAN/EGI select switch . . . . . . . . . . aircrew must select maintenance display to determine type of failure in the AWG-15. . . . . . . CDNU . . . . . . . . . . . . STBY a. . . . . . . . . . Set 15. . . . . . . If CIA acronym is displayed in CM after completion of OBC. . . IFF MASTER knob . Observe failed acronyms on PTID in CM. . . .

. [T] PAN BIT check a. . . . . RUN Observe exposure interval of 1. . . . . . 234 . . .0 second. . . . . . 20. . . . . . . . . . . [T] V/H check: a. . . . . . . . . . . . . . . . . . . . . . . . . [T] PAN autocycle check a. . . Reset 19. 23. . . . . green PAN light illumination. . . . FILM switch . RUN Observe exposure interval of 1. . . . . FILM switch . VERT c. . Test Observe MAN V/H light is out. . . . . . . . 360 Knots/200 Feet b. . . . MANUAL 21. . . . . etc. . . . . . . . FP. . . Enter desired data. CTR b. 350 Knots/ 1. . . . OFF 22. . . . . . . . . . . . . . . . . .800 Feet b. . . . . . . OFF e. [T] Vertical frame check a. . . . . . . . . . . . . . . . . WP.0 second. . . . . . . . . . . . . Observe test completed on PTID. . . . . . . . V/H switch . . . . .NAVAIR 01-F14AAP-1B c. . check camera frame counter for proper operation. . . . . . . . . . . . . . . . . . . . . . . and check camera frame counter for proper operation. . . . . . . . . . . FRAME switch . . . . .0 second and frame camera green light illuminated. . . . . . . FILM switch . . . Manual V/H thumbwheel set . . . . . FRAME switch . . . BIT/RELEASE Observe exposure interval of 1. . . . . . . . . . . d. . . PAN switch . . . . . . d. Altimeter . . V/H switch . . . . . and counter decrease as five frames are exposed. . . . . . . . . . green PAN light illumination. . . . . . CDNU . . Manual V/H thumbwheel set . . . . . PAN switch . . . . . . . . c. . . . . . . . . .

. PTID controls . . . . . . . . . . and frame counter for proper operation. FILM switch . . [T] IR sensor check Note Before IRLS system check. . . . . . . . . d. . . FILM switch . . . OFF e. . . . . RUN Observe green IR LS light flashing at 5-second interval and check proper film counter operation. . Observe film counter movement by 1 foot. . . a. . green PAN light illumination. . Set 30. . . . . . . . . . . PAN switch . . . FILM switch . . . . . .500 Feet b. . . . . . . . . . . . . . . . . WFOV b. . . . IRLS switch . . . . . . . . d. . . . . FILM switch . . . . . . .0 seconds. . DDD . . . . . . . . . . RUN Observe exposure interval of 5. . . . . . . . Manual V/H thumbwheel set .NAVAIR 01-F14AAP-1B c. . . . . . . . . . . . . . . . . . . . Set 27. . .0 seconds. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LEFT or RIGHT Observe exposure interval of 2. . . . . . . . . . . . . . . . . DATA/ADF switch . . . . Multiple display indicator . . . . 350 Knots/600 Feet c. . . . . . . . . . . . . . . PAN go light illuminated. . Set 28. . . . . . . . . . . . . . Computer address panel . . . . CTR c. . STBY 26. . . . . and check camera frame counter for proper operation. . . . . . . . . . . . . . . . PAN switch . . . . . . . . . FILM switch . . . . . . BOTH 235 . . . . . . . . . . . [T] PAN pulse mode check a. . d. . . . . IRLS switch . . . . . . . . . . OFF 25. . Manual V/H thumbwheel set 350 Knots/13. . . . . . . . . . . . OFF 24. . . . . . OFF e. observe IR NR light is out following cooldown and BIT. . . . . . . . . . . . . . . . . . . . . . PAN switch . . . . . . . . . Set 29. . . . . . .

. . . . NOSE STRUT switch . . . . . . . . . . . . . . . . . . . . . . . . . . STBY 33. . . . . . . . . . . . . . . . . . . . . . . . . . . . Hand control panel . . . . . . . . . . . . . . . . . . . Notify pilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Program restart . . . . . . . . . . DDI BIT . . . . . . . . . . . . CANOPY DEFOG-CABIN AIR lever . Standby attitude gyro . . . . . . . . . . Erect 45. . . . Check Launch Bar Down 2. . . . . . . . . . . . . Ready To Taxi FINAL CHECKER (ASHORE) 1. OWN A/C groundspeed . . . . . After alignment is completed: a. . . . . . . . . . . . . . . . . . . MODE/PWR SWITCH . Check 42. . . Verify 40. . . . . . . . . . . . . . . . . . . . . Check RATS Advisory Light On. Test 38. . .NAVAIR 01-F14AAP-1B 31. . . . . . . . . . . . . . . . . . DEST data . . AAI control panel . . . . . . Set 32. Cycle 4. . MAG VAR . . . . . . . . . . EXTD 236 Change 2 . . . . . Test 37. . . . . NOSE STRUT switch . . . . . . . . . . KY-28/58 . D/L reply . . . . CABIN AIR 34. . . . PTID NAV mode . . . . Depress c. . . . . INS b. . . As Required 35. . LAUNCH BAR switch . Set 36. . . . . . . . . . . . . . . . . . . Check 41. . . . Indicator lights . . . . . . . DN. . . . Kneel. . . . . . . Hook . . . . . . BRG/DIST to destination . . Check 43. AN/ALE-47 DCDU. . . . . . . . . STBY/READY lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 39. . . . . . . . . . . . . . . . . . . . . . . As Required 44. . . . . . . . . . . Then UP 3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Then On Failure to cycle nosewheel steering following hook check will permit nosewheel steering centering to remain engaged and may cause mispositioning of the launch bar during catapult hookup. . Failure to notify CV OPS may result in damage to the ship’s arresting gear or aircraft tailhook assembly structure. . . Cycle Off. . . . Nosewheel steering . . DN on Director’s Signal Check RATS Advisory Light On.NAVAIR 01-F14AAP-1B FINAL CHECKER (ABOARD CV) 1. . . . . . . . . . . . Then Up CAUTION Carrier operations with an inoperative RATS will increase wind-over-deck requirements. . . . This can result in launch bar disengaging from shuttle during catapult stroke. Hook . . 237 . . 2. . . . . . .

. . . . . . . Safe TAXI — RIO 1. . . . . . 4. . . . Ordnance . . . . . Release 2. . . .NAVAIR 01-F14AAP-1B TAXI — PILOT CAUTION Taxiing with the left engine secured is not authorized. . . . . . . . . . . . . Parking brake . . . . Brakes . . . . . . . . Check 5. . Perform BIT confidence checks 2. . . . . . . . . . . . . . . . . . . . OWN A/C groundspeed . Check on ECMD 3. . . . . . . . . . . . . . . . . . . Check 238 . . . . . . . Check 4. . . 3. . . 2. . . . . . . . . . . . . . 1. . . . . . . . . . . . . . . . Nosewheel steering . . . . . . . Turn-and-slip indicator . . . . . . . . . . . . . . . . Check 3. . . . . . . . . . Normal braking and nosewheel steering control will be lost if the hydraulic transfer pump (BIDI) fails while taxiing with the left engine secured. [T] Own A/C altitude . . 1 if not previously checked and record results on BER form. . . . . . . .

TOTAL WINGS/EXT AFT AND LEFT FORWARD AND RIGHT FEED TANKS FULL BINGO SET. “ATLS” 7. HANDLE IN CLOSE POSITION” 4. “CANOPY CLOSED. STRAPPED IN SIX WAYS” 5. HANDLE IN CLOSE POSITION” “ARMED TOP AND BOTTOM.NAVAIR 01-F14AAP-1B TAKEOFF CHECKLIST RIO CHALLENGE 1. AUTOlb” TRANSFER DUMP OFF. LIGHT OUT. “STAB AUG” 6. ACCUMULATOR PRESSURE UP” “NORMAL FEED. LIGHT OUT. STRAPPED IN SIX WAYS” “ALL ON” “ON” “ALL IN” “OFF” “NORMAL” Change 2 239 239 . PILOT/MCO IN WINDOW (as indicated). ALL CIRCUIT BREAKERS SET” 8. “BRAKES” 2. “MASTER TEST SWITCH” 9. STRIPES ALIGNED. 3. TRANSFER CHECKED. “FUEL TOTAL PILOT REPLY CHECK OK. SEAL INFLATED. “BIDIRECTIONAL” “CLOSED. “SEAT — ARMED TOP AND BOTTOM COMMAND EJECT (as briefed). LOCKS ENGAGED. LOCKS ENGAGED.

0” (field) AS REQUIRED (CV) “LOCKED” “FREE. “TRIM” 15. “HARNESS — LOCKED” 16. “COMPASS. “SPOILERS AND ANTISKID” “20°. “FLAPS AND SLATS” (visually checked) 13.NAVAIR 01-F14AAP-1B RIO CHALLENGE 10. “ALL WARNING AND CAUTION LIGHTS OUT” 18. SPOILER BRAKES SELECTED” (field) “SPOILER MODULE ON. FULL SPOILER DEFLECTION.0. BOTH LIGHTS OUT” AS REQUIRED “SPOILER MODULE ON. “CONTROLS” (RIO visually check for full spoiler deflection) 17. HYDRAULICS 3. “WINGS” (visually checked) 12. ALTIMETER SET (LOCAL SETTING) ” CV — Approaching CAT on Director’s Signal 11. LEFT AND RIGHT. STANDBY GYRO ERECT. SPOILER BRAKES OFF” (CV) “0. AND ALTIMETER” PILOT REPLY “COMPASS SYNCHRONIZED. AUTO. GOOD TURN NEEDLE.000 PSI” “ALL WARNING AND CAUTION LIGHTS OUT” 14. 33_ AFT STICK. TURN NEEDLE. “ANTISKID/SPOILER BRAKES” ASHORE — In Takeoff Position “BOTH” (if operable) 240 Change 3 . STANDBY GYRO.

. . Run Failure of the CIA class I OBC to run could be an indication of shorted master arm circuitry and possible failure of the LAU-7 detent to engage. . . . . . . . . . . . . . . . . . . . . . Altimeter . . . . . . . On/BIT Check 8. . . . . As Desired 5. . . . . . . . . Compass/BDHI . . . . . . Radar altimeter . . . . . . Safe 10. . . . . . . . . . ANTI-ICE switch . . . . . . . . Check 9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Armament . . . . . . . . . . . As Desired 3. AUTO/OFF 12. . . Set 7. . . . . . . . . . . . . . . . . Check With Mag Compass 4. . Wing-sweep mode switch . CANOPY DEFOG/CABIN AIR lever . BOTH (if operable. . . . . . . . . HOOK/HOOK BYPASS . .000 feet (whichever occurs first): 1. . . . In-flight OBC . . . . . . . Exterior lights . . . . . . . . . . DEFOG 11. . . . . . . . . . . . . . . . . Check 3. . . . . . . . . . . . . . . . Cabin pressurization . . . . . . ANTI SKID SPOILER BK switch . . resulting in inadvertent AIM-9 separation from the aircraft during an arrested landing. . . . .NAVAIR 01-F14AAP-1B ASCENT CHECKLIST At level-off or 15. . . . . . . . . . . Check 2. . . . . . . . . . . . . . Set 13. ON/BIT Check 241 . . . . . . . PRELAND AND DESCENT 1. . . . . . . . . PDCP . . . . . . . . . . . . . . . . . . . . . Fuel quantity and distribution . . . . . . CV-OFF) 6. . . . . . . . . . . . . Fuel transfer . . . . . . . . . As Desired 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARA-63/ACLS . . .

DECM switch . . . 19. . . . . . . . . . . . . 17. STBY or XMT (pulse) The RIO should place WCS switch to STBY or XMT (pulse) on final approach to prevent unnecessary exposure of flight deck personnel to RF radiation hazards. . . WCS switch . . . . OFF If LAU-7 mounted stores are loaded. Pull 18. . . perform step 17. [T] Resolution run . . . 6D3) . . . . . . . AN/ALE–47 DCDU. STBY 15. .NAVAIR 01-F14AAP-1B 14. . . . . . . . Completed 242 Change 2 . . . . . . . . . perform steps 16 and 17 with the aircraft in a safe area and headed in a direction where inadvertent gun firing would not cause damage. . . MODE/PWR SWITCH . 16. WEAPON SELECT . . . . . . . . . . . . . . . . . . . . . . . . STA 1/8 AIM-9 REL PWR cb (6D4. . . . Cycle to GUN. Then OFF If HOT TRIG light illuminates with MASTER ARM switch OFF or CI/PSU acronym was displayed during in-flight OBC.

