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low Q, to one-half-stick throw limits at high-Q conditions.
Failure ofthe lateral stick stops is indicated by the
HZ TAIL AUTH caution light. Transient failures can be
reset with the MASTER RESET pushbutton. Failure of
the stops in the one-half-stick positionli mits low-Q rolling
performance. However, ample roll control is available
for all landing conditions and configurations.
Failure in the open condition with SAS on requires the
pilot to manually limit stick deflection at higher speeds
to avoid exceeding fuselage torsional load limits, as
lateral stops do not limit SAS authority.
2.23.4 Spoiler Control. Four spoiler control surfaces
(Figure 2-62) on the upper surface of each wing
augment roll control power and implement aerodynamic
ground-roll braking. The inboard spoilers provide DLC.
2-101 ORIGINAL
NAVAIR 01-FlUAD-1
Figure 2-59. Integrated Trim Schedules
DUAL POSITION TRANiDUCER
I
(4 FEEL’CAM LONOlT”DlNAL
. AFCSCONTROL AUOHENTATION INPUT ANDROLLER CONTROL INPUT
. WlNOSPolLER INPUT IREFERENCE,
MAXIMUM LATERIA
CONTROL OUTPUT
WITH SAS ENOAOEO
,*,a MAXIMUM WITk
STASlLlZER SASOFFI
ACTUATOR
Figure 2-60. Lateral Control System
ORIGINAL 2-102
NAVAIR OW14AALb’I
CONTROL
SURFACE
Wferential
jlabilizer
Iboard and
)utboard
ipollers
Lateral
tops
COCKPLT CONTROL SURFACE PARALLEL TRIM
ACTUATION MQDE MOTION AUTHORITY RATE AUTHORITY RATE
Control Stick Manual 3.5 Inches f7’ 36" per f3 3/%* per
left second second
3.5 inches
right
Control Stick
AFCS (ACL)
DLC/Maneuver
Flap
Ground Roll
Braking
Armed,
Welgnt- on-
Wheels
Series
!
Manual for
Cl 162"
Manual ,
Series
None zw 33O per
second
-
3.5 Inches f6V
lefl
250" per None
second
None
3.5inches
right
None 15” maximum 260” per None
second.
None
DLCI fnbd only 125" per None None
Maneuver 17.50 neutral second
Flap -4.5" down (mlnimum)
cxminand +55’up
Thumbwheel
f45”
None 55” up 260” per None
second
None
Control Stick
Restricted
Manual 1.75 inches &3-l/2’ Diff. 36’ per - -
lefl Stabllizer second
1.75 Inct-faS *WY Spoi\er 2BW per
right second
* Programmed by CADC (Horizontal Tail Authorlty) as a function of dynamic pressure.
** Maxtmum SAS off deflection tirnlts with tuk taterat stops engaged.
Figure 2-61. Lateral System Authority
2-103 cw?mMAL
NAVAIR Ol-F14AAD-1
.PP-E\ -- - -- -- .?lYNPCSP\DLgN T. IEEi: ”RR RRAAIVT ”OOLlR C w\L I
Figure 2-62. Spoiler Control System
The inboard and outboard spoilers are powered and controlled
by separate hydraulic and electrical command
systemsa nd are protectedb y separatef ailure-detection
circuits. The pitch computer and outboard spoiler module
control the outboard spoilers, and the roll computer
and the combined hydraulic system control the inboard
spoilers (refer to FO-12). Hydraulic actuation of the servoactuators
is controlled by electric servovalves at the
actuator and commanded by control stick displacement.
The aircraft has two spoiler gearing curves called cruise
andp ower approach.C ruise spoiler gearingi s the scbedule
that spoilers follow in the clean configuration and is
shown in Figure 2-63. Power approach is the schedule
that spoilers follow with the flaps down greater than 25”
and is shown in Figure 2-63 @LC engaged).W ith DLC
engaged in the power approach mode, inboard spoilers
are positioned from normal -4.5” to +17.5O position.
Lateral stick inputs result in the spoilers extending on
one side in the direction of stick displacement and depressing
toward the landing flaps down drooped (-4.5”)
position on the other side. This is the primary reason for
better roll response in the landing configuration with
DLC engaged.
stick. This movement of the neutral position has an
effect on the amount of spoiler deflection available.
That is, as lateral trim is applied away from the zero
trim position, maximum spoiler deflection is reduced
in the same direction (right trim, less right wing
spoiler deflection).
Full lateral trim in the same direction as lateral stick
displacement will still provide approximately 25’ of
spoiler deflection to counteract an asymmetric flap and
slat condition (see Figure 2-63). This is sufficient to
control full-flap asymmetry with symmetrically down
　
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