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shag failure.
A temporary actuatorjam on one side while the wings
are sweeping, in conjunction with a broken synchronizing
shaft, will result in resumption of operation with
asymmetrical wing positions. Symmetrical wing position,
within lo, can be achieved again by commanding
the wings full forward or full aft (20” or 68’). The direction
to command the wing is dependent on whether the
right wing is forward or aft of the left position. The right
wing position is displayed by the wing position tape on
the cockpit wing-sweep indicator. If, for example, the
right wing is forward of the left wing, the wings should
be commanded full forward to 20”. The right wing will
drive to the 19” overtravel stop and remain there until
the left wing reaches 20”. nulls the command, and hydraulic
power is shut off. If the right wing is aft of the
left wing, the wings could be commanded full aft to 68’.
The right wing will drive to the 69” overtravel stop and
remain there until the left wing reaches 68”, nulls the
command, and hydraulic power is shut off.
Normal symmetrical wing-sweep operation, within
la, should follow. Some jeopardy exists during aft command
operation since spoiler control wrll be lost when
the left wing obtains 62”.
Note
A mechanical jam in the wing-sweep system
may prevent the wings from being resynchronized.
This may be because of the failed
synchronizing shaft jamming an actuator.
The auxiliary flaps/main flap interlocks are controlled
by the let? wing-sweep actuator. This means that during
asymmetric wing conditions, it is possible to satisfy the
interlock requirements with the left wing and damage
aircraft structure with the off-schedule right wing. For
example, if the left wing is at 20° and the RiH wing is
at 35’, the 21’ interlock in the auxiliary flap system is
satisfied by the left wing. Lowering the flaps without
inhibiting auxiliary flaps will drive the auxiliary flaps
through the fuselage in the vicinity of the flight hydraulic
system. Pulling the AUX FLAP/FLAP CONTR drcuit
breaker (8G3) will remove electrical power to the
auxiliary flaps and prevent auxiliary flap deployment.
Note
Extending the main flaps with the auxiliary
flapsinhibitedwillresuh inalargenosedown
trim change.
The wing-sweep control drive servo is powered
through WING SWEEP DRIVE NO. 1 (LDI) and WG
SWPDRNO.2/MANUVFLAP(LEI)cirouitbreakers.
Pulling these circuitbreakers inhibits all electrical command
paths to the wing-sweep control valve. Manual
commands to the valve are available through the emergency
WING SWEEP handle. Pulling the WG SWP DR
NO. 2/MANUV FLAP (LEl) circuit breaker removes
power from the maneuver devices and inhibits automatic
retraction of the maneuver devices with landing gear
handleextension.T hemaneuverdevicesshottldb ecommanded
up prior to pulling the WG SWP DR NO.
2MANUV FLAP circuit breaker. It may also be necessary
to utilize emergency up on the flap handle to
achieve full flap and slat retmction.
11.9.2 Asymmetric Wing-Sweep Flight Characteristics.
Asymmetric wing-sweep failures will be
manifested as a wing heaviness accompanied by a
WING SWEEP advisory light, indicating a failure ofthe
primary wing-sweep channel. A subsequent failure of
the backup wing-sweep channel will illuminate the
WING SWEEP warning light.
Flight tests have shown that the aircraft maybe safely
landed with asymmetric wing sweep as long as spoiler
control is retained following the wing-sweep faihne.
The aircraft is not controllable for landing with a wing
asymmetry such as the left wing aR ofthe spoiler cutout
angle (62”) and the right wing forward at 20”. The maximum
asymmetry demonstratedf ar landing was 20°/600,
although tests of 20”/68” at altitude indicate that this
configuration is landable if spoilers are operational (that
is, the left wing is at 20” and the right wing is at 68’).
The high approach speeds coupled with reduced lateral
control authority obtained with asymmetric
sweep become limiting factors for aircraft carrier (CV)
operations. If at all possible, the flightcrew should attempt
to divert for a tieldlanding. In-flightretbelingwas
not evaluated during flight tests. Cruise configuration
flying qualities in the normal refueling airspeed range
(approximately 250 knots) were qualitatively assessed
to be suitable for the task. The effects of asymmetric
sweepa re diminished as airspeedi ncreases( decreasing
angle of attack), so that using a higher than normal
　
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