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better above 10° AOA with flaps HALF. With flaps FULL, a distinct longitudinal buffet is felt at or
above 11 to 12° AOA which serves as a stall warning cue. This buffet tends to be more pronounced at
heavier gross weights and with wing tank loadings but does not adversely affect climb performance or
handling qualities. Above the AOA limit, uncontrollable roll-offs are possible in either flap setting,
particularly with high lateral weight asymmetry store loadings. An intermittent warning tone will
sound beginning at 14° AOA with an increasing beep frequency as AOA increases up to full aft stick.
11.1.2.2 Takeoff and Landing. Low gain nosewheel steering (NWS) incorporates yaw rate feedback
to stabilize directional control during the takeoff and landing roll. Maintaining runway position
without NWS using differential braking alone may be difficult. Crosswinds have minimal effect on
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takeoff characteristics and only a small amount of lateral stick into the wind is required to keep the
wings level during the takeoff roll. Nosewheel lift-off speeds are dependent on CG location and aircraft
gross weight. At nominal and forward CG locations, the airplane requires aft stick to effect rotation.
Premature aft stick application during the takeoff roll can result in early nosewheel lift-off and
potential over-rotation, particularly with aft CG.
· Pitch attitudes in excess of 10° during takeoff rotation may result in
ground contact between engine exhaust nozzles and/or stabilators.
· With combinations of heavy gross weight, forward CG, high density
altitudes and late takeoff rotation, ground speed can exceed the
maximum nose gear tire speed of 195 knots ground speed (see
NATOPS performance charts).
Additionally, landing gear speed limits can be easily exceeded during shallow climbs after takeoff
with MAX power.
With large lateral weight asymmetries, there is a slight tendency to yaw into the heavy wing during
the initial ground roll and again during the takeoff rotation. Otherwise, takeoff characteristics are very
similar to symmetric store loadings. Directional trim may be required after takeoff for balanced flight
with store asymmetries. A small lateral-directional transient may occur during configuration changes
from flaps HALF to AUTO or from flaps AUTO to HALF. The lateral transient occurs since TEFs are
deflected differentially for lateral control with flaps AUTO and the additional lateral control results in
an associated directional transient due to the rolling-surface-to-rudder interconnect.
Normal approach and landing characteristics are excellent; with good speed stability and solid
lateral-directional handling qualities. With crosswinds, a wings-level crabbed approach with removal of
half the crab angle just prior to touchdown minimizes deviations from runway heading and landing
gear side loads during landings. Touchdown in a full crab angle results in an uncomfortable roll
opposite the crab angle and upwind drift, requiring large rudder pedal inputs to align the aircraft with
the runway. Likewise, removing the crab angle entirely results in downwind drift and directional
transients after touchdown. A wing down, top rudder approach results in excessive bank angle and is
not recommended.
With flaps HALF or FULL, handling qualities with large lateral weight asymmetries are virtually
identical to those with symmetric loadings; however, landing with crosswinds from the heavy wing side
results in less roll away from the wind at touchdown. Regardless of wind conditions, the aircraft tends
to yaw away from the heavy wing during periods of heavy braking but the yaw is easily countered with
a small rudder pedal input.
11.1.3 Flaps AUTO Handling Qualities. The FCS control laws create handling qualities that are
slightly different from aircraft with conventional flight control systems. The most apparent characteristics
are the neutral speed stability at low AOA and the excellent maneuverability at high AOA.
Neutral speed stability occurs since the FCS automatically attempts to keep the aircraft in 1g, zero
pitch rate flight. This has the effect of eliminating the need for frequent longitudinal trim adjustments,
lowering pilot workload for most tasks; however, some tasks are made slightly more difficult. For
example, during large airspeed changes, the aircraft may initially appear to be slightly out of trim for
a few seconds until FCS re-establishes 1g flight. Since pitch trim biases the FCS away from 1g flight,
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any pitch trim used during large airspeed changes must be removed within a few seconds of
establishing the new airspeed and only adds workload. Additionally, during climbs or dives, a small but
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NATOPS Flight Manual 飞行手册 2(4)
