First flat spin in an F - 14
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Took some ground fire, knocked out one engine, dove to the dead engine side and down to abort the flight and as I was pulling up, while turning, gave it throttle and that was it. Almost redded out immediately, came to in partial red out spinning very fast and level at about 10000, punched out. Pretty friggin cool as far as detailed flight accuracy.
Model F 14 B, Tomcat pit.
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One of the most impressive memory-recalls I’ve ever witnessed was during a brief I was part of at PMTC where I had an F-14 Chase and the NATOPS question of the day for that Platform was - “what is the recovery procedure for a flat spin in the F-14 aircraft?”
My Chase pilot took a deep breath, and rattled out the procedure word for word over the course of about five minutes. After which he drew another deep breath, started with “if the spin is inverted”, and rattled on another five minutes.
Epic.
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@Stevie wow! And all while your eyeballs are filling up with blood and barely hanging on to consciousness. I don’t even know what the procure is except splitting the throttle. Can you rock out of one?
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@Cpt_Communist - The below is directly from an F-14D NATOPS (I managed to find one online some time ago…forget where…) . Notice that at no time during recovery is it recommended to split the throttles. Both engines are put to Idle and stay there until recovered. In my experience with dual engined fighters it is never recommended to split throttles other than during single engine emergency operation. Enjoy…
14.13 DEPARTURE/SPIN
Successful recovery from out−of−control flight requires
correct situation analysis, timely and correct application of
procedures, crew coordination, and recognition of recovery.
Departure from controlled flight should be recognized and
the appropriate recovery procedures initiated as soon as the
aircraft begins uncommanded motion. Throttles should be
immediately placed to IDLE to ensure maximum stall margin
and prevent asymmetric thrust from delaying recovery. If
recovery is not immediately apparent, instrument cues must
be cross−checked. Full departures/spins are indicated by
pegged AOA (30 units for upright, 0 units for inverted), low
airspeed (less than 150 knots), and sustained yaw rate as
indicated by the turn needle and/or spin arrow. The spin
arrow is the best indicator of yaw direction if it is available.
If the above indications are not present, neutralize the controls
and fly the aircraft as airspeed increases. Recovery controls
should be applied and maintained until recovery is indicated,
minimum altitude reached, or an increase in
eyeball−out g threatens aircrew incapacitation. The most positive
indication of recovery is a break in AOA as yaw rate is
reduced, followed by an increase in airspeed and g load in the
direction commanded by longitudinal stick. To minimize
altitude loss for recovery, pull out at 17 units AOA.
Crew coordination is essential. The RIO must be able
to analyze the situation and provide timely and accurate
information and procedural backup to the pilot without
excess communication. The RIO should use airspeed, altitude
remaining, and the spin arrow as cues. Lateral stick
application can be confirmed by observing spoilers deflected
up on the wing pointed to by the spin arrow. Ejection in an
out−of−control flight situation can best be accomplished by
the RIO after consultation with the pilot. A thorough understanding of Chapter 11, Flight Characteristics, is required of
the aircrew when dealing with these high task emergencies.14.13.1 Vertical Recovery
- Above 100 knots, use longitudinal stick to pitch the
nose down. At extreme nose−high attitudes, aft stick
facilitates recovery time and will avoid prolonged
engine operation with zero oil pressure. - Below 100 knots, release controls and wait for aircraft
to pitch nose down. This prevents depletion of
hydraulic pressure in the event both engines are lost
and provides quickest recovery. - If roll and/or yaw develop, wait until aircraft is in a
nosedown attitude and accelerating before correcting
with rudder or lateral stick. - Use longitudinal control as necessary to keep nose
down and accelerating. - Above 100 knots, pull out, using 17 units AOA.
- Recovery to level flight from point of pitchover can
normally be completed in less than 10,000 feet.
14.13.2 Upright Departure/Flat Spin
*1. Stick - Forward/Neutral Lateral
Harness - Lock
*2. Throttles Both IDLE.
*3. Rudder - Rudder−Opposite Turn Needle/Yaw/Spin Arrow.
If no recovery:
*4. Stick - Into Turn Needle.
If yaw rate is steady/increasing, spin arrow is flashing, or
eyeball−out g is sensed:
*5. ROLL SAS - ON
Stick - Full Into Turn Needle and Aft.
If recovery is indicated:
*6. Controls Neutralize.
*7. Recover at 17 units AOA, thrust as required.
If flat spin verified by flat attitude, increasing yaw rate,
increasing eyeball−out g, and lack of pitch and roll rates:
*8. Canopy - Jettison.
*9. EJECT - RIO Command Eject.WARNING: Ejection guidelines are not meant to prohibit earlier
canopy jettison and/or ejection. If insufficient
altitude exists to recover from departed
flight, the flightcrew should not hesitate to eject.Note: At high yaw rates where eyeball−out g is
sensed, 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, the additional differential tail provided
by ROLL SAS ON will also increase the
possibility of recovery. It may be necessary to center stick laterally
momentarily to engage ROLL SAS.14.13.3 Inverted Departure/Spin
*1. Stick - Full AFT/Neutral Lateral
Harness - Lock.
*2. Throttles - Both IDLE.
*3. Rudder - Rudder−Opposite Turn Needle/Yaw/Spin ArrowIf recovery is indicated:
*4. Controls - Neutralize.
*5. Recover at 17 units AOA, thrust as required.
If spinning below 10,000 feet AGL:
*6. EJECT - RIO Command Eject.
Dual compressor stalls may be expected in an
inverted spin.Note: If pedal adjustment and/or pilot positioning
(because of negative g forces) is such that full
rudder pedal travel cannot be obtained, full
lateral control opposite the turn needle/yaw may
provide an alternate recovery method. Aft
longitudinal stick should be relaxed enough to
allow full lateral stick application. - Above 100 knots, use longitudinal stick to pitch the
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@Stevie Thank you for taking the time, I am cutting and pasting these elsewhere. I wonder if I can replicate and try to master a procedure here.
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@Cpt_Communist - it’s always fun to experiment and learn from stuff like this using a sim. I’ll add that if things are modeled correctly - and I have a strong feeling that inertial effects will not be - there is a number of turns where the spin will become totally un-recoverable - particularly if the wings are spread.
I forget just what that number of turns is, but the general rule of thumb among pilots for any airplane is that it takes three turns for a spin to become fully developed. After three turns the outcome is strictly up to the flying qualities of the airplane.
Personally, I am far more interested in low-speed flying qualities than high speed…