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aerodynamic slot formed when the flaps are extended.
Precise airspeed control is essential for a no-flap/no-slat
approach.F ast or high/fast approachesr esult if timely
throttle adjustments are not made throughout the approach.
T he pilot must wave off approachest hat result
in large throttle reductions (to near idle) in close.
Nose attitude control is more sensitive during
a no-flap approach, and care must be
exercised not to overcontrol nose corrections
in close. Cocked-up, high-sink landing
can result in damage to ventral tins and/or
afterburners.
11.8.5 Outboard Spoiler Module Failure. When
the wings are forward of 62”, loss of outboard spoilers
resultsi n a decreasein roll authoritya ndi n lateralc ontrol
effecfivencssS. uch loss causesn o significant degradation
in approach handling characteristics and is generally
only apparent when large bank angle changes are
commanded, such as during roll into and out of the
approachtu rn. Ifthe outboards poiler module fails when
the flaps and slats are down, the spoilers may float up
and lock at some position above neutral. This may be
accompanied by trim changes in all three axes, which
can be trimmed out. Approach speed will increase
slightly if a spoiler float occurs. If the failure occurs
when the flaps are up, spoiler float is minimized.
NAVAIR Ol-Fl4AAD-1
In the event of outboard spoiler module failure,
do not engage DLC or ACLS.
11.8.6 SAS Off. Approach characteristics are not
significantly degraded with partial or total SAS failure.
The aircraft is slightly more sensitive to longitudinal
control inputs if pitch SAS is lost. Lateral-directional
responseto turbulencei ncreasesif yaw SAS is lost. Roll
SAS failure results in slightly increased roll sensitivity.
Note
Pitch SAS loss may result in loss of outboard
spoilers. Roll SAS loss may result in loss of
inboard spoilers.
11.8.7 Aft Wing-Sweep Landings. The aircraft
may be safely landed with the wings as far at? as 40” (CV)
and 68” (field). If the wings fail to respond to command,
the emergency wing-sweep handle should be used to
match the captain bars (commanded position) with the
wing-sweepp osition tape.M atching the captainb arsw ith
the position tape ensurest he commandedp osition is the
same as the actual position, removing hydraulic pressure
tiom the wing-sweepm otors( hydraulicp ressurew ill still
remainp resenat tt hew ing-sweepc ontrols ervov alve/fourway
valve).Thisreducesth eliielihood ofhydraulic failure
or asymmetric wing sweep because of the failure of the
crossover shaft. Optimum AOA for shipboard at3 wingsweepa
pproacheiss 1.5u nits.A OA may be increasedu p
to 17 units maximum for field landings to minimize ap
preacha irspeedfo r normal field landingso r remainw ithin
publisheda rrestingg earl imitations for short-fielda rrested
landings. At wing-sweep angles oft Sl”, each l-unit increasei
n approachA OA reducesa pproacha irspeedb y
approximately 5 knots. Airspeeds for various configurations
are shown in Figure 1 l-10.
With the wings frozen forward of 50”, the main
flaps/slats should be used. A normal 15-unit approach
should be used in this configuration and approach
speeds will remain within field arresting gear limitations.
If main flaps/slats are not available, maneuvering
flaps should be used. Extension of the main flaps/slats
only will result in a flap light with the wings aft of 20”.
(1
Ifmaneuvering flapsa re used,e nsuret hat the
maneuver flap thumbwheel is not actuated
during the approach.
ORIGINAL
NAVAIR Ol-Fl4AAD-l
Figure 11-l 0. Landing Approach Airspeed (15 Units AOA)
ORIGINAL 11-26
NAVAIR 01.Fl4AAD-1
Note
Main flaps/slats extension with the wings aft
of ZOO will result in a large nosedown pitch
transient.
DLC should not be engaged as it increases final approach
speeds. APC gains are not optimized for wing
sweeps other than 20” and, therefore, APC should not
be used. Reducing gross weight will reduce approach
speedb y about3 .5 knots for each2 ,000-poundr eduction
in gross weight at the 68’ wing-sweep position. Pilot
over-the-nosev isibility is adequatea t both 15 and 17
units AOA. The RIO will lose sight of the ball because
of the higher pitch attitude at 16 to 17 units AOA on the
standard 3.25” field glideslope.
Flying characteristics in aft wing-sweep configumtions
ared ependento n wing-sweepa ngle and AOA. As
wing-sweep angle increases, trimmed stick position
moves aft. At 68” sweep, roll performance is sluggish
　
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