. . . . . . Wing-sweep mode switch . . . . . . . . . 20. . . . . . . . . . . . . . . . . . . DLC . . . . IR door to close. . . Three DN (check transition light out) 3. . . . . . . .NAVAIR 01-F14AAP-1B Note Before reconnaissance system shutdown. . . . . . 21. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wheels. . Harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Brakes . SAS . . . . . [T] IRLS switch . . . Flaps . . . . . . . . delay 15 seconds for sensor shutdown. . . . . Full DN 5. . . . . . . . . . [T] PAN switch . . . . . . . . . . 22. . . . . . . . . Locked 8. . . . . . . [T] CPS system switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Checked 6. . . . . . . . . . . . . . EXT (out) 9. . . . . . 23. . . . . . . . . . . . OFF OFF OFF OFF CAUTION Before selecting system switch to OFF. Hook . . . . . . . . . . . . . . . . ON 4. . . . . . As Desired 7. Fuel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . and mount to drive to vertical. Check 243 . . . . . . . . . . . [T] FILM switch . . . . . . . . . 24. . . . . . . . . . . . . . Check 10. . . . . . . . . . . . . . . . . run film leader to protect target imagery from inadvertent exposure during film download. . 20° AUTO 2. . . OFF LANDING CHECKLIST 1. . . . . [T] FRAME switch . . . . . . . . . Speedbrakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANTISKID SPOILER BK switch . . . DCP . . . . . . . . . . . . . . . Ejection seats . . . . . . . . . . . . OV SW 6. UP 4. . . . . . . . . Ordnance . . . . . . . 14. SHUTOFF (after BIDI check) 10. . OFF 15. . . SAFE (coordinate with RIO) 11. . . . . . . . . . . . . OFF 7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 3. . . . . . . . . OXYGEN switch . turn oxygen off. . . . . 5. . . . . . . . . . . . . . . . . . . . . . . . . Wheels . . Chocked 13. . . . . . . Flaps and slats . . . . . . . . EMERGENCY WING SWEEP handle . . OFF After removing mask. . . . . . . . . . . . . . .NAVAIR 01-F14AAP-1B POSTLANDING — PILOT 1. . . . . . . . . . . . . . . . . . . . . . Right throttle . . . . . . . . . . . . HYD TRANSFER PUMP switch . . UHF FUNCTION selector . . . . . FLT. . . . Speedbrake switch . . . . . . 244 . WING SWEEP MODE switch . . . . . Verify & record codes (FAIL. . . . . . . . . . . . . . Pull CAUTION Do not pull parking brake subsequent to a field landing if the brakes have been used extensively. . . . . . . . . . . . . . . . . BOMB CAUTION Ensure that emergency WING SWEEP handle and wings move to 55_. . . . . . IBIT) 8. . . . . . . . . . . . RET 2. Dearm (field) 12. . Avionics . OFF 9. . . . . Parking brake . . . . . . . .

OFF (alert RIO) 19. . . OFF 6. . 9. . EJECT CMD indicator . . LIQ COOLING switch . Cage 18. . . . . . . . . . . . . . . . . CANOPY handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 13. . . . . . EMERG generator switch . . . . . . . . Then OFF 5. . . . 8. . . . . . . . . . . . . . . . . OXYGEN switch . . Cage 15. . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 11. . . . . . . . . . . . . . . Verify PILOT 21. . . . . . . . Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10. . IR/TV power switch . . . . . . . . WCS . Mode 4 Hold. . OFF 20. . . . . RECORD BLENDED/ GPS/FREE INERTIAL POS Record RNAV page data after aircraft parked. . . . . . . . . . . . . . . . . . . . . . Safe 2. Radar beacon . . . . Left throttle . . . . . . Standby attitude gyro . . . . . IFF . . . . . . . . . . . . . . . . . OFF 4. . . . . . . . . . . . . . . . . . . . OFF 16. . . . . . . . . EJECT CMD lever . . . OFF 17. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .NAVAIR 01-F14AAP-1B 16. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Requires at least 20 seconds to allow tape to unthread prior to removal of electrical power. . . . RECORD switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Data link . . . . . . . . . . . . . . . . . OFF 17. . . . . Ejection seat . . . . . . . . . OFF 7. . . . . . . . . . . . . . . . . . . U/VHF MODE selector . Standby attitude gyro . . . . . . . . . . . [T] CPS switches . . . OFF Requires 10 seconds to restore history data prior to removal of electrical power. . . . . . . . . PILOT 3. . . . . . . . . . . . . . . . . . . . . . . CDNU . . OFF 14. . PTID power switch . . . . . . . . . . . . . . . . . . . . DECM switch . . . . . . . . . . . . NAV MODE switch . OFF 245 . . . OFF 12. . . . . . . . . OPEN (alert RIO) POSTLANDING — RIO 1. . . . . . . . . .

. . . . . . . . . normal brake operation may not be available following release of the parking brake if the brakes are still hot. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20. . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY or OFF 3. . . . . . . WING/EXT TRANS switch . . . OPEN Alert pilot. . . . . Flightcrew . Report . . . . . Available 2. . . . . . . . . .NAVAIR 01-F14AAP-1B 18. . . . . . . . . . . OFF 246 . . . . . . . . FUS EXTD/ ALL EXTD (as desired) 7. . As Desired 8. . . . . . . . . RET 9. . . . . . . . . . REFUEL PROBE switch . . . . . Fire extinguishing equipment . . . . . . . . . Wheels . . . . . . . . . . REFUEL PROBE switch . . . . . . . . All emitters . . . . . . . . Right throttle . . . 6. . . . . . . . . . . . . . . . . . . . . . . Ready for Shutdown After shutdown of both engines: 19. . . . . Pull CAUTION If heavy braking is used during landing or taxiing followed by application of the parking brake. Check for normal brake operation after releasing the parking brake and before commencing taxiing. . . . . . . CANOPY handle . . . . . . . . . . . . . . . . . . . . . . Chocked 5. . . . Egress HOT REFUELING PROCEDURES 1. . . . . . Parking brake . . . . . . . . . . . OFF 4. . . . . . . . . . . . WING/EXT TRANS switch . . . . . .

ASYM LIMITER switch . . . Throttle friction lever . . . . . . . . . . . . . . . . . . . . . OFF 8. . . . . . . . . Flightcrew . . . . . . . . . . . THROTTLE MODE switch . . . [T] CPS system switch . . . ENG MODE SELECT switch . . . . . . . . . . . . WCS switch . . NORMAL 3. . . . . . . . . . . . . . . . . Parking brake . Flightcrew . . . . . . . . . HYD TRANSFER PUMP switch . . . OFF 6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRI 10. . . . . . . . . . . . . . Flightcrews . . . Strap In 247 . . . . . . . . . . SAFED. . . . Remain strapped in HOT SWITCH PROCEDURES 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .NAVAIR 01-F14AAP-1B ON-DECK. . . . . . . . . . . CMD — PILOT 5. . Throttle friction lever . . . . . . . Unstrap 14. . . . . . . . . OFF 4. . . . . . . . . . . . . . . . . Ejection seats . . . . . . . . . . . . . . . . . . INC 4. . . . . PULL 2. . . . . . . . . . . . . MAN 11. . . . . . . . . . . . . . . . . . . . . . ON (guard down) 9. . . . . . . Parking brake . . . RECORD switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Switch 17. . . . . . . . . . . MAN 3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CANOPY handle . . Check for FOD 15. . . . . . . . . . IR/TV power switch . . . . . . . . . . . . . . . . . . . . . . OFF 5. . . . . . . . . . . . . . . . . . . . Increase 12. . . . . Ejection seats . . . . . . . . . . . . Left throttle . Cockpit . . . 1. . . . . . THROTTLE MODE switch . . Flightcrew . . . . . the following procedures should be used. Pull 2. . . . . . . OFF 7. . . . . . . . . . Safe 13. MAINTENANCE TROUBLESHOOTING CAUTION To ensure a safe in-cockpit maintenance troubleshooting evolution. . . . . . . . . . . . OPEN 16.

. . . . . . . . . . . . AIR SOURCE pushbutton . . . . . . . . . . . . 1. Wing-sweep mode switch . . . . . . . . . . STBY CAUTION Ensure that TARPS maintenance personnel have loaded sensors and cleared aircraft before initiating power to TARPS pod. Left engine . . . . . . . . . . . . . . . . . . . STBY 2. . . . . . . . . . . . . . . . . Start 24. Check OFF 3. . . . . . WCS switch . . . . . . . Recommended Down When clear of the drogue: 1. As Desired 23. . . . . . . . . . Visors . . . . . . AUTO 248 . RET 2. . . . . . . . . . . . . . . . . . . . Ejection seats . . . . . . . . . . . . . . . . . . . Armed 19. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WCS switch . . . . . . . As Desired (transition light out) 6. REFUEL PROBE switch . . . . . . L ENG 5. . . . . . . . . . . . . . . REFUEL PROBE switch . . . . . . . Probe transition light . . . FIRE DET/TEST . . . . . DUMP switch . . . . . . . . . . . . . . . . . . . . . . . . . THROTTLE MODE switch . . . AIR SOURCE pushbutton . . . . . . . . . . . CLOSE 20. . . . . . . . . . . . . OFF 4. . Throttle friction lever . . . . . . . . . . . . . . . . 25. . . . . Arming switches . . . . BOOST 22. . . . . . . . . . . . . . . . . . . . . . . .NAVAIR 01-F14AAP-1B 18. . . . . . . . Wing-sweep mode — MAN/ wing-sweep angle . . . . . . . . BOTH ENG 4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RDY IN-FLIGHT REFUELING CHECKLIST The in-flight refueling checklist shall be completed before plug-in. CANOPY handle . . . . . . . . . . . As Desired 7. . . . . . . Safe 3. . . . . TEST 21. . . . . . . . . . . . . . . . [T] CPS system switch . . . . . . . . . .

000 150 140 40 0 20 65.000 159 149 40 0 20 72.000 168 158 40 TAKEOFF SPEED AND GROUND ROLL DISTANCE — FLAPS UP 249 .NAVAIR 01-F14AAP-1B WING LE = 20_ MILITARY POWER AIRCRAFT CONFIGURATION: ALL DRAG INDEXES 0_ FLAPS GEAR DOWN DISTANCE IN FEET PRESSURE ALTITUDE (FEET) RUNWAY TEMP _F 20 59 90 120 20 59 90 120 20 59 90 120 20 59 90 120 20 59 90 120 20 59 90 120 20 59 90 120 20 59 90 120 20 50 90 120 SEA LEVEL 2070 2255 2510 2990 1630 1790 2000 2400 1315 1455 1635 1970 2650 2900 3225 3845 2110 2325 2605 3125 1725 1915 2155 2590 3330 3635 4065 4865 2665 2950 3320 3995 2190 2450 2765 3340 4000 2810 3060 3440 4105 2245 2465 2305 2780 1835 2030 2305 2780 3615 3940 4430 5325 2925 3210 3630 4385 2420 2670 3035 3680 4560 4960 5600 6780 3725 4085 4635 5640 3110 3425 3905 4770 8000 3875 4225 4770 5720 3140 3455 3285 3970 2605 2880 3285 3970 4995 5450 6170 7460 4095 4505 5130 6230 3425 3790 4335 5285 6300 6875 7830 9545 5225 5740 6570 8040 4405 4870 5595 6875 HEADWIND (KNOTS) 0 GROSS WEIGHT (POUNDS) TAKEOFF SPEED (KNOTS) ROTATION SPEED KNOTS ENGINES (2) F110-GE-400 HARD DRY RUNWAY DATE: JANUARY 1990 DATA BASIS: ESTIMATED BASED ON FLIGHT TEST 20 58.

NAVAIR 01-F14AAP-1B WING SWEEP CG = 6% AIRCRAFT CONFIGURATION: ALL DRAG INDEXES 35_ FLAPS GEAR DOWN DISTANCE IN FEET PRESSURE ALTITUDE (FEET) RUNWAY TEMP _F 20 59 90 120 20 59 90 120 20 59 90 120 20 59 90 120 20 59 90 120 20 59 90 120 20 59 90 120 20 59 90 120 20 59 90 120 SEA LEVEL 2535 2775 3125 3850 2000 2210 2505 3100 1620 1800 2055 2555 3245 3555 4030 4990 2585 2860 3260 4055 2115 2350 2695 3365 4130 4515 5160 6475 3325 3665 4215 5315 2740 3040 3510 4445 4000 3595 3925 4475 5585 2885 3170 3640 4565 2365 2620 3020 3805 4630 5060 5820 7405 3750 4130 4775 6105 3105 3440 3995 5125 5940 6500 7570 9855 4855 5350 6265 8200 4050 4485 5275 6930 8000 5190 5690 6590 8460 4225 4665 5435 7010 3510 3900 4565 5910 6785 7440 8755 — 5575 6155 7280 9690 4665 5185 6160 8225 8836 9710 — — 7325 8100 9800 — 6175 6870 8345 — HEADWIND (KNOTS) 0 GROSS WEIGHT (POUNDS) TAKEOFF SPEED (KNOTS) ROTATION SPEED KNOTS ENGINES (2) F110-GE-400 HARD DRY RUNWAY DATE: JANUARY 1990 DATA BASIS: ESTIMATED BASED ON FLIGHT TEST LE = 20_ MILITARY POWER 20 58.000 152 142 40 0 20 65.000 FEET TAKEOFF SPEED AND GROUND ROLL DISTANCE — FLAPS DOWN (Sheet 1 of 2) 250 .000 168 158 40 DISTANCES NOT SHOWN EXCEED 10.000 160 150 40 0 20 72.

000 132 122 40 0 20 65.NAVAIR 01-F14AAP-1B WING SWEEP LE = 20_ MILITARY POWER CG = 16.2% AIRCRAFT CONFIGURATION: ALL DRAG INDEXES 35_ FLAPS GEAR DOWN DISTANCE IN FEET PRESSURE ALTITUDE (FEET) RUNWAY TEMP _F 20 59 90 120 20 59 90 120 20 59 90 120 20 59 90 120 20 59 90 120 20 59 90 120 20 59 90 120 20 59 90 120 20 59 90 120 SEA LEVEL 1795 1960 2200 2640 1370 1510 1710 2060 1080 1200 1365 1655 2340 2550 2860 3475 1810 1995 2250 2750 1450 1605 1820 2335 2940 3215 3625 4425 2300 2540 2885 3540 1855 2060 2355 2900 4000 2500 2730 3065 3745 1945 2140 2420 2975 1555 1730 1960 2420 3270 3570 4045 4980 2575 2835 3230 4005 2085 2310 2645 3295 4150 4540 5155 6425 3305 3645 4165 5220 2695 2995 3440 4325 8000 3535 3875 4390 5415 2795 3090 3520 4365 2270 2525 2890 3600 4690 5125 5860 7340 3755 4135 4760 5990 3080 3415 3945 4985 6015 6580 7585 9665 4865 5365 6215 7960 4020 4460 5195 6680 HEADWIND (KNOTS) 0 GROSS WEIGHT (POUNDS) TAKEOFF SPEED (KNOTS) ROTATION SPEED KNOTS ENGINES (2) F110-GE-400 HARD DRY RUNWAY DATE: JANUARY 1990 DATA BASIS: ESTIMATED BASED ON FLIGHT TEST 20 58.000 140 130 40 0 20 72.000 147 137 40 TAKEOFF SPEED AND GROUND ROLL DISTANCE — FLAPS DOWN (Sheet 2) 251 .

