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1. MASTER RESET pushbutton - Depress (10
secdnds).
2. If light remains illuminated - Above 250 Knots,
Restrict Rudder Inputs to Less Than 10’.
l With rudder authority stops failed open,
excess rudder authority is available and
could result in structural damage above
250 knots.
l Atler landing,n osewheesl teeringa uthority
may be restricted to 1 O0 (with neutral dimctional
trim) and differential braking is required
coming out of the arresting gear.
14.12.5.2 Runaway Stabilizer Trim. A runaway
trim failure is sensed by the pilot by both uncommanded
stick motion and by changes in aircraft pitch and load
factor. This failure state causes the horizontal tail to
move along the normal stick-to-tail gearing curve for the
hands-offc ondition. Aiicrat? responseto a runaway stabilizer
trim, even in the high-speed configuration, is
slow enough (about 1” per second stabilizer change) to
be recovered f?om safely.
The most critical steady-state trim conditions are
those for which the greatest stick force is required. A
field or carrier landiig with either a Roll noseup or nosedown
runaway stabilizer trim requires an average stick
force of 14 to 19 pounds to maintain longitