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but adequate at up to 17 units AOA with roll SAS engaged.
At up to 62” wing sweep, differential tail is
augmented with spoiler for roll control. The aircraft
exhibits a very strong dihedral effect wifh the wings
swept aft, so rudder may be used to augment roll performance
if desired. Crosswind landings have not been
evaluated at or near the aircraft crosswind limit, but a
crabbed approach is recommended vice the wingdown,
top-rudder technique. Ensure that the fuselage is
aligned with the runway prior to touchdown.
Although pitch control is adequatem, aintaining trim
airspeed is increasingly difficult with increasing sweep
angleb ecauseo f low stick force cuesf or airspeedd eviations.
This necessitatesc losem onitoring of airspeedb y
the aircrew since the approach indexers are unusable
above 16u nits AOA. As wing sweepp rogressesfu rther
aft, stall becomes less clearly defined. There is no
stronga ircraft buffet when AOA is increasedb eyond 17
units. Aircraft waveoffperformance is adequatea t both
15 and 17 units AOA. During single-engine operation,
up to maximum power may be required to arrest aircraft
rate of descent during a waveoff. Single-engine approaches
with aft wing sweep have not been tested and
rudder control power may be limited in this condition.
Fuel permitting, aircraft handling and stall characteristics
as well as waveoff performance should be
evaluated at altitude prior to commencing an aft wiugsweep
approach.
Ifusing an approach AOA greater than 15 units, nozzle
clearance at touchdown is reduced. Additionally,
the high rate of descent (approximately 1,000 fpm on a
3.2Y glideslope) andbigh touchdown speed placebigh
stress on the main landing gear tires. The recommended
technique for field landings is to maintain a maximum
of 17 units AOA while attempting to minimize the rate
of descent just prior to touchdown. Do not attempt to
flare the landing and do not aerobrake.
Nozzle clearance is reduced at elevated
approach AOA. Ensure that a maximum
of 17 units AOA is maintained at touchdown.
AA wing-sweep touch-and-go performance has not
been flight tested, however, rotation speeds approaching
or possibly exceeding tire limitations should be expected.
Nose tire limitations, runway remaining, status
of long-field arrestingg ear,a nd tire pressurizationm ust
all be factored into a decision to go around following a
hook skip. If committed to landing following a hook
skip with operative hydraulics, consideration should
also be given to securing the starboard engine in order
to reduce residual thrust.
Engagement speeds listed in the emergency field arrestment
guide are groundspeeds. Headwind may be
subtractedfr om final approacha irspeed,t ailwinds must
be added, and compensation must be made for field
elevation (add approximately 10 knots to arresting gear
limit for a field elevation of 4,000 feet).
11.9 ASYMMETRIC WING SWEEP
11.9.1 Wing-Sweep Design Limitations. An
understanding of the wing-sweep design limitations is
necessary to cope successfully with an in-flight asymmetric
wing condition to avoid the possibility of structural
damage and to minimize the possibility of loss of
aircraft control. The following discussion is therefore
offered.
The wing-sweep feedback position and interlock
functions for the auxiliary flaps, main flaps/slats, and
spoiler cutout are controlled by the left wing-sweep actuator.
Cockpit wing-sweep position indication is controlled
by fhe right wing-sweep actuator.
The existence of wing-sweep position feedback on
the left wing only can have a definite impact during a
jammed wing-sweep actuator/failed synchronizing
shaft condition. A jammed right wing-sweep actuator
will result in normal left wing operation because wingsweep
commands are nulled out by the left wing-sweep
actuator position. A jammed IeA wing-sweep actuator
in an intermediate position, in conjunction with awingsweep
command, will result in a constant command to
11-27 ORIGINAL
NAVAIR Ol-Fl4AAD-I
the right wing-sweep actuator that cannot be nulled,
since the right wing has no position feedback. In this
case, the right wing will travel to the overtravel stop (19”
or 69”) in the direction of the last command. The right
wing can be positioned in either the 19’ or 69” position
only, but not in any intermediate position since there is
no way to null out the command. A condition similar to
a jammed wing-sweep actuator occurs when one hydraulic
system has failed in conjunction with a synchronixing
　
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