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position. All other cockpit wing position indications
may be unreliable, including wingsweep
handle position. Visually verify
left-wing position.
If leftwing is at? of 57”/62” spoiler cutout and right wing
is 20°, perform Asymmetric Wing Sweep Unacceptable
for Landing procedure, paragraph 15.7.2.2.
9. Perform preliminary controllability check as
follows:
a. Trim away from forward wing (opposite stick
force) to ensure that maximum spoiler dcflection
is available.
NAVAIR 01.F14AAD-1
b. Assess spoiler function by controlled left- and
right-stick inputs.
Aircraft controllability in approach contiguration
with spoilers inoperative and a large
wing-sweep asymmetry will range from difficult
to impossible depending on split.
c. Landing gear - Down.
d. Leave flaps as set until further determinations
are complete.
e. Slowly increase AOA to no more than 15 units
(attempt to maintain 0” sideslip).
f. Make small lateral stick inputs to simulate lineup
corrections.
Ifaircraft controllability is questionablef or safel anding,
perform Asymmetric Wing Sweep Unacceptable for
Landing procedure, paragraph 15.7.2.2.
If aircrafi controllability is safe for landing, perform
Asymmetric Wing Sweep Acceptable for Landing procedure,
paragraph 15.7.2.2.
15.7.2.1 Asymmetric Wing Sweep Acceptable
for Landing. Establish final landing configuration as
follows:
1. AUX FLAP/FLAP CONTR cb - Pull (8G3).
Note
Pulling the AUX FLAP/FLAP CONTR cb
(8G3) with the emergency WING SWEEP
handle at the 20” position disables wingsweep
commands.
Ifboth wings are forward of 50’:
a. Airspeed - Below 225 Knots.
Extending themainflaps witheitherwingaft
of 50” could result in damage to both the
flaps and the aft fuselage.
b. Flaps - Lower Incrementally 20” to 25O.
When flaps are set greater than 2.5”, lateral
pilot-induced oscillations are likely and may
result in wingtip damage at touchdown
and/or hard landings.
Note
The 25’ flap position can be established by
first noting when the spoiler position indicators
switch to the drooped position during
flap extension. An uncommanded but controllable
roll transient because of spoiler
gearing change will also occur. Upon observing
either event, retract the flaps to just
less than 25”. The roll transient will occur in
the opposite direction as the flaps pass
through 25”. Main flap extension without
auxiliary flaps will require greater than normal
atI stick trim.
c. Approach airspeed - 15 Units AOA.
Note
Indicated AOA is subject to a I- to 2-unit
sideslip-induced error. Verify proper AOA
at zero sideslip.
If either wing is aft of 50”:
a. Flaps - UP.
b. Approach airspeed - 14 Units AOA.
-------------
2. Emergency WING SWEEP handle - Leave
in Position that Established Satisfactory
Controllability.
3. Gross weight - Reduce as Required.
4. DLC - Stowed.
5. Autothrottles (APC) - Do Not Engage.
6. Confirm flight characteristicsb y flying simulated
landing approach at safe altitude, to include lineup
corrections,p ower changes,a nd waveoff.
Full spoiler authority will be required for
landing with large wing-sweep asymmetry.
Before attempting actual approach, trim
away from the forward wing (opposite stick
forces) to ensure maximum spoiler deflection
is available.
7. Fly straight-in approach to arrested or normal
landing.
Avoidrapidlateral stickinputs,assigniticant
pitch-roll coupling may result in roll ratcheting,
pitching motion, and lateral PI0 tendency;
an excessive descent rate may
develop and/or wingtip damage at touchdown
may occur.
1
\
Wing rock and wing stall may occur at 16 to
\
16-l/2 units AOA during flaps-up approaches.
Rapid lateral stick inputs will result in pitch .
coupling.E xcessived escentr atesm ay develop
\
and/or wingtip damage at touchdown may occur.
Precise AOA control and smooth lateral
L control inputs are required. .
I;
\ Note
Indicated AOA is subject to a 1- to 2-unit
\
sideslip-induced error. Verify proper AOA
at zero sideslip.
L
ORIGINAL
Note
A crosswind from the swept-wing side
is favorable while a crosswind from the
forward-wing side is unfavorable.
To reduce lateral stick force, the landing
approach can be flown with rudder trim
into the forward wing, allowing aircraft to
yaw into the forward wing. Sideslip
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F-14D 飞行手册 Flight Manual 2(133)