0 15.0 13.0 SEA LEVEL COMBAT CEILING 5.0 SEA LEVEL COMBAT CEILING 6. .0 AIRSPEED INDICATOR FAILURE 252 .0 6. .0 8.0 14. . DLC ENGAGE FULL FLAP.NAVAIR 01-F14AAP-1B FLIGHT CONDITION CATAPULT (15 KNOTS EXCESS) TRANSITION FROM CATAPULT MILITARY POWER CLIMB ALL DRAG INDEXES MAXIMUM POWER CLIMB ALL DRAG INDEXES CRUISE AT ALTITUDES BELOW 20.5 MRT AB ANGLE-OF-ATT ACK UNITS 14.0 8.5 9.000 FEET (ALL GROSS WEIGHTS) DRAG INDEX = 8 DRAG INDEX = 100 CRUISE AT OPTIMUM ALTITUDE DRAG INDEXES MAXIMUM ENDURANCE ALL DRAG INDEXES ALL ALTITUDES IDLE 250 KNOTS MAXIMUM RANGE GEAR AND FLAPS EXTENSION SAFE GEAR EXTENSION (FLAPS UP) AT 280 KNOTS SAFE FLAP EXTENSION (GEAR DN) AT 225 KNOTS APPROACH CCA/GCA PATTERN. . 220 KNOTS.0 10. CONFIGURATION 8 (4) AIM-7 100 (6) AIM-54 (2) 267-gallon external tanks 13.0 9.0 8.0 9.0 10. DLC STOWED. 54.0 15.0 9. AND NO FLAP SINGLE ENGINES/SEC: FULL FLAP (CV ONLY) NO FLAP (FIELD ONLY) DRAG INDEX . FINAL ON SPEED APPROACH (GEAR DN): TWO ENGINES (ALL FLAPS CONFIGURATIONS) SINGLE ENGINES/PRI: FULL FLAP.0 9.000 POUNDS.0 15. GEAR UP. . FLAPS UP.

7 IMN T .000/215 25 46.000/235 199 34.000/230 149 ALT/SPEED TIME (MIN) 31. N 14.000 8.000/210 150 30.000/220 82 34.73 TO 250 KIAS S 2 252 0.000/215 65 ALT/SPEED TIME (MIN) 32.000 56.000/220 136 29.7 IMN T .000/230 125 32.000/225 215 27.000/215 89 30.000/210 162 30.000 14.000/200 23 29.000/220 56.000/240 231 31.000/225 108 ALT/SPEED TIME (MIN) 31.000 13.000/200 78 27.000 10.000/225 201 31.000/220 75 34.72 IMN 0 N 14.000 20.000/215 188 29.000/205 139 30.000/190 23 150 51.000/220 203 29.000 0.7 IMN T .73 IMN 0 N 0 51.000/225 173 27.000 29.000/215 56.000/220 46.000/220 220 29.000/210 82 30.000/215 21 46.000/230 136 32.73 TO 250 KIAS S 2 234 0.000/210 23 46.000/205 22 32.000/205 25 29.000/215 118 28.7 IMN T .000/235 213 30.000 0.000/220 148 28.000/215 177 32.000/220 69 29.000/200 29 13.000/205 71 15.000 16.000/220 161 31.000/235 172 30.000/200 84 32.000/225 116 32.000/215 126 29.000/230 231 27.000/215 20 0-F52P 8 0 TWO-ENGINE MAXIMUM ENDURANCE ON STATION 253 0.000/205 130 30.000 0.000/230 159 34.000/230 232 27.73 TO S 250 KIAS 25 219 0.000 ALT/SPEED TIME (MIN) 15.000/225 186 27.000/225 202 27.000 4.000/205 98 32.000/195 27 ALT/SPEED TIME (MIN) 34.NAVAIR 01-F14AAP-1B CLIMB SCHEDU B DULE FUEL REMAINING — POUNDS DESCENT SCHED NT EDULE DRAG INDEX AG X LANDING WEIGHT LB 4000 8000 12.000/205 27 11.000/225 186 31.000 11.000/205 90 32.000/210 76 30.70 IMN 0.000/195 25 100 51.000/220 50 51.73 TO 250 KIAS S 2 273 .73 IMN 0 N 0.000 13.000/230 185 56.

000 ALT/SPEED TIME (MIN) 500/195 29 500/210 26 500/220 24 46.000 16.000 20.000/195 72 2.000/210 113 7.000 50 51.000/195 77 3.000/235 183 10.000/215 69 6.000/205 66 1.000/200 125 10.000/210 190 10.000/230 198 11.000/220 98 ALT/SPEED TIME (MIN) 12.000/205 70 2.000/220 112 12.000/220 142 6.000/215 72 7.000/215 128 9.000/205 134 10.43 IMN 0 N 0 51.000 500/190 28 ALT/SPEED TIME (MIN) 8.000/225 140 9.000 500/215 23 46.000/205 140 11.NAVAIR 01-F14AAP-1B CLIMB SCHEDU B DULE FUEL REMAINING — POUNDS DESCENT SCHED NT EDULE 250 KIAS 25 S 250 KIAS 2 S 250 KIAS 2 S 250 KIAS 2 S DRAG INDEX AG X LANDING WEIGHT LB 4000 8000 12.000/210 75 2.000 0.000/215 203 8.000 500/205 23 56.40 IMN 0.000/210 180 9.000/225 118 13.000/215 122 8.000/200 86 6.000/210 106 7.000/225 214 8.43 IMN 0 N 0.000 500/200 22 56.000/230 172 9.000/225 186 6.000/220 175 6.000/200 82 4.000 500/220 22 46.000/220 104 11.000/230 130 ALT/SPEED TIME (MIN) 12.000 500/210 25 56.000/225 152 10. N 500/195 24 150 51.000/215 217 9.000 500/210 21 0-F52P 8 0 SINGLE-ENGINE MAXIMUM ENDURANCE ON STATION 254 .000/225 199 7.000/215 64 5.000/215 191 8.000/220 173 8.000/220 165 7.000/200 117 9.000/210 78 3.000/230 162 46.000/230 160 11.000 0.000 0.000/210 156 8.00/220 152 6.000 56.42 IMN 0 N 500/195 26 100 51.000/215 60 ALT/SPEED TIME (MIN) 13.000/210 168 8.000/215 234 10.

35_ FLAP.NAVAIR 01-F14AAP-1B DATE: SEPTEMBER 1987 DATA BASIS: FLIGHT TEST FUEL GRADE: JP-5 FUEL DENSITY: 6. ALL DRAG INDEXES.8 lb/gal. GEAR DOWN EMERGENCY OPERATION (WING SWEEP LESS THAN OR EQUAL TO 50_) AIRSPEED CORRECTION TO BE ADDED TO DLC STOWED APPROACH SPEED AUXILIARY FLAPS RETRACTED (KIAS) 6 14 20 25 30 ALL FLAPS/SLATS RETRACTED (KIAS) 27 33 38 44 49 SLAT RETRACTED MANEUVER FLAPS EXTENDED (KIAS) 22 28 33 39 44 WING SWEEP (_) 20 25 30 35 40 LANDING APPROACH AIRSPEED (15 UNITS AOA) (SHEET 1 OF 2) 255 .

NAVAIR 01-F14AAP-1B EMERGENCY OPERATION (WING SPEED GREATER THAN 50_) AIRSPEED CORRECTION TO BE ADDED TO DCL STOWED APPROACH SPEED WING SWEEP (_) 51 60 68 15 UNITS AOA (KIAS) 55 58 60 17 UNITS AOA (KIAS) 45 48 50 LANDING APPROACH AIRSPEED (15 UNITS AOA) (SHEET 2) 256 .

000 126 SEA LEVEL ENGINES (2) F110-GE-400 IDLE POWER DATE: JANUARY 1990 DATA BASIS: ESTIMATED BASED ON FLIGHT TEST PRESSURE ALTITUDE (FEET) GROSS WEIGHT (LBS) TOUCHDOWN SPEED (KNOTS) LANDING DISTANCE GROUND ROLL — FLAPS DOWN (Sheet 1 of 2) 257 .000 134 SEA LEVEL 8000 4000 45.NAVAIR 01-F14AAP-1B MAXIMUM BRAKING — HARD DRY RUNWAY WING LE = 20_ AIRCRAFT CONFIGURATION: ALL DRAG INDEXES ALL DECELERATION DEVICES FULL ANTISKID BRAKING 35_ FLAPS. GEAR DOWN DISTANCE IN FEET RUNWAY TEMP _F 20 59 90 120 20 59 90 120 20 59 90 120 20 59 90 120 20 59 90 120 20 59 90 120 HEADWIND (KNOTS) 0 2065 2230 2360 2485 2355 2545 2695 2845 2735 2955 3130 2290 2290 2475 2620 2760 2620 2830 3000 3160 3045 3290 3480 3665 10 1775 1930 2050 2170 2050 2230 2370 2505 2405 2610 2775 1990 1990 2160 2295 2430 2300 2495 2650 2805 2695 2925 3105 3280 20 1550 1690 1805 1915 1805 1965 2095 2225 2130 2325 2475 1745 1745 1905 2030 2155 2035 2215 2365 2505 2400 2620 2790 2955 30 1360 1490 1595 1700 1600 1750 1870 1990 1905 2080 2225 1545 1545 1690 1810 1925 1815 1985 2120 2255 2155 2360 2520 2675 40 1210 1330 1425 1520 1425 1570 1680 1790 1710 1875 2010 1375 1375 1515 1625 1730 1625 1785 1915 2040 1950 2135 2290 2435 8000 4000 50.

NAVAIR 01-F14AAP-1B MAXIMUM BRAKING — HARD DRY RUNWAY WING LE = 20_ AIRCRAFT CONFIGURATION: ALL DRAG INDEXES ALL DECELERATION DEVICES FULL ANTISKID BRAKING 35_ FLAPS. GEAR DOWN DISTANCE IN FEET RUNWAY TEMP _F 20 59 90 120 20 59 90 120 20 59 90 120 20 59 90 120 20 59 90 120 20 59 90 120 HEADWIND (KNOTS) 0 2525 2730 2890 3050 2895 3130 3315 3495 3365 3635 3850 4055 2775 3000 3180 3350 3185 3445 3650 3845 3700 4000 4415 4815 10 2210 2400 2555 2700 2560 2775 2950 3120 2995 3255 3455 3650 2445 2655 2820 2985 2830 3075 3265 3450 3315 3600 3985 4355 20 1995 2130 2270 2410 2275 2480 2645 2805 2690 2930 3120 3305 2170 2370 2525 2675 2535 2760 2940 3120 2990 3255 3615 3960 30 1740 1900 2035 2160 2040 2230 2390 2535 2426 2650 2830 3005 1940 2125 2270 2415 2280 2495 2665 2830 2710 2960 3295 3615 40 1555 1710 1855 1955 1840 2020 2165 2305 2200 2415 2585 2745 1750 1920 2055 2190 2065 2265 2425 2580 2470 2705 3015 3320 8000 4000 60.000 149 SEA LEVEL 8000 4000 55.000 141 SEA LEVEL ENGINES (2) F110-GE-400 IDLE POWER DATE: JANUARY 1990 DATA BASIS: ESTIMATED BASED ON FLIGHT TEST PRESSURE ALTITUDE (FEET) GROSS WEIGHT (LBS) TOUCHDOWN SPEED (KNOTS) LANDING DISTANCE GROUND ROLL — FLAPS DOWN (Sheet 2) 258 .

NAVAIR 01-F14AAP-1B
MAXIMUM BRAKING — HARD DRY RUNWAY WING LE = 20_
AIRCRAFT CONFIGURATION: ALL DRAG INDEXES INBD SPOILERS SPEED BRAKES FULL ANTISKID BRAKING 0_ FLAPS, GEAR DOWN DISTANCE IN FEET RUNWAY TEMP _F 20 59 90 120 20 59 90 120 20 59 90 120 20 59 90 120 20 59 90 120 20 59 90 120 HEADWIND (KNOTS) 0 2890 3120 3305 3485 3305 3570 3780 3985 3840 4145 4390 4625 3185 3440 3645 3840 3650 3940 4175 4400 4240 4605 5130 5660 10 2545 2760 2935 3105 2935 31 5 3385 3780 3440 3730 3960 4185 2825 3065 3255 3440 3260 3535 3760 3970 3820 4160 4650 5145 20 2260 2460 2625 2780 2625 2860 3050 3230 3100 3375 3590 3800 2520 2745 2925 3100 2930 3195 3400 3605 3455 3785 4240 4700 30 2020 2210 2360 2510 2385 2585 2760 2930 2810 3065 3275 3475 2265 2475 2645 2810 2650 2900 3095 3285 3145 3455 3880 4310 40 1820 1995 2140 2275 2140 2350 2515 2675 2555 2800 2995 3185 2045 2245 2405 2560 2410 2645 2830 3010 2880 3170 3565 3965 8000 4000 50,000 156 SEA LEVEL 8000 4000 45,000 148 SEA LEVEL ENGINES (2) F110-GE-400 IDLE POWER DATE: JANUARY 1990 DATA BASIS: ESTIMATED BASED ON FLIGHT TEST PRESSURE ALTITUDE (FEET) GROSS WEIGHT (LBS) TOUCHDOWN SPEED (KNOTS)

LANDING DISTANCE GROUND ROLL — FLAPS UP (Sheet 1 of 2)

