Did you get to take off in this manner?
PHANTOM FG Mk 1 Aircrew Manual Oct
1969
https://www.filefactory.com/file/288...w%20Manual.pdf (27Mb)
"...Catapult Launch
4. Stick Positioning Device (SPD). The stabilator settings are given in Part 2, Chapter 2, Figs. 2 and 3. The SPD should be set with reference to the stabilator position marks on the fuselage (Mod. 206).
5. The importance of setting the correct stabilator angle for launch is strongly emphasised. The optimum setting results in a gentle nose-up rotation 1 second after launch which is easily checked at the fly-away attitude with a small forward stick movement. Incorrect use of the SPD (incorrect stabilator position), could lead to high pitch rates developing, resulting in a hazardous launch.
6. The SPD clutch allows wire pull out at a force between 50-55 lb on the wire. During catapult launch, wire tension up to 45 lb may occur due to the lack of mass balance in the control column. Therefore avoid pulling hard back against the wire during launch but maintain a light tension.
1. Launch Procedure
a. Carry out the Catapult Checks in the FRc's. Set the SPD to give approximately the correct stabilator angle and then check that the SPD friction clutch can be overridden. Reset the SPD to the correct stabilator angle. With the NLG extended and flaps fully down, at less than MIL RPM the L and R ENGINE BLEED captions must be on. Once MIL power is achieved the L and R ENGINE BLEED captions should go out. After the aircraft is tensioned and on signal from FDO, open up smoothly to MIL power and check that the nozzles are closed and the TGT, HP RPM and LP RPM are within limits and all warning lights out. If reheat is to be used, select MAX reheat and check the nozzles go to pre-open and then to ½-¾ open.
b. If full flaps are selected down before going on the catapult, high TGT's may be reached and the gauge should be closely monitored.
c. The aircraft should not be taxied with the nose gear extended.
d. In conditions of high temperature and humidity, the EMERG VENT knob should be left in vent for launch to avoid the cockpit misting up.
e. The fuel transfer selector is placed to STOP to avoid external tank collapse during acceleration and the fuel transfer pressure switch is set to ON to stop fuel spillage.
Launch Technique. Hold the stick back against the wire, with the elbow braced to prevent excessively high loads being applied. Hold this position through the nose-down "nod" (which may occur immediately on leaving the end of the deck) until the ADI indicates nose rise, when the stick should be checked forward to stop the aircraft rotation at an attitude of 14° nose-up. Establish a climb away and after passing 200 ft. raise the undercarriage and flaps. Complete the Checks After Take-off in the FRc's.
WARNING 1: Due to the lag in the system, the AOA (audio, visual and rudder shaker) must not be relied upon during launch and the initial climb away.
WARNING 2: A true nose-up attitude of 14° should not be exceeded during launch. Be prepared to check forward immediately if a rapid nose-up rotation is observed.
WARNING 3: If insufficient nose-up trim is inadvertently set prior to launch, the expected nose rise will not take place and excessive height loss could occur without some corrective action. In this case override the SPD with a pull force of approximately 42 lb. and then rotate to hold an attitude of 14° nose-up.
WARNING 4: The use of rudder to correct a wing drop on launch may result in overcontrolling and an excessive nose-up pitch rate. For this reason, if the aircraft starts to roll at any time in the post launch phase (due to crosswind or asymmetric stores) it should be corrected primarily with aileron, rudder being used only if aileron is not effective. However, the use of full left aileron is not recommended as this causes a loss of stabilator angle of 7° (4° post mod 273) owing to the stick being constrained to move along the arc of a circle by the SPD wire. Full right aileron causes a loss of only 1° (2·5° post mod 273) stabilator angle...."