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should be reduced with rudder just prior
to touchdown.
Note
l If desired, sideslip can be reduced to zero
with rudder at the beginning of the approach
and held to touchdown. Lateral
stick force increasesa s sideslip is reduced.
Method of approach is at pilot’s option.
l 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.
a Maximum airspeed for wheelbrake application
is 165 knots at gross weights of
46,000 pounds and 145 knots at 51,000
pounds.
15.7.2.2 Asymmetric Wing Sweep
Unacceptable for Landing
Efforts to improve controllability by
attempting to minimize or eliminate wingsweep
mismatch could result in an acceptable
condition becoming unacceptable.
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
approacha nd landing shouldb e avoided
as this reduces the spoiler deflection available
for roll control.
1. Flaps - UP.
2. AUX FLAP/FLAP CONTR cb - In (8G3).
a 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 emergency procedure,
paragraph 15.7.1.
a If letI wing is jammed, wing-sweep command
can result in right wing driving to
either 19” (forward command) or 69” (aft
command) actuator overtravel stop. Sub-
NAVAIR 01.F14AAD-1
sequent wing-sweep commands may not
move the right wing.
If spoilers are operational:
a. Emergency WMG SWEEP handle - Input
a Small Forward Command.
If spoilers are not operational:
a. Emergency WING SWEEP handle - Input
a Small At? 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 moveable and left wing is forward of
right wing:
a. Airspeed - 300 Knots.
b. Emergency WING SWEEP handle - 68’.
c. Emergency WING SWEEP handle - 20’.
d. AUX FLAP/FLAP CONTR cb - Pull
(8G3).
e. Repeat preliminary landing controllability
check (step 9 of paragraph 15.7.2).
Ifboth wings are moveable and right wing is forward of
left wing:
a. Emergency WING SWEEP handle - 20”.
b. AUX FLAP/FLAP CONTR cb - Pull
(8G3).
c. Repeat preliminary landing controllability
check (step 9 ofparagraph 15.7.2).
If right wing is jammed and left wing is moveable:
a. Airspeed - 300 Knots.
Note
If right wing is jammed atl of spoiler cutout
angle, matching let? 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.
15-15 ORIGINAL
NAVAIR 0%FWiAD-I
b. Emergency WING SWEEP handle - Match
I& Wing to Right-Wing Position.
c. AUX FLAP/FLAP CONTR cb - Pull
(8G3).
d. Repeat preliminary landing controllability
check (step 9 of paragraph 15.7.2).
If left wing is jammed and spoilers are operational:
a. Emergency WING SWEEP handle - 20’.
b. AUX FLAP/FLAP CONTR cb - Pull
(8G3).
c. Repeat preliminary landing controllability
check (step 9 of paragraph 157.2).
If left wing is jammed aft of spoiler cutout wing-sweep
angle and spoilers are inoperative:
a. Airspeed - 3OOKnots.
b. Emergency WING SWEEP handle - 68”.
c. AUXFLAP/FLAPCONTRcb - Pull(8G3).
d. Repeat preliminary landing controllability
check (step 9 of paragraph 15.7.2).
If final wing configuration is unsafe for landing:
a. Prepare for and execute controlled ejection.
15.6 AFT HUNG ORDNANCE LANDINGS
The normal NATOPS cg ZFGW limit for tunnelmounted
stores is 17.0 percent. On a typical fleet aircraft,
one Mk 84 2,000-pound bomb placed on station
No. 4 or 5 results in a ZFGW cg aft of 17.0 percent
MAC, possibly as far aft as 18.5 to 19.0 percent MAC.
Two ti hung Mk 84s can produce a ZFGW cg of up to
22 percent MAC. These all cg locations reduce the normaI
static stability of the F-14, producing a marked
degradation in landing flying qualities. Aft wing sweep
can be used to restore the normal static longitudinal
stability margin, regaining normal flying qualities even
with extremely aA cg locations.
Aircrew may have difficulty detecting aft hung ordnance
following bomb release. The only cockpit indication
　
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