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tanking speedm ay decreasep ilot workload. Lateral and
directional trim should be utilized to decrease lateral
stick force during refueling and cruise flight.
ORIGINAL 11-28
Note
The use of lateral trim to reduce stick force
during approach and landing should be
avoided, however, because it reduces the
amount of spoiler available for roll control.
Asymmetric wing sweep is primarily a lateral control
problem, increasing in severity as angle of attack increasesa
nda s flap deflectioni ncreasesT. he aircraftw ill
roll toward the afi wing and yaw toward the forward
wing. For example, right wing forward of left wing
causes left-wing-down roll and nose-right yaw. The resultant
sideslip angle is favorable from a controllability
standpoint and should be removed with rudder only if it
is uncomfortable to the pilot. Rudder trim into the forward
wing may be utilized, if desired, to increase
sideslip angle and generatea restoring rolling moment
via dihedral effect (right rudder trim for right wing forward
of left, and vice versa). Lateral stick force will be
accordingly reduced.
Main flaps should be utilized to decrease approach
airspeed for asymmetric sweep landings if both wings
are forward of 50” sweep. During flight tests, a flap
setting of 20’ to 25“ was found to provide the best flying
qualities in comparison to the other flap settings tested
(OO1, 0D3, 59. Safel andingsm ay be performed,h owever,
with all the flap configurationse valuated.I n the flaps-up
contigurationu, ndesirablep restallb uffet is experienceda t
16 to 16.5 units AOA for all wing asymmetries.
Stall-induced buffet is not experienced in flaps-down
configurationsb ecauseth e leadinge dges lat delaysw ing
stall. Airframe buffet may occur, however, because of
the turbulent airflow that passes through the auxiliary
flap hole that impinges on the horizontal tails. This buffet
increases with increasing flap deflection and is significantly
worse with 35’ flaps as compared to 10” or
20”. In addition to increased buffet levels, the 35” flap
configuration is prone to lateral PI0 during high-gain
tasks such as close-in lineup corrections. This is primarily
because of the increased spoiler effectiveness obtained
with power approach spoiler gearing. The PI0
tendency is eliminated by selecting flaps 25” or less,
which causes a switch to cruise spoiler gearing.
All asymmetric wing configurations require precise
monitoring ofAOA during lateral maneuvering because
of the existence of significant pitch-roll coupling. This
is especially critical with flaps up. In general, the aircraft
tends to increase angle ofattack when rolling toward the
forward wing and decreasea ngle of attack when rolling
toward the aft wing. In order to provide adequatem aneuvering
margin below the stall buffet region, recommended
approach AOA is 14 units for all flap-up,
asymmetric wing configurations up to 40“ differential
NAVAIR 01-F14AAD-1
split (Figure 11-I 1). A landing with the maximum possible
asymmetry of 20”/68” (48” differential split) was
not attempted during flight tests, but evaluation of this
contiguration at altitude indicates that 13 to 14 units
AOA will provide adequate control for approach and
landing as long as spoilers are available (let? wing at 20”,
right wing at 689. Recommended approach AOA is 15
units for all flap-down, asymmetric wing configurations
(Figure 1 l-1 1).
If the let? wing is positioned aft of the spoiler cutout
sweep angle (62’) the spoilers are inoperative and lateral
control is limited to differential tail only. Flight tests
indicate that the maximum controllable asymmetry at 14
units AOA in this configuration is a 15” differential split.
The preferable action in this case is to attempt to move
the left wing forward ofthe spoiler cutout angle to regain
spoiler control. If this is not possible, an attempt should
be made to command the right wing as far aft as possible
in order to minimize the wing asymmetry, and then
perform a slow flight check at altitude to determine the
minimum control speed. The pilot must then determine
if the configuration providesa reasonablea pproacha irspeed.
Sideslip-induced pitot static system errors may be
experiencedw ith all asymmetric wing-sweepc onftgurations.
Accurate airspeed/AOA indications may be obtained
by bringing the aircraft to a zero-sideslip
condition. A wingman may provide an airspeed check
prior to landing.
11.10 DUAL HYDRAULIC FAILURES
BACKUP FLIGHT CONTROL MODULE
　
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