259

NAVAIR 01-F14AAP-1B
MAXIMUM BRAKING — HARD DRY RUNWAY WING LE = 20_
AIRCRAFT CONFIGURATION: ALL DRAG INDEXES INBD SPOILERS, SPEED BRAKES FULL ANTISKID BRAKING 35_ FLAPS, GEAR DOWN DISTANCE IN FEET RUNWAY TEMP _F 20 59 90 120 20 59 90 120 20 59 90 120 20 59 90 120 20 59 90 120 20 59 90 120 HEADWIND (KNOTS) 0 3480 3760 3980 4295 3990 4475 4985 5485 5105 5860 6480 7085 3770 4360 4850 5335 4840 5570 6150 6720 6290 7180 7905 8600 10 3100 3360 3570 3865 3585 4035 4510 4975 4620 5320 5900 6470 3375 3920 4375 4825 4365 5045 5585 6120 5715 6545 7230 7885 20 2780 3030 3225 5500 3235 3655 4095 4530 4205 4855 5400 5930 3040 3540 3965 4385 3960 4590 5045 5595 5220 5995 6635 7250 30 2510 2740 2930 3180 2940 3330 3740 4145 3840 4450 4960 5460 2755 3220 3615 4005 3610 4200 4670 5155 4785 5515 6115 6695 40 2275 2495 2670 2910 2680 3050 3430 3810 3525 4100 4570 5040 2510 2940 3305 3670 3305 3855 4295 4735 4405 5090 5655 6205 8000 4000 60,000 171 SEA LEVEL 8000 4000 55,000 164 SEA LEVEL ENGINES (2) F110-GE-400 IDLE POWER DATE: JANUARY 1990 DATA BASIS: ESTIMATED BASED ON FLIGHT TEST PRESSURE ALTITUDE (FEET) GROSS WEIGHT (LBS) TOUCHDOWN SPEED (KNOTS)

LANDING DISTANCE GROUND ROLL — FLAPS UP (Sheet 2)

260

NAVAIR 01-F14AAP-1B

CIRCUIT BREAKERS AND SERVICING DATA
Index
Ac Essential No. 1 Circuit Breaker Panel (Right Side) (Panel No. 5) . . . . . . . . . . . . . . . . . . . . . . . . . . . 282 Ac Essential No. 2 Phase A Circuit Breaker Panel (Left) (Panel No. 3) . . . . . . . . . . . . . . . . . . . . 280 Ac Essential No. 2 Phase B and C Circuit Breaker Panel (Left) (Panel No. 4) . . . . . . . . . . . . . . . . . . . . 281 Ac Left Main Circuit Breaker Panel (Left Aft) (Panel No. 1 — Lower Segment) . . . . . . . . . . . . . . . . . . . . . 278 Ac Left Main Circuit Breaker Panel (Left Aft) (Panel No. 1 — Upper Segment) . . . . . . . . . . . . . . . . . . . . . . 277 Ac Right Main Circuit Breaker Panel (Left Aft) (Panel No. 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 279 Aircraft Servicing Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 292 Aircraft Servicing Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . 291 Circuit Breaker Alphanumeric Index . . . . . . . . . . . . . . . . . . . . . 263 Crosswind Chart . . . . . . . . . . . . . . . . . . . . . . . . . Inside Back Cover Dc Essential No. 1 Circuit Breaker Panel (Right Side) (Panel No. 6) . . . . . . . . . . . . . . . . . . . . . . . . . . . 283 Dc Essential No. 2 Circuit Breaker Panel (Right Aft) (Panel No. 7 — Lower Segment) . . . . . . . . . . . . 285 Dc Essential No. 2 Circuit Breaker Panel (Right Aft) (Panel No. 7 — Upper Segment) . . . . . . . . . . . . 284 Dc Main Circuit Breaker Panel (Right Aft) (Panel No. 8 — Lower Segment) . . . . . . . . . . . . . . . . . . . . . 287 Dc Main Circuit Breaker Panel (Right Aft) (Panel No. 8 — Upper Segment) . . . . . . . . . . . . . . . . . . . . . . 286 DFCS In–Flight Fault Matrix Cards . . . . . . . . . . . . . . . . . . . . . 301 Engine Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 289 Ground Refueling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 288 Hydraulic Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 290 Integrated Drive Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . 290 Pilot Ac Essential (Left Knee) Circuit Breaker Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 276 Pilot Dc Essential (Right Knee) Circuit Breaker Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 276 Pneumatic Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 290 Servicing Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 288

Change 2

261 261/(262 blank)

NAVAIR 01-F14AAP-1B

NAVAIR 01-F14AAP-1B
CIRCUIT BREAKERS ALPHANUMERIC INDEX
3F6 4F1 4F4 2I4 4B6 6D5 RB2 3C6 4C1 4C5 LF2 2I5 7E2 6A6 LG2 2I8 7E1 6A5 8A4 8G4 8G3 RC2 8B6 8B5 7C8 4B3 6C1 1C2 1C5 1C6 1I4 2G4 2H3 2I10 6B6 AC ESS BUS NO. 2 FDR PH A AC ESS BUS NO. 2 FDR PH B AC ESS BUS NO. 2 FDR PH C ACM LT/SEAT ADJ/STEADY POS LT ACM PNL LT/INS SYNC ACM PNL PWR AFCS/NOSE WHEEL STEER AHRS PH A AHRS PH B AHRS PH C AICS L AICS L HTR AICS L LKUP PWR/EMER GEN TEST AICS L RAMP STOW AICS R AICS R HTR AICS R LKUP PWR/ANTI-SKID AICS R RAMP STOW AIM-54 MSL AIM-7 L BATT ARM AIM-7 R BATT ARM AIR SOURCE CONTR ALE-47 CHAFF/FLARE DISP ALE-47 SEQ 1 & 2 SQUIBS ALPHA COMP/PEDAL SHAKER ALPHA HTR ALQ-126 DECM ALQ-126 PH A ALQ-126 PH B ALQ-126 PH C ALR-67 CMPTR ALR-67 RCVR PH A ALR-67 RCVR PH B ALR-67 RCVR PH C ALT LOW WARN

Change 3

263 263

NAVAIR 01-F14AAP-1B
CIRCUIT BREAKERS ALPHANUMERIC INDEX
8D1 8G1 8F5 3D7 7D6 1D2 1D5 1D6 2G3 2G6 2G7 8H6 1B3 1C4 1B6 3C3 7E3 4F5 7C1 7F3 8C2 8G2 1F2 1F4 1F5 1F6 2I1 7C2 RG2 7E1 7E7 5C4 6F7 8I6 7C7 AMC BIT/R DC TEST AMCS ENABLE AN/ALR-67 CONT AN/ARA-50 AN/ARA-50 AN/AWG-9 CMPTR PH A AN/AWG-9 CMPTR PH B AN/AWG-9 CMPTR PH C AN/AWG-9 PUMP PH A AN/AWG-9 PUMP PH B AN/AWG-9 PUMP PH C AN/AWW-4 AN/AWW-4 PH A AN/AWW-4 PH B AN/AWW-4 PH C ANGLE OF ATTK IND AC ANGLE OF ATTACK IND DC ANL ATTK TOTAL TEMP HTR ANN PANEL PWR ANN PILOT PANEL AUX PWR/TR-ADVSY ANN PNL/DDI DIM CONTR ANT LOCK EXCIT ANT SVO HYD PH A ANT SVO HYD PH B 2 ANT SVO HYD PH B 1 ANT SVO HYD PH C ANTICOLL/SUPP POS/POS LTS ANTI-ICE RAIN RPL/HK CONT ANTI-ICE/ENG/PROBE ANTI-SKID/R AICS LKUP PWR APN-154 APX-72 AC APX-72 DC APX-72 TEST SET ARA-63 ILS DC

264

NAVAIR 01-F14AAP-1B
CIRCUIT BREAKERS ALPHANUMERIC INDEX
3A6 4A3 4A5 6B3 6D1 8D7 4E6 1J2 8G6 LA3 1J1 8B7 7G3 6B7 5B5 5B4 5D5 5D4 5F5 5F4 3D3 7C6 4F6 7E8 7F6 7F2 4A4 8D5 7A1 7C5 8D4 LA2 LB2 ARA-63 ILS PH A ARA-63 ILS PH B ARA-63 ILS PH C ARC-159 NO. 1 ARC-159 NO. 2 ARMT GAS INGEST PWR AS/ARA–48 ANT ASW-27 (AC) ASW-27 (DC)/DDI AUTO PITCH DRIVE TRIM AUTO THROT AC AUTO THROT DC AUX FLAP/FLAP CONTR AWG-15 DC AWG-15 PH A NO. 1 AWG-15 PH A NO. 2 AWG-15 PH B NO. 1 AWG-15 PH B NO. 2 AWG-15 PH C NO. 1 AWG-15 PH C NO. 2 BARO ALTM AC BARO ALT/TURN SLIP BDHI INST PWR/TACAN AC BDHI/TACAN DC BINGO/OXY CAUTION BLEED AIR/L OIL HOT BLEED DUCT AC BRAKE ACCUM SOV CABIN PRESS CAN/LAD CAUTION/EJECT CMD IND CDNU CHAN 1 CADC PH A CHAN 1 CADC PH B

Change 2

265 265

1 EIG NO. 2 BUS FDR DC L TEST/RUDDER TRIM DC R TEST/AMC BIT DDI AC DDI/ANN PNL DIM CONTR DDI DC ASW-27 DFCS BUS FDR DISPLAY PWR DUMP/FUEL FEED DYHR UNIT ECS TEMP CONTR DC EGI EIG NO.NAVAIR 01-F14AAP-1B CIRCUIT BREAKERS ALPHANUMERIC INDEX LC2 LH2 3D1 8A5 1G2 1G3 1G6 8D2 7D5 3B7 4B2 4B5 6B5 7A2 7G7 8D1 1I1 8C2 8G6 7B1 7D8 RD1 8E7 7D4 8B1 6C3 6C2 5F3 7C5 8H4 6B2 6B1 7E2 CHAN 1 CADC PH C CHAN 2 CADC COMB HYD PRESS IND CONTR/DISPL SUBSYS CONTR/DISPLAY PH A CONTR/DISPLAY PH B CONTR/DISPLAY PH C COUNTING ACCEL/TARPS/FEMS CSDC CSDC PH A CSDC PH B CSDC PH C DC ESS NO. 2 EIG WHT LTS EJECT CMD IND/CAN-LAD CAUTION ELEC COOLING EMERG FLT HYD AUTO EMERG FLT HYD MAN EMER GEN TEST/L AICS LKUP PWR 266 . 1 FDR DC ESS NO.

NAVAIR 01-F14AAP-1B CIRCUIT BREAKERS ALPHANUMERIC INDEX 8I2 7G8 RB1 4C6 7D1 RG2 4D6 7F10 6A4 RE1 7A5 7G10 8D2 7C4 6C5 7C3 6C4 7G3 3E3 RE2 LD1 RF2 2A1 2C1 2E1 3D2 2H2 RD1 7F7 RC1 RG1 7F1 3F2 7D3 EMERG GEN CONTR ENG AFT FAULT ENG ANTI-ICE/VALVES ENG L OIL PRESS ENG OIL COOL ENG/PROBE/ANTI-ICE ENG R OIL PRESS ENG STALL TONE ENG STALL WARN LT ENG START EXHAUST NOZZLE/R ENG AFT CONT EXT LT CONTR FEMS/COUNTING ACCEL FIRE L DET LT FIRE L EXT FIRE R DET LT FIRE R EXT FLAP CONTR/AUX FLAP FLAP IND/TAIL/RUDDER FLAP/SLAT CONTR SHUT-OFF FLT CONTR AUTH AC FLT CONTR AUTH DC FLT HYD BACKUP PH A FLT HYD BACKUP PH B FLT HYD BACKUP PH C FLT HYD PRESS IND FORM/TAXI LT FUEL FEED/DUMP FUEL LOW CAUTION FUEL MGT PNL FUEL P/MOTIVE FLOW ISOL V (P-PUMP) FUEL PRESS ADVSY FUEL QTY IND AC FUEL QTY IND DC 267 .

NAVAIR 01-F14AAP-1B CIRCUIT BREAKERS ALPHANUMERIC INDEX 7E4 7F9 7F5 7F4 8F4 7G1 8D6 8C3 8B3 2H5 8B3 8I3 1B1 1B4 1B7 8C4 1F1 1D4 1E5 3C7 4C2 4C4 1A1 1A2 1A3 7E6 7G11 7E5 LD3 6F3 6F2 1I7 FUEL TRANS ORIDE FUEL VENT VALVE GEN L CAUTION GEN R CAUTION GND PWR/COOLING INTERLK GND ROLL BRAKING/SPOILER POS IND GND TEST GUN ARMED POWER GUN CLR/GUN CONTR PWR DC GUN CONTR PWR AC GUN CONTR PWR DC/GUN CLR GYRO PWR HSD/ECMD PH A HSD/ECMD PH B HSD/ECMD PH C HUD CAMERA DC HUD CAMERA PH A HUD CAMERA PH B HUD CAMERA PH C HUD PH A HUD PH B HUD PH C HV PWR SUP PH A HV PWR SUP PH B HV PWR SUP PH C HYD PRESS IND HYD PUMP SPOILER CONTR HYD VALVE CONTR ICE DET ICS NFO ICS PILOT IFF A/A AC 268 .

2 JETT 1 JETT 2 JULIET 28 L AICS L AICS HTR L AICS LKUP PWR/EMER GEN TEST L AICS RAMP STOW L AIM-7 BATT ARM L DC TEST/RUDDER TRIM L ENG AFT CONT/ARMT/RATS IND L ENG BACK-UP IGN L ENG OIL PRESS L FIRE DET LT L FIRE EXT L GEN CAUTION L MAIN XFMR/RECT L OIL HOT/BLEED AIR L PH A TEST/P. ROLL TRIM 269 . ROLL TRIM L PH B TEST/P.NAVAIR 01-F14AAP-1B CIRCUIT BREAKERS ALPHANUMERIC INDEX 8F6 7C7 3A6 4A3 4A5 7G9 4B6 5D3 5A1 1I2 8F3 4A2 8I1 8C6 6E3 6E2 7D7 LF2 2I5 7E2 6A6 8G4 7G7 7A4 5A4 4C6 7C4 6C5 7F5 1A5 7F2 3E6 4E2 IFF A/A DC ILS ARA-63 DC ILS ARA-63 PH A ILS ARA-63 PH B ILS ARA-63 PH C INBD SPOILER CONTR INS SYNC/ACM PNL LT INST BUS FDR INST LT INTEG TRIM AC INTEG TRIM DC INTRF BLANKER INTRPT FREE DC BUS FDR NO. 1 INTRPT FREE DC BUS FDR NO.

1 MLG HANDLE RLY NO. ROLL TRIM L PITOT STATIC HTR L TIT IND LCH BAR NLG STRUT ADVSY LIQUID COOLING CONTR AC LIQUID COOLING CONTR DC MACH TRIM AC MACH TRIM DC MANUV FLAP/WG SWP DRIVE NO. 2 MLG SAFETY RLY NO. 2 MONITOR BUS CONTR MOTOR FIRE A MOTOR FIRE B MSL AUX PH A MSL AUX PH B MSL AUX PH C MSL AUX SUBSYS MSL HTR PH A MSL HTR PH B MSL HTR PH C NAV PWR SUP PH A NAV PWR SUP PH B NAV PWR SUP PH C NFO CONSOLE LT NLG STRUT LCH BAR ADVSY 3 270 Change 2 . 1 MLG SAFETY RLY NO. 2 MASTER ARM MASTER TEST MECH FUZING STA 1/8 MECH FUZING STA 3/4 MECH FUZING STA 5/6 MLG HANDLE RLY NO.NAVAIR 01-F14AAP-1B CIRCUIT BREAKERS ALPHANUMERIC INDEX 4E5 4D1 3B1 7A3 2H10 8B4 LD2 RD2 LE2 6B4 8H5 8H3 8H2 8H1 7G5 7G4 6F5 6F4 8D3 8I5 8I4 1G1 1G4 1G7 8A1 2G2 2G5 2G8 1I3 1I5 1I6 2I2 7A3 L PH C TEST/P.

ROLL TRIM/L PH B TEST P. ROLL TRIM PH A R TEST PH B L TEST/P. ROLL TRIM/L PH A TEST P. ROLL TRIM/L PH C TEST P. ROLL TRIM PH C R TEST PILOT CONSOLE LT PILOT INST LT PITCH A AC PITCH A DC PITCH B AC PITCH B DC PITOT L STATIC HTR PITOT R STATIC HTR PLT ANN PNL AUX PWR/TR-ADVSY POS/ANTICOLL/SUPP POS LTS PROBE/ENG/ANTI-ICE PROBE LT R AICS R AICS HTR Change 3 271 271 . ROLL TRIM/SPD BK ENABLE PH A L TEST/P. ROLL TRIM PH B R TEST PH C L TEST/P.NAVAIR 01-F14AAP-1B CIRCUIT BREAKERS ALPHANUMERIC INDEX RB2 5F6 7F2 7D2 8C5 2B2 7F6 3F3 7C8 3E6 4E2 4E5 RA2 3E6 2H1 4E2 2H4 4E5 2H8 2I3 5A1 LB1 7B7 LH1 7B3 4D1 4D2 7E3 2I1 RG2 4F2 LG2 2I8 NOSE WHEEL STEER/AFCS NVG FLOOD LT OIL L HOT/BLEED AIR OIL R HOT OUTBD SPOILER CONTR OUTBD SPOILER PUMP OXY/BINGO CAUTION OXY QTY IND PEDAL SHAKER/ALPHA COMP P.

NAVAIR 01-F14AAP-1B CIRCUIT BREAKERS ALPHANUMERIC INDEX 7E1 6A5 8G3 8D1 7C2 8G7 2G4 2B1 2D1 2F1 1F4 8F7 8F1 8F2 7A5 5A3 3C2 4D6 7C3 6C4 7F4 2E3 7D2 2H1 2H4 2H8 4D2 5D6 3B2 8A3 8A2 LB3 7B4 LA1 R AICS LKUP PWR/ANTI-SKID R AICS RAMP STOW R AIM-7 BATT ARM R DC TEST/AMC BIT RAIN REPL/ANTI-ICE CONTR/HKCONTR RECON ECS CONT DC RECON ECS CONT AC RECON HTR PWR PH A RECON HTR PWR PH B RECON HTR PWR PH C RECON POD RECON POD CONTR RECON POD DC PWR NO. 2 ROLL A / YAW M ROLL A DC ROLL B AC 272 Change 3 . 1 R ENG AFT CONT/EXHAUST NOZZLE R ENG BACK UP IGN R ENG N2 TACH R ENG OIL PRESS R FIRE DET LT R FIRE EXT R GEN CAUTION R MAIN XFMR RECT R OIL HOT R PH A TEST R PH B TEST R PH C TEST R PITOT STATIC HTR RADAR ALTM R TIT IND RADAR SUBSYS NO. 1 RADAR SUBSYS NO. 2 RECON POD DC PWR NO.

NAVAIR 01-F14AAP-1B CIRCUIT BREAKERS ALPHANUMERIC INDEX 7B2 3E3 7G7 3E7 4E1 4E4 2I4 1E2 1E4 1E6 1J6 1H1 1H5 1H7 RA2 7G11 7G9 8C5 7G1 8E4 6D4 6C7 6C6 8E6 2H7 8E5 2H9 1E1 1E3 1E7 6D7 6D6 8H2 1D1 ROLL B DC RUDDER/TAIL/FLAP IND RUDDER TRIM/L DC TEST RUDDER TRIM PH A RUDDER TRIM PH B RUDDER TRIM PH C SEAT ADJ/ACM LT/STEADY POS LT SEMI REG PWR SUP PH A SEMI REG PWR SUP PH B SEMI REG PWR SUP PH C SIGNAL DATA CONVERTER SOL PWR SUP PH A SOL PWR SUP PH B SOL PWR SUP PH C SPD BK/P-ROLL TRIM ENABLE SPOILER CONTR HYD PUMP SPOILER CONTR INBD SPOILER CONTR OUTBD SPOILER POS IND/GND ROLL BRAKING STA 1 AIM-9 COOL PWR STA 1 AIM-9 REL PWR STA 1 REL PWR A STA 1 REL PWR B STA 1A AIM-9 PWR STA 1A AIM-9 PWR PH B STA 1B AIM-9 PWR STA 1B AIM-9 PWR PH C STA 1/8 AIM-7 PH A STA 1/8 AIM-7 PH B STA 1/8 AIM-7 PH C STA 2. & 4 REL PWR A STA 2. & 4 REL PWR B STA 3/4 MECH FUZING STA 3/6 AIM-7/AIM-54 PUMP PH A 273 . 3. 3.

& 7 REL PWR A STA 5. 6. & 7 REL PWR B STA 8 AIM-9 COOL PWR STA 8 AIM-9 REL PWR STA 8 REL PWR A STA 8 REL PWR B STA 8A AIM-9 PWR STA 8A AIM-9 PWR PH B STA 8B AIM-9 PWR STA 8B AIM-9 PWR PH C STARTER VALVE LT/THRUST LIM STBY ATTD IND PH A STBY ATTD IND PH B STEADY POS LT/ACM LT/SEAT ADJ SUPP POS/ANTICOLL/POS LTS TACAN ARM-84 TACAN/BDHI TACAN/BDHI INST PWR TAIL/RUDDER/FLAP IND TAXI/FORM LT TCS PH A TCS PH B TCS PH C TCS SEL TEMP CONT AC TEMP CONTR ECS DC TR-ADVSY/PLT ANN PNL AUX PWR UHF CONTR 274 .NAVAIR 01-F14AAP-1B CIRCUIT BREAKERS ALPHANUMERIC INDEX 1D3 1 D7 1C1 1C3 1C7 6E7 6E6 8E1 6D3 6E5 6E4 8E3 2I7 8E2 2I9 7F8 5A5 5C5 2I4 2I1 3D6 7E8 4F6 3E3 2H2 1H2 1H3 1H6 8A6 4D4 7D4 7F3 6F6 STA 3/6 AIM-7/AIM-54 PUMP PH B STA 3/6 AIM-7/AIM-54 PUMP PH C STA 4/5 AIM-7 PH A STA 4/5 AIM-7 PH B STA 4/5 AIM-7 PH C STA 5. 6.

2/MANUV FLAP WHEELS POS IND WHITE FLOOD LT WING POS IND AC WING POS IND DC WING SWEEP DRIVE NO. TARPS aircraft with ALQ-167 pod circuit breaker is labeled LIQ CLG/ALQ-167 CONT DC. 2 3 Change 3 275 275 . Labeled RECON POD on TARPS aircraft.NAVAIR 01-F14AAP-1B CIRCUIT BREAKERS ALPHANUMERIC INDEX 4D5 3B6 4B1 4B4 LE2 7G6 2H6 3B3 7G2 LE1 7C2 8B2 1A5 2E3 7B6 7B5 LC1 LC3 LB3 3F7 1B2 1B5 1B8 UTILITY LT VDI PH A VDI PH B VDI PH C WG SWP DR NO. 1 WSHD AIR/ANTI-ICE/HK CONTR WSHLD DEFOG CONTR XFMR RECT L MAIN XFMR RECT R MAIN YAW A DC YAW B DC YAW A AC YAW B AC YAW M / ROLL A 26 VAC BUS FDR 28 VDC PWR SUP PH A 28 VDC PWR SUP PH B 28 VDC PWR SUP PH C EFFECTIVITY 1 TARPS aircraft only.

NAVAIR 01-F14AAP-1B 276 Change 3 .

NAVAIR 01-F14AAP-1B AC LEFT MAIN CIRCUIT BREAKER PANEL (LEFT AFT) (PANEL NO. 1 — UPPER SEGMENT) 277 .

NAVAIR 01-F14AAP-1B AC LEFT MAIN CIRCUIT BREAKER PANEL (LEFT AFT) (PANEL NO. 1 — LOWER SEGMENT) 278 .

2) 279 .NAVAIR 01-F14AAP-1B AC RIGHT MAIN CIRCUIT BREAKER PANEL (LEFT AFT) (PANEL NO.

2 PHASE A CIRCUIT BREAKER PANEL (LEFT) (PANEL NO.NAVAIR 01-F14AAP-1B AC ESSENTIAL NO. 3) 280 .

2 PHASE B AND C CIRCUIT BREAKER PANEL (LEFT) (PANEL NO.NAVAIR 01-F14AAP-1B AC ESSENTIAL NO. 4) 281 .

1 CIRCUIT BREAKER PANEL (RIGHT SIDE) (PANEL NO.NAVAIR 01-F14AAP-1B AC ESSENTIAL NO. 5) 282 Change 2 .

1 CIRCUIT BREAKER PANEL (RIGHT SIDE) (PANEL NO. 6) 283 .NAVAIR 01-F14AAP-1B DC ESSENTIAL NO.

7 — UPPER SEGMENT) 284 Change 2 .NAVAIR 01-F14AAP-1B DC ESSENTIAL NO. 2 CIRCUIT BREAKER PANEL (RIGHT AFT) (PANEL NO.

2 CIRCUIT BREAKER PANEL (RIGHT AFT) (PANEL NO. 7 — LOWER SEGMENT) 285 .NAVAIR 01-F14AAP-1B DC ESSENTIAL NO.

8 — UPPER SEGMENT) 286 .NAVAIR 01-F14AAP-1B DC MAIN CIRCUIT BREAKER PANEL (RIGHT AFT) (PANEL NO.

NAVAIR 01-F14AAP-1B DC MAIN CIRCUIT BREAKER PANEL (RIGHT AFT) (PANEL NO. 8 — LOWER SEGMENT) 287 .

The maximum refueling rate is approximately 500 gallons per minute at a pressure of 50 psi.NAVAIR 01-F14AAP-1B SERVICING DATA GROUND REFUELING Single-point refueling is through a standard pressure refueling receptacle on the forward right fuselage. Nominal and minimum pressure is approximately 15 psi. the direct-reading vent pressure indicator shall be observed and refueling stopped if pressure indications are in the red band (above 4 psi). Ensure that both the fueling unit and aircraft are properly grounded. When aircraft fuel tanks are full. and fire extinguishing equipment is readily available. bonding cable is connected between aircraft and refueling source. fueling stops automatically. 288 . Refueling is controlled by two selector valves and the vent pressure gauge adjacent to the refueling receptacle. CAUTION During ground refueling operations. and maximum pressure is 50 psi.

Lubricating oil.NAVAIR 01-F14AAP-1B Note D If the aircraft is serviced with JP-4 fuel. Keep lubricating oil off skin. and heat away. overflow oil exits the overflow discharge port when the tank is properly serviced. Servicing is accomplished using PON-6 servicing cart. If the aircraft is being regularly serviced with JP-8 or JP-5 fuel. the main fuel-control fuel-grade (specific gravity adjustment) selector on each engine should be reset to the JP-4 position. Wash hands thoroughly after handling.1 gallon per hour. sight gauge on the oil storage tank is the primary indicator as to whether servicing is required. eyes.03 gallon per hour with the maximum being 0. D Removal of JP-8 from the aircraft is not required before refueling with JP-5. do not breathe vapors. 289 . If removal of JP-8 from the aircraft aboard ship is necessary. Keep sparks. ENGINE OIL For normal servicing. and good ventilation. it shall not be defueled into storage tanks containing JP-5. MIL-L-23699. During servicing. flames. and clothes. the fuel control fuel-grade (specific gravity adjustment) selector on each engine should be reset to the JP-5 position. Protection: chemical splash-proof goggles. Normal oil consumption is 0. gloves. is toxic and flammable.

To obtain a valid fluid level check.NAVAIR 01-F14AAP-1B Do not overservice oil storage tank. run engine at 80 percent rpm or greater for 10 minutes to ensure proper servicing. outboard spoiler backup module. 290 Change 2 . INTEGRATED DRIVE GENERATOR IDG oil level is checked at the IDG mounted on the forward right side of the forward accessory gearbox of each engine. brake systems. HYDRAULIC SYSTEMS Hydraulic servicing is required on the flight and combined systems. and arresting hook dashpot. nosewheel shock struts. It is serviced at the pressure fill port on the right side. and arresting hook. The temperature recording gauge in the flight and combined systems indicates the maximum temperature attained by the hydraulic fluid. Note Engine oil quantity must be checked within 30 minutes after engine shutdown. auxiliary canopy opening. PNEUMATIC SYSTEMS Pneumatic servicing is required for normal operations of the canopy. the sight gauge must be checked no sooner than 5 minutes and no later than 60 minutes after shutdown. main landing gear. both hydraulic systems. servicing panels. A hydraulic pressure filling cart is required to service the systems with fluid and an air-nitrogen cart to preload the reservoirs. Overservicing can cause scavenge pump failure and subsequent engine failure. otherwise. emergency landing gear extension.

NAVAIR 01-F14AAP-1B AIRCRAFT SERVICING LOCATIONS 291 .

APPLY WITH CLOTH USING OVERLAPPING WIPES. GRADE A) NONE NONE NONE LIQUID COOLANT COOLANT 25. 3 PHASE ROTATION NR 8 (DIESEL) MA-1 MA-1A A/M32C-5 A/M32C-6 70 lb/ min AT 3 psi AND 60 F 50 gal/min MAXIMUM AT 3000 PSI AHT 63/64 TTU-228/E (AHT-73) MJ-3 AIR CONDITIONING NR 5C (ELECTRICAL) HYDRAULICS AIRCRAFT SERVICING DATA (Sheet 1 of 8) 292 Change 2 . EITHER COOLANT MAY BE MIXED WITHOUT ADVERSE REACTION. OIL FREE FILTERED DRY AIR. DAY) A/M32A-60 A/M32A-60A 115+/-20 V ac. 25R (MONSANTO CHEMICAL CO) CHEVRON FLO-COOL 180 (CHEVRON CHEMICAL CO) NONE NA NONE NONE NA NONE WIPE ON RAIN REPELLANT FLUID MIL-W-6882 NONE NONE NONE CLEAN AND DRY WINDSHIELD. POWER UNITS PNEUMATIC STARTING ACCEPTABLE USN UNITS ASHORE: NCPP-105 RCPT-105 A/M47A-4 ELECTRICAL POWER NC8A MD-3 MD-3A MD-3M MA-3MPSU AFLOAT: A/S47A-1 GROUND SUPPORT EQUIPMENT REQUIREMENTS 200 lb/min AT 75 3 psi (STD. 60 kVA. WIPE CLEAN WITH SOFT CLOTH. CONT. USE MIL-L-7808 WHEN GROUND TEMPERATURE IS -40_F (-40_C). 400+/-25 Hz. NITROGEN BB-N-411C (TYPE I. SHALL BE SET TO JP5. JP4.NAVAIR 01-F14AAP-1B ITEM FUEL DESIGNATION SPECIFICATION MIL-T-5624 (JP-5) MIL-T-5624 (JP-4) MIL-T-83133 (JP-8) (STRAW COLOR) ENGINE OIL MIL-L-23699 MIL-L-7808 INTEGRATED DRIVE (IDG) HYDRAULIC FLUID OXYGEN (LIQUID) OXYGEN (GASEOUS) MIL-L-23699 MIL-L-7808 MIL-H-83282 MIL-0-27210 TYPE II ML-0-27210 TYPE I NONE NONE HPOX LHOX SURVIVAL KIT SHALL BE REMOVED FROM AIRCRAFT FOR SERVICING EMERGENCY OXYGEN BOTTLE. AFTER 1-MINUTE DRYING. OR DENSITY OF OTHER FUEL USED USE MIL-L-7808 WHEN GROUND TEMPERATURE IS -40_F (-40_C). USE CLEAN. NATO CODE F-44 F-40 F-34 0-156 0-148 0-156 0-148 NONE NONE COMMERCIAL EQUIVALENT NONE JET B JET A-1 NONE NONE NONE NONE NONE NONE DOD IFR SUPPLEMENT CODE JP-5 JP-4 JP-8 0-156 0-148 0-156 0-148 NONE LOX REMARKS SELECTOR ON MAIN ENG. IF NITROGEN IS NOT AVAILABLE.

AND THEREFORE WILL NOT SUPPORT COMBUSTION. GRADE A. IS PREFERRED FOR TIRE INFLATION AND CHARGING PNEUMATIC SYSTEMS SINCE IT IS INERT. SPECIFICATION BB-N-411C.6-10 20 PLY MAIN (2) 37 X 11. TIRES TYPE NOSE (2) 22 X 6.NAVAIR 01-F14AAP-1B PNEUMATIC PRESSURE SYSTEM EMERGENCY LANDING GEAR COMBINED HYDRAULIC FLIGHT HYDRAULIC CANOPY NORMAL (1200 PSI MINIMUM) CANOPY AUXILIARY (800 PSI MINIMUM) WHEEL BRAKE ACCUMULATORS (2) ARRESTING HOOK DASHPOT MAIN GEAR SHOCK STRUTS (2) NOSEGEAR SHOCK STRUT WINDSHIELD AIR NOTE DRY NITROGEN.50-16 28 PLY ASHORE AFLOAT 245 PSI 350 PSI OPERATION ASHORE AFLOAT PRESSURE 105 PSI 350 PSI PRESSURE 3000 PSI AT 70_ F 1800 PSI AT 70_ F 1800 PSI AT 70_ F 3000 PSI AT 70_ F 3000 PSI AT 70_ F 1900 PSI AT 70_ F 800 ± 10 PSI 980 PSI 1300 PSI 75 PSI AIRCRAFT SERVICING DATA (SHEET 2) Change 2 293 293 . TYPE 1.

NAVAIR 01-F14AAP-1B AIRCRAFT SERVICING DATA (SHEET 3) 294 .

NAVAIR 01-F14AAP-1B AIRCRAFT SERVICING DATA (SHEET 4) 295 .

NAVAIR 01-F14AAP-1B AIRCRAFT SERVICING DATA (SHEET 5) 296 Change 2 .

NAVAIR 01-F14AAP-1B AIRCRAFT SERVICING DATA (SHEET 6) 297 .

NAVAIR 01-F14AAP-1B AIRCRAFT SERVICING DATA (SHEET 7) 298 .

NAVAIR 01-F14AAP-1B AIRCRAFT SERVICING DATA (SHEET 8) 299/(300 blank) 299 .

NAVAIR 01-F14AAP-1B 300 .

CARD 1 of 10 DFCS IN FLIGHT FAULT MATRIX CARDS OFP 4. First. When a DFCS related failure is detected in flight.4 How to use the DFCS IN FLIGHT FAULT MATRIX: NAVAIR 01−F14AAP−1B These cards are organized according to the relative level of severity" of the six individual DFCS caution lights six pack". Note that the aircraft configuration CONFIG" is sometimes important for the proper resolution of certain faults. For example. identify the sub level row that matches the associated AFC acronyms ACRO(S)" observed in the cockpit. Ç Ç Ç Ç Ç Ç Change 2 301 . the aircrew can resolve the cause of that failure by identifying the caution/advisory lights illuminated and the AFC acronyms reported in the maintenance file. Now within this row. proceed to the next card. the degraded functionality associated with that fault in the FUNCTIONALITY DEGRADE" column. This process should identify a single failure (or family of failures) in the FAILURE CAUSE(S)" column. if the ARI/SAS OUT caution light is not illuminated. identify the highest level of severity" caution light observed in the cockpit (as indicated by the order of the fault cards). Proceed until one of the lights is recognized. and the reported DCP FLT group codes that can be expected in the DCP CODE(S)" column. Then identify the matching set of caution lights observed in the cockpit with those in the LIGHT(S)" column (note that the lights for each fault are organized by level of severity as well). Likewise if the ARI DGR caution light is not illuminated proceed to the next card.

5 Will also illuminate SPOILERS caution light.4 The DFCS IN FLIGHT FAULT MATRIX cards are organized as follows: How to use the DFCS IN FLIGHT FAULT MATRIX (CARD 1/2 of 10) DFCS IN FLIGHT FAULT MATRIX ARI/SAS OUT (CARD 3/4 of 10) DFCS IN FLIGHT FAULT MATRIX ARI DGR (CARD 5/6 of 10) DFCS IN FLIGHT FAULT MATRIX ROLL DGR (CARD 7 of 10) DFCS IN FLIGHT FAULT MATRIX PITCH SAS (CARD 7 of 10) DFCS IN FLIGHT FAULT MATRIX FCS CAUTION (CARD 8 of 10) DFCS IN FLIGHT FAULT MATRIX MISC LIGHTS (CARD 9 of 10) DFCS IN FLIGHT FAULT MATRIX NO LIGHTS (CARD 10 of 10) Abbreviations used in these cards: ARI automatic rudder interconnect functions (listed below) LSRI lateral stick to rudder interconnect DTFO differential tail fadeout WRS wing rock suppression LSXC low speed cross control Notes used in the FAILURE CAUSE(S) column: 1 May also illuminate AUTOPILOT and ACLS A/P caution lights. 2 Will also illuminate MACH TRIM caution light. 3 Will also illuminate HZ TAIL AUTH caution light. 4 Will also illuminate RUDDER AUTH caution light.302 Change 2 CARD 2 of 10 DFCS IN FLIGHT FAULT MATRIX CARDS OFP 4. 6 Will also illuminate L INLET and R INLET caution light respectively. Ç Ç Ç Ç Ç Ç NAVAIR 01−F14AAP−1B .

DCP3. SR inop. Pitch. PS. Roll SAS. Roll SAS. YAW SAS switch fault. Yaw bridge monitor 2F. AM PS. 1. 1. OFP 4. Yaw rate 2F. Mach trim inop. ARI. SR inop. YC##. _C##. 1. 1 1. RS. Lateral accel 2F. DLC. Roll SAS basic. Yaw SAS. NAVAIR 01−F14AAP−1B ARI/SAS OUT ARI DGR YAW DGR ROLL DGR FCS CAUTION 1. 1.4 DCP FLT CODE(S) 1. 1. ARI. SR inop. RS. Total DFCS failure. 1. Lateral accel 2F. 1. YSA#. YC CONFIG PA or UA DFCS IN FLIGHT FAULT MATRIX CARDS FAILURE CAUSE(S) 1. YGY#. 2. 1. SR inop. Power on Reset. PQVM inop. ARI. YS AM PA or UA 1. PA. Yaw series actuator 2F. Yaw rate 2F. OB spoilers inop. 1. ARI. LAT#. 1. YS Change 2 303 AM YA YC PA PA PA 1. ARI. SR. SR inop. 1. Yaw bridge monitor 2F.3. Yaw SAS. RS. Yaw SAS. Ç Ç Ç Ç Ç Ç UA UA UA UA PA 1. DLC. SR inop. Roll. See PCL POR procedures. Internal DFCC test failure. Roll SAS basic.5 FUNCTIONALITY DEGRADE 1. ARI/SAS OUT ARI DGR YAW DGR ROLL DGR ARI/SAS OUT ARI DGR YAW DGR FCS CAUTION ARI/SAS OUT ARI DGR YAW DGR YA YC PS. 1. Yaw SAS. Autopilot. Yaw series actuator 2F. Roll SAS basic. ARI. SR inop. Roll SAS basic. ARI. SR inop. POR. POR. & spoilers inop. 5 1. YS. CAUTION Depressing the MASTER RESET pushbutton with this condition is the equivalent of executing a POR. 1. 1. SR inop. PQVM inop. 5 1. ARI. Roll SAS. YC. LAT#. YSA#.CARD 3 of 10 ARI SAS/OUT LIGHT(S) ARI/SAS OUT ARI DGR YAW DGR ROLL DGR PITCH SAS FCS CAUTION ACRO(S) PC. . 1. Authority stops inop. Yaw SAS. 1. ARI. SR inop. 1 2. 1. DCP inop (YC## codes blanked). YGY#.4. 1. ARI. Yaw SAS. Authority stops inop. Yaw SAS. YA. 1. _C##. RC. YC##. 1. Autopilot inop. DCP inop. ARI. YAW A & B computer fault. 1. Same as YAW A or YAW B computer failure degrade. 1. Same as YAW A or YAW B computer failure degrade. 2. Yaw SAS.

2. Will also illuminate MACH TRIM caution light. Autopilot. 1. Will also illuminate SPOILERS caution light. ROLL SAS switch fault. 1. AOAT. 1. 1. 05 & MACL/ MACR. SR inop.2. Roll and/or yaw axis disengaged (SAS switch OFF). 1. RC. Pitch SAS inop. 2. 1. 1 2. 04. IB spoilers inop. & AOAL/AOAR. 1. Yaw SAS basic. LDG#. 2. Yaw SAS basic. DCP2. DLC. Roll SAS. Ç Ç Ç Ç Ç Ç NAVAIR 01−F14AAP−1B PS RC RS UA PA or UA PA or UA 1. AOAC/AC28. 2. RCP#. RSA#.304 Change 2 CARD 4 of 10 ARI SAS/OUT LIGHT(S) ARI/SAS OUT ARI DGR ROLL DGR PITCH SAS FCS CAUTION ARI/SAS OUT ARI DGR ROLL DGR FCS CAUTION DFCS IN FLIGHT FAULT MATRIX CARDS ACRO(S) PS OFP 4.4 DCP FLT CODE(S) 1. CONFIG UA FAILURE CAUSE(S) 1. 1. RGY#. 1. Yaw SAS basic. Roll SAS. Roll bridge monitor 2F. SR inop. RS PA or UA 1. Will also illuminate RUDDER AUTH caution light. . Lateral stick position 2F. RC##. Roll Rate 2F1. ARI. Roll SAS. Gear handle 2F. 1. Roll series actuator 2F. Roll SAS. RS None PA (flaps dn) PA or UA 1 2 3 4 5 6 May also illuminate AUTOPILOT and ACLS A/P caution lights. ARI inop. ARI. PS. Yaw SAS basic. Yaw SAS basic.5 1. AD01. Will also illuminate L INLET and R INLET caution light respectively. Same as ROLL A or ROLL B computer failure degrade. ARI/SAS OUT ARI DGR ROLL DGR ARI/SAS OUT RA PA or UA 1. 03. 2. 1. Will also illuminate HZ TAIL AUTH caution light. Spoilers inop. RC##. Roll SAS/ARI inop. 1. Other basic SAS. FUNCTIONALITY DEGRADE 1. 1. AOA 2F. Yaw SAS basic. None.5 1. Roll SAS. 1. 1. Mach trim inop. 5 1. ARI inop. Mach 2F. RA. UA−ARI control laws in PA configuration. 1. ROLL A & B computer fault. Roll and/or Yaw SAS + ARI disengaged. 1. ARI inop.

Change 2 305 . CONFIG PA or UA FAILURE CAUSE(S) 1. RC##.5 1.2. 1. 1. YS. 1. 1.5 1. ARI half auth. Mach 1F ( > 600 kts & AICS cross check). ARI DGR after maneuvering (WRS. ARI half authority (gain doubled). YA. 1. Yaw SAS. PS. RS PA or UA PA or UA PA or UA PA or UA 1. Roll series actuator 1F. RS RC ARI DGR ROLL DGR ARI DGR PITCH SAS FCS CAUTION RA PA. DLC. Pitch SAS inop. Roll bridge monitor 1F (command). Same as YAW A or YAW B computer failure degrade. YAW A computer fault. RA. YSA#. PC##.4. DCP inop (YC## blanked). ARI. RC##.4. Roll SAS. ARI DGR YAW DGR ARI DGR ROLL DGR PITCH SAS FCS CAUTION ARI DGR ROLL DGR FCS CAUTION YA PS Ç Ç Ç Ç Ç Ç PS. YC. 1. 1. ARI. Mach trim inop. DLC. ROLL B computer fault. PITCH A & B computer fault. PC. SR half auth. 1. Yaw SAS. Roll SAS. 1. YC##. DLC. 1. RC. AM PA. Yaw series actuator 1F. ARI half auth. 1. Autopilot. 1.CARD 5 of 10 ARI DGR LIGHT(S) ARI DGR YAW DGR FCS CAUTION DFCS IN FLIGHT FAULT MATRIX CARDS ACRO(S) PS. IB spoilers inop.4 DCP FLT CODE(S) 1. 2. RA. 1. 1. Autopilot. 3. ARI half auth. OB spoilers inop. RS PA or UA 1. Mach trim inop. Same as ROLL A or ROLL B computer failure degrade. PS. Autopilot. Mach trim inop. SR half auth. ARI DGR after maneuvering (WRS. LSXC inop). Spoilers inop. PS. 1. Pitch SAS inop.5 NAVAIR 01−F14AAP−1B PA or UA PA or UA PA or UA 1. YS. Authority stops inop.4 FUNCTIONALITY DEGRADED 1.5 1. Mach trim inop.5 1. 1. 1. DCP inop. 1. Autopilot inop. PA or UA 1. Authority stops inop. 1. YC. MACL/MACR & AICX. 1. RSA#. Yaw bridge monitor 1F (command). 1. Roll SAS. 1. Yaw SAS.2 1. 3. YC##.3. ARI degrade (fixed Mach gains). YAW B computer fault. Roll SAS degrade (low gain). RC. YA. ROLL A computer fault. DLC. RC##. AM YC OFP 4. LSXC inop).

5 1. LSXC inop). AOAL. WRS inop. AOAT. 2. PA pedal fadeout for LSRI.5 2. ARI degrade (fixed Mach gains). AOA 2F. 2.4 1. FUNCTIONALITY DEGRADED Pitch SAS half auth. 4.306 Change 2 CARD 6 of 10 ARI DGR LIGHT(S) ARI DGR PITCH SAS FCS CAUTION DFCS IN FLIGHT FAULT MATRIX CARDS ACRO(S) PA. 1. RPP#. WRS inop. & AICX. PS. CONFIG PA or UA FAILURE CAUSE(S) 1. R AICS computer fault. Ç Ç Ç Ç Ç Ç NAVAIR 01−F14AAP−1B PA 1.3. OB spoilers inop. MACR. SCADC Mach invalid fault. DLC. 05 & MACL/R. 2−3. 1. 1. 1. YAW DGR after maneuvering (WRS. Mach 1F (< 600 kts). LSXC inop). ARI DGR after maneuvering (WRS. 2−3. Air data computer (CADC) fault. 1. PC. 03. 05 & MACL/R. RS OFP 4. 6 5. 4−5. L AICS computer fault. ARI degrade.2. 6 ARI degrade (fixed Mach gains). Rudder pedal position 2F. 1. LSXC. DLT2. MACL. 1.2 3. RRC inop (slipped approach). ARI DGR FCS CAUTION PS PA or UA 1. PITCH B computer fault.4 DCP FLT CODE(S) 1. LSXC inop). Will also illuminate L INLET and R INLET caution light respectively. 04. YAW DGR after maneuvering (WRS. Autopilot. PC##. 3. Will also illuminate RUDDER AUTH caution light. 1. UA LSXC. 04. ARI degrade (fixed Mach gains). . Autopilot inop. Equivalent of AOA /Mach 1F. SCADC valid to roll computer fault. UA YS PA or UA 1. 3. 03. 1 2. 5. 3. 1. Will also illuminate HZ TAIL AUTH caution light. Will also illuminate SPOILERS caution light. AD01. 1. & AICX. AD04. Will also illuminate MACH TRIM caution light. Mach 2F. 04. AD01. 4. PA−ARI degrade (fixed AOA gains). 1 2 3 4 5 6 May also illuminate AUTOPILOT and ACLS A/P caution lights. 1. AD01. AD01. DLC trim servo isolation fault. & AOAL/AOAR. 2. Autopilot. Mach trim inop. ARI degrade (fixed Mach gains). AOAR. AOAC/AC28. 1. Mach trim inop. Mach 1F (< 600 kts). 2.

Same as PITCH A or PITCH B computer failure degrade.5 FUNCTIONALITY DEGRADED 1. SCADC Qbar & AICS cross check. 1 1. Pitch series actuator 1F. PC##. 1. IB spoilers inop. RA.5 1. AICS cross check (> 600 kts or invalid Qbar). Change 2 307 PA May also illuminate AUTOPILOT and ACLS A/P caution lights. 2. LSXC inop). Auto pilot inop. Pitch series actuator 2F. 2. AICX. Pitch bridge monitor 1F (command). 5 2. PSA#. Pitch SAS inop. Pitch SAS half auth. 1. Ç Ç Ç Ç Ç Ç PITCH SAS LIGHT(S) PITCH SAS FCS CAUTION ACRO(S) PC.4 DCP FLT CODE(S) 1−2. Pitch SAS half auth. NAVAIR 01−F14AAP−1B Will also illuminate HZ TAIL AUTH caution light. Will also illuminate SPOILERS caution light.CARD 7 of 10 ROLL DGR LIGHT(S) ROLL DGR PITCH SAS FCS CAUTION 3 4 DFCS IN FLIGHT FAULT MATRIX CARDS ACRO(S) PS CONFIG UA FAILURE CAUSE(S) 1. 1−2. OFP 4. Pitch bridge monitor 2F. 2. PS. PGY#. PC##. 3. ARI DGR after maneuvering (WRS. Pitch SAS inop. Roll SAS degrade (low gain). DCP FLT CODE(S) 1. 1. PC PA or UA 1. PSA#. . RS CONFIG PA or UA FAILURE CAUSE(S) 1. 1. 1 1−2. PITCH A computer fault. DLC.4 FUNCTIONALITY DEGRADED 1−2. Pitch SAS inop. 2. PS PITCH SAS 1 5 PA or UA PA or UA 1. Pitch rate 2F. Will also illuminate RUDDER AUTH caution light. 1.

pitch and roll axes one failure away from loss of SAS. No effect. Rudder pedal position 1F. one failure away from degraded ARI. 4. Roll bridge monitor 1F (monitor). 1. one failure away from loss of roll SAS/ARI/ spoilers. AOAT. RCP#. PS PA or UA 1. Relay voter 1F. Roll rate 1F. 1. Pitch SAS inop. 4. No effect. 4. PC##. OFP 4. 2. RPP#. No effect. 2. AM None PA or UA PA or UA 1. 2. 1. AOAC. Pitch rate 1F. one failure away from loss of function. RGY#. Lateral stick position 1F. AICS cross check 1F with valid SCADC (> 600 kts). Lateral accel 1F. CIU/CSDC fault. or AOAL/AOAR. 4. 2. 1. 1−3. Yaw rate 1F. 1. 2. 2. 1. AC28. _C##. No effect. 1−3. 5−6. 28V alpha computer cb. one failure away from loss of roll SAS/ARI. 2. 5.308 Change 2 CARD 8 of 10 FCS CAUTION LIGHT(S) FCS CAUTION ACRO(S) PS. one failure away from loss of yaw SAS/ARI.4 DCP FLT CODE(S) 1. 1. AICX. CSDC. Autopilot degrade (HDG hold inop). Pitch bridge monitor 1F (monitor). 1. Yaw bridge monitor 1F (monitor). No effect (failure of monitor channel only). 1. No effect. RC##. one failure away from degraded ARI. No effect. YC##. 1 FUNCTIONALITY DEGRADE 1. IMU#. 4. 1. IBIT inop. 1. LAT#. 2. No effect. 2. 3. one failure away from loss of pitch SAS. YGY#. May also illuminate AUTOPILOT and ACLS A/P caution lights. No effect. 4. 1 5. one failure away from loss of affected axis. PITCH SAS switch fault. 1. . IMU related fault. 3. DCP1. CCDL fault. 1. No effect. 6. one failure away from loss of yaw SAS/ARI. Ç Ç Ç Ç Ç Ç 1 NAVAIR 01−F14AAP−1B PA RS PA or UA PA or UA YS PA or UA 1. AOA 1F. PGY#. 6. 3. 2. RS CONFIG PA or UA DFCS IN FLIGHT FAULT MATRIX CARDS FAILURE CAUSE(S) 1. _C##. 3.

RUDA. ACRO(S) PA RA FAILURE CAUSE(S) 1. AD05. 2. Flight controls authority 28 VDC power fault. Pitch autotrim actuator fault. 28 VDC rudder authority fault.4 1−2. 1. Pitch parallel actuator fault (w/ ACL engaged). Mach trim inop. ACLS inop. 1 May also illuminate AUTOPILOT and ACLS A/P caution lights. 1. 2. Mach trim schedule fault. 28 VDC Mach trim fault. Inboard spoiler(s) fault.3. Ç Ç Ç Ç Ç Ç − PA or UA 1. 2. 1. 1 1−3. AD06. Mach trim actuator fault. Lateral authority stops inop. HZTA. SP4L. 28 VDC lateral authority fault. Rudder authority schedule fault. SP2L. 1 1. SCADC valid to yaw computer. 3. Lateral authority schedule fault. 3. 1 1. Lateral & rudder authority stops inop. FUNCTIONALITY DEGRADED Affected L/R spoiler(s) inop. SP1R. − PA or UA 1−3. 2. 1. 1. AD08. AD07. Rudder authority actuator fault. 2. Autopilot degraded. 1.. 2. PPA. . 2. 1. AUTOPILOT ACLS/AP PA PA or UA 1. − PA or UA 1−3. 1. Lateral authority actuator fault. 2. Rudder authority stops inop.CARD 9 of 10 LIGHT(S) SPOILERS DFCS IN FLIGHT FAULT MATRIX CARDS CONFIG PA or UA PA or UA OFP 4. HT28. 1. SP3L. &/or SP2R. 2. &/or SP4R 1. 3. NAVAIR 01−F14AAP−1B HZ TAIL AUTH RUDDER AUTH HZ TAIL AUTH RUDDER AUTH MACH TRIM − PA or UA 1. Affected L/R spoiler(s) inop. 1. 1. MTRM. SP1L. 2. Change 2 309 AUTOPILOT PA PA or UA 1. RD28. 1.4 DCP FLT CODE(S) 1. CA28. MT28. 3. SP3R. PTRM. Outboard spoiler(s) fault.

Will also illuminate HZ TAIL AUTH caution light. MRS#. No effect. 1. PITCH SAS switch fault. AUTOPILOT switch fault. Main landing gear handle 2F. FAILURE CAUSE(S) 1. 1. 1. Rudder pedal shaker fault. 1. Loss of switch functionality. No effect. 1. one failure away from loss of function in PA configuration. Will also illuminate MACH TRIM caution light. LDG#. Flap fault (w/ ACL engaged). 2. Wing sweep discrete fault. 1. 1 1. 2. 1. DCP3. 2. 1. ROLL SAS switch fault. SCADC valid to pitch computer. one failure away from loss of function. 1.310 Change 2 CARD 10 of 10 LIGHT(S) – ACRO(S) PS. Ç Ç Ç Ç Ç Ç 1 2 3 4 NAVAIR 01−F14AAP−1B RS YS − UA PA or UA PA or UA PA or UA PA or UA PA or UA 1. SHKR. 1 1. Weight on wheels 1F. 2. 2. 2. Autopilot & ACLS inop w/ IMU failure. Weight on wheels 1F. 2. EDPS. LDG#. MASTER RESET pushbutton 2F. MASTER RESET pushbutton 1F. 1. Rudder pedal shaker inop. WSP#. 1. MASTER RESET inop − DFCS. Emergency disengage to pitch/roll computer fault. 1. 1. . 1. May also illuminate AUTOPILOT and ACLS A/P caution lights.4 DCP FLT CODE(S) 1. 1. DCP inop (WOW# codes blanked). . RS. one failure away from loss of function. FUNCTIONALITY DEGRADED Autopilot inop. Main landing gear handle 1F. 1. 1 1−2. 1 2. YAW SAS switch fault. DCP2. 1. 1−2. 1. 1. MRS#. YS PA PS RS DFCS IN FLIGHT FAULT MATRIX CARDS CONFIG PA or UA OFP 4. loss of function in PA configuration only. No effect. 1. 3. WOW2. IBIT inop. AHRS inop. 1 1. 3. DLC trim actuator fault. Autopilot degrade (HDG hold inop). DCP4. AHRS valid fault (w/INS invalid). 4. PA PA 1. GRBS. 1. No effect. DLC and autopilot inop. No DLC functionality. 2. Will also illuminate RUDDER AUTH caution light. DCP display blank on deck. 1. WOW3. Ground roll braking inop. 1. Weight−on−wheels 1F. PA PA or UA PA or UA 1. Spoilers inop (flaps up). 2. AHR#. No effect. PA or UA PA or UA 1. 1−4. 1. one failure away from loss of function. 1. 1. Ground roll braking inop. 1. AD03. FLAP. 1. Weight−on−wheels 2F. Ground roll braking fault. Emergency paddle off capability inop. Autopilot ACL inop. DLT1. DCP1.1 1. 4. WOW1.

DFCS UP/DN STATUS CRITERIA may be modified by squadron SOP at the discretion of the commanding officer. Two or more roll gyro fault codes is DN (unless both RGY1& RGY3 or RGY2&RGY5). DOWN (DN) / SOP WAIVER (SW) NOTES: Numbers = Fault Description: 1 2 Two or more AOA redundancy failures is DN unless all are AICS (tertiary source) related failures. Two or more yaw gyro fault codes is DN (unless both YGY1&YGY4. and functions lost. Adhere to IBIT CAI PANEL CAUTION LIGHT CRITERIA (see below). identify the illuminated CAI panel lights prior to depressing MASTER RESET. failure indications. DFCS fault reporting maintenance file acronyms immediately following IBIT are not valid and may be ignored. POR. "FLT". PSA# DN only if autuator hydraulic leak. If WSP# fault code(s). YAW DGR. DFCS self−tests PBIT and ABIT are together referred to as the operational flight program (OFP) self−test mode. RSA# and/or YSA# is DN. DFCS IBIT is the most robust flight control system self−test possible on deck (compared to PBIT and ABIT). ARI DGR.master reset. HZ TAIL AUTH.3 IMN / 20 units AOA. and run IBIT in attempt to clear fault. Adhere to NATOPS limitations for any ABIT detected caution lights. the affected spoilers will work with flaps down. 1F Two fault codes = dual fault.NAVAIR 01−F14AAP−1B F−14 DFCS UP/DOWN STATUS CARDS F−14 DFCS SELF−TEST AND FAULT REPORTING DFCS self−tests include: a power−up BIT (PBIT). and initiated−BIT (IBIT) modes. DFCS IBIT shall be executed with flaps down (shorebased ops) or wings aft (shipboard ops or boat launch). Remain below . and run IBIT in attempt to clear fault. DCP FAULT DISPLAY codes are grouped into "IBIT" (IBIT self−test) and "FAIL" or "FLT" (PBIT and ABIT self−tests). and/or RUDDER AUTH I O 1x 2x A B Initiated BIT (BIT) self−test OFP mode (PBIT & ABIT) self−tests Single fault code = single fault. DFCS IBIT will only detect and report aircraft flight control system related degrades/failuires. cycle wings & flight controls. but not in ABIT. and DCP FAULT DISPLAY codes. Refer to DFCS UP/DOWN STATUS TABLE for DCP fault codes. aircraft considered UP with respect to flight control system. MACH TRIM ROLL DGR. master reset. DFCS DN status troubleshooting may include POR. 2nd fault. Aircraft UP/DOWN status regarding other systems shall be considered independent of DFCS IBIT test results. RGY7 is DN. Remain below 600 KIAS / 1. Check for additional CADC failure / CAI panel light indications to resolve aircraft status. DN if full flight control authority is not available. DCP FAULT DISPLAY codes include some that have sequential alphanumeric codes (for example AD## & AHR#). but not flaps up. SW if HZ TAIL AUTH or RUD AUTH caution light following IBIT. and "IBIT" fault codes. No limitations. IMU# fault code + single RGY# fault code is DN. DFCS UP/DOWN status for sequential alphanumeric fault codes is further resolved by associated CAI panel lights. If during shipboard IBIT wait for ship motion to steady out and re−run IBIT in attempt to clear fault. YGY2&YGY5.93 IMN / at or below 15 units AOA. or YGY3&YGY6). If DFCS IBIT reports "NOGO". If DFCS IBIT reports "PASS" and no CAI panel lights. followed by IBIT. DFCS fault reporting CAI panel lights and DCP FAULT DISPLAY codes indicate results of all self−test modes. FLEET OFP 4. 2F Channel A of flight control computer Channel B of flight control computer 3 4 5 6 7 8 9 0 A B C D Letters = Imposed aircraft limitations: IBIT CAI PANEL CAUTION LIGHT CRITERIA DOWN = ABBREVIATIONS: APC ARI LSRI DTFO WRS LSXC SAS SR Autothrottle approach power compensator fault Automatic rudder interconnect Lateral stick to rudder interconnect Differential tail fadeout Wing rock suppression Low speed cross control Stability augmentaion system Spin recovery Change 2 311 . DFCS IBIT CAI panel lights are cleared upon master reset and any remaining lights are ABIT (OFP) detected failures. Verify full flight control authority. IBIT/OFP. DFCS IBIT shall be exected on initial startup and following any on deck POR prior to flight operations. Minimum pilot flight hour requirement in type 500 hrs.4 Card 1 of 2 DFCS UP/DOWN STATUS CRITERIA: DFCS UP/DOWN status determined based upon the DCP FAULT DISPLAY "FAIL". DFCS fault reporting is indicated by CAI panel lights. cycle flight controls & trim. and/or ARI/SAS OUT (DFCS 6−pack) SPOILERS. POR. automatic−BIT (ABIT). DFCS DN or SW status may be further resolved by the DOWN (DN) / SOP WAIVER (SW) NOTES (see below). maintenance file acronyms. cycle flight controls & trim. 1st fault. UP = FCS CAUTION and/or PITCH SAS only (DFCS 6−pack) AUTOPILOT. master reset.

Right AICS total pressure sensor fault.NAVAIR 01−F14AAP−1B F−14 DFCS UP/DOWNSTATUS CARDS FAULT CODES DCP 115V 28DC AC28 AD## AHR# AICX AOAC AOAL AOAR AOAT APCA APCS CA28 CSDC DCP1 DCP2 DCP3 DCP4 DLCT DLT1 DLT2 DPSL DPSR EDPS FLAP GRBS HT28 HZTA IMU# LAT# LDG# MACL MACR MRS# MT28 MTRM PC## PGY# POR PPA PSA# PTRM RC## RCP# RD28 RGY# RPP# RSA# RUDA SHKR SP#L SP#R SPSL SPSR TPSL TPSR WOW# WSP# YC## YGY# YSA# IBIT I I I I OFP FAILURE INDICATION Aircraft 115 VAC power supply fault. Left AICS AOA fault. Inertial measurement unit fault. VEC/PCD. Yaw flight control computer related fault. DLC trim actuator fault. autopilot ACL mode DLC. Flaps > 25 deg switch fault. WRS. AHRS related fault. AOA redundancy LSXC. Rudder pedal position sensor fault. LSXC. Yaw rate gyro fault. 2x − Master reset pushbutton Mach trim actuator Mach trim actuator Pitch SAS & spoilers degrade/failure 1x − Redundancy. Left AICS total pressure sensor fault. 2x − Roll SAS/ARI Rudder authority actuator Rudder pedal shaker Left spoiler actuator Right spoiler actuator Degraded ARI. Right AICS Mach fault. Roll flight control computer related fault. LSXC. In−flight Power on Reset. WRS. WRS. 2x − Yaw SAS/ARI 1x − Degrade. LSXC. ROLL STAB AUG switch fault. Main landing gear handle discrete fault. DFCS UP/DOWN STATUS TABLE UP DN X X SW FUNCTIONS LOST Computer problems Computer problems AOA redundancy. HZ TAIL AUTH actuator fault. #2 − inbd spoilers (flaps up) Yaw SAS/ARI & spoilers degrade/failure 1x − Redundancy. Ground roll braking switch fault. AOA/Mach redncy 1x − Redundancy. WRS. Pedal shaker motor fault. DLC thumbwheel fault. AOA/Mach redncy Degraded ARI. Flight controls authority 28 VDC fault. Pitch sensor (gyro) fault. Right spoiler actuator fault. LSXC. RUDDER AUTH actuator fault. Scheduled outputs to APC fault. Pitch parallel actuator fault. ADD transmitter fault. Yaw series servo actuator fault. AOA redundancy AOA redundancy (secondary source) Degraded APC. WRS. DLC trim actuator fault. Left AICS Mach fault. Pitch flight control computer related fault. Roll stick transducer fault. Left AICS delta pressure sensor fault. Degraded ARI. 2x − LSXC. LSXC. WRS 1x − Degrade. autopilot ACL mode Pitch SAS & spoilers degrade/failure AOA redundancy (tertiary source) AOA redundancy (tertiary source) DLC.4 Card 2 of 2 I I I I I I O O O O O O O O A1 C2 X B1 A1 B1 B1 A1 X X X X X X X X D0 D0 X4 A1 A1 X D0 D0 X X A3 X9 D0 B1 B1 X X X X4 X X X D5 X X4 X X X6 D0 X5 X D0 X7 X7 B1 B1 B1 B1 D0 X7 X4 X8 X5 I I I I I I O O O O O O I I I I I I I I I I I I I I I I I I I O O O O O O O O O O O O O O O O O O O O O O O O O O O O O I I I O O O O O 312 Change 2 . Left AICS static pressure sensor fault. autopilot modes DLC. AUTOPILOT switch fault. LSXC. autopilot ACL mode Ground roll braking Lateral stick authority actuator Lateral stick authority actuator 1x − IMU failure 1x − Redundancy. 2x − Yaw SAS/ARI FLEET OFP 4. LSXC. Alpha computer fault. WRS. Mach redundancy Degraded ARI. CIU / CSDC interface fault. Emergency disengage paddle switch fault. Mach redundancy 1x − Redundancy. rudder pedal shaker CADC related degrade/failure 1x − Redundancy. Roll series servo actuator fault. Wingsweep roll/pitch computer fault. Alpha computer 28 VDC power fault. AICS crosscheck fault. 2x − Yaw SAS/ARI 1x − Redundancy. MACH TRIM 28 VDC power fault. 2x − Default W−Off−W #1 − outbd spoilers. RUDDER AUTH 28 VDC power fault. Right AICS AOA fault. Aircraft 28 VDC power supply fault. HZ TAIL AUTH 28 VDC power fault. Left spoiler actuator fault. AOA/Mach redncy Degraded ARI. YAW STAB AUG switch fault. AOA redundancy AOA redundancy (primary source) Degraded ARI. 2x − Roll SAS/ARI & spoilers Rudder authority actuator 1x − Redundancy. Roll rate gyro fault. LSXC. Pitch series servo actuator fault. Right AICS delta pressure sensor fault. Right AICS static pressure sensor fault. MACH TRIM actuator fault. Air data computer (CADC) related fault. WRS. AOA/Mach redncy Degraded ARI. Lateral accelerometer fault. Normal accelerometer sensor fault. WRS. 2x − Roll SAS/ARI 1x − Redundancy. Weight−on−wheels discrete fault. Auto pitch trim actuator fault. ACL modes Pitch SAS control switch (default ON) Roll SAS control switch (defalut ON) Yaw SAS control switch (default ON) Autopilot control switch (default OFF) DLC. PITCH STAB AUG switch fault. 2x − Pitch SAS Complete master reset and IBIT before flight Autopilot ACL mode 1x − Degrade. 2x − Autopilot (IMU backup) Degraded ARI. autopilot ACL mode Degraded APC Lateral & rudder authority actuators Autopilot HDG. MASTER RESET pushbutton fault. 2x − Pitch SAS Degraded autopilot modes Roll SAS/ARI & spoilers degrade/failure 1x − Redundancy. GT. WRS. 2x − Default UA control laws Degraded ARI.

6. Change 2 313/(314 313 Change 2 blank) . Make positive transfer of on scene commander responsibilities prior to RTB. Parachute fall rate is about 1000 ft/min." (Downed A/C)" is on the (Radial/ DME) of TACAN Station _____.NAVAIR 01−F14AAP−1B SAR ON SCENE COMMANDER CHECKLIST 1. Maintain sight Do not fly through any cloud layers." This is _____ on guard. and winds. Squak 7700 3. Warn non−participating A/C to stay clear. Don’t decel below 250 KTS. Don’t exceed 25_ AOB. Leave frequency open during Helo hover/recovery. S Monitor your own A/C altitude. 8. S Do not descend through a cloud layer until you are sure that the aircrew are in the water. Switch guard (243. 5. Mayday.0) for initial call Mayday. 9. Switch to a controlling agency Repeat initial call Controlling agency will initialize SAR. Note the time. 2. Monitor guard. Rules of 25 Don’t go below 2. Lat/Long. Mayday. attitude and airspeed.8). switching to frequency _____.5 on fuel. When contact is established with SAR Helo.5K’AGL. Don’t descend below 2." 4. S Do not run yourself out of gas (know your bingo profile)." I am taking station overhead at angels ____. switch to SAR primary (282. 7.

NAVAIR 01−F14AAP−1B 314 Change 2 .

2-F052-2-0 CROSSWIND CHART . CROSSWIND TAKEOFFS AND LANDINGS ARE NOT TO EXCEED 20 KNOTS AT 90_.TO USE. UNTIL FURTHER FLIGHT TEST DATA IS AVAILABLE. DETERMINE WIND ANGLE RELATIVE TO RUNWAY HEADING. ENTER CHART FROM LOWER LEFT ALONG WIND ANGLE LINE TO REPORTED VELOCITY ARC. FROM (INTERSECTION OF WIND ANGLE AND VELOCITY DETERMINE HEADWIND COMPONENT BY PROJECTING HORIZONTALLY TO LEFT. DETERMINE CROSSWIND COMPONENT BY DROPPING VERTICALLY TO BASELINE.

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