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3. 0.8Mach - 50”
4. 0.9 Mach - 60”
4. 1 .O Mach - 68’.
When operating in the emergency mode, pulling the
WlNGSWEEPDRIVENO.l(LDl)andWGSWPDR
NO. 2MANUV FLAP (LEl) circuit breakers on the
pilot letI knee panel assuresth at the electrical command
path cannot interfere with the emergency mode.
2.20.2.5 Oversweep Mode (75’). The wing oversweep
mode allows sweeping the wings aft of 68’ to 75”
during on-deck operation only, thereby reducing the
overall width of the aircraft for deck spotting. At 75”,
the wing trailing edge is over the horizontal tail surface.
With the wings at 68O, oversweep can be initiated by
raising the emergency WING SWEEP handle to its full
extension and holding. Raising the handle releases air
pressure from the wing-seal airbags and activates the
horizontal tail authority system, restricting the surface
deflectionst o 18Otr ailing edgeu p and 12“ trailing edge
down. During motion of the horizontal stabilizer restrictom.,
the HZ TAIL AUTH caution light is illuminated.
When the horizontal tail authority restriction is accomplished
(approximately 15 seconds), the HZ TAIL
AU’IH caution light will go off and the OVER flag on
1-84
NAVAIR OMWAAD-1
EMERGENCY
I 1
OVERSWEEP
68
60
SWEEP
ANGLE
DEGREES 4o
20
MACH
SWEEP
ANGLE
DEGREES
SWEEP PROCEDURES
ANGLE ENCY OPERATION
DEGREES
20
MACH
75
68
SWEEP
INOPERATIVE
ANGLE WHEN AIRBORNE
DEGAEES
Figure 2-47. Wing-Sweep Modes
2-85 ORIGINAL
NAVAIR Ol-F14AAD-1
the wing-sweep indicator will be visible. This advises
the pilot that the oversweep interlocks are tree, allowing
movement of the emergency WING SWEEP handle to
7Y and stow. The EMER and OVER on the wing-sweep
indicator will be visible.
Failure of the oversweep interlocks while
trying to achieve oversweep may result in
damage to the wingtip and horizontal tail
trailing edges, and the maneuver flap
actuator.
If unusualr esistancei s encounteredw hile
attempting to put the wings into oversweep,
continued aft pressure on the
WING SWEEP handle may cause failure
of the wing-sweep actuator.
Avoid stick movements with the wings in
oversweep and the HZ TAIL AUTH light
illuminated and/or the OVER flag not displayed
in the wing-sweep indicator.
The reverse process takes place when sweeping forward
from oversweep. However, there is no need to
hold the emergency handle in the raised position at 68”.
Motion out ofoversweep is completed (wing-seal airbag
pressuree stablisheda nd horizontal tail authority restriction
removed) when both the OVER flag and the HZ
TAIL AUTH caution lights are off. Six secondsla ter the
WING SWEEP advisory light will illuminate. Upon
engagemenot f the spider detentb y further unsweeping
the emergency handle, MASTER RESET pushbutton is
pressed to clear the WING SWEEP advisory light, thus
activating the electrical command circuits of the wingsweep
system.
When coming out of oversweep and a 68O
wing position is desired, the wings should be
moved fotward to approximately 60° and
then back to 68”.
2.20.3 Wing-Sweep Interlocks. Automatic limiting
of wing-sweep authority is provided under normal inflight
control modes to prevent mispositioning of the
wings at conditions that could result in the penetration
of Structural boundaries. Wing-sweep interlocks within
the CADC are shown in Figure 248. Wing sweep is also
electrically inhibited at normal accelerations less than
-0.5g.
2.20.3.1 Flap and Slat Wing-Sweep Control
Box. Electromechanical (auxiliary flaps, oversweep
enable) and mechanical (main flap) interlocks in the
control box limit aft wing-sweep commands at 21’15’,
50”, and 68”. Interloclm in the control box are shown in
Figure 2-48. These interlocks, which serve as a backup
to the electronic interlocks in the CADC, are imposed
on both the normal and the emergency inputs to the
control box and assuren. oninterferenceb etween movable
surfaces and the fuselage.
2.20.4 Wing-Sweep System Test.
2.20.4.1 Continuous Monitor. The command and
execution of the wing-sweep system is continually
monitored by a failure detection system. The failure
detection system in the CADC governs the change from
wing-sweep channel 1 to channel 2 or the disabling of
wing-sweep charnel 1 or 2 by switching the respective
control drive servo off. A single channel failure in the
　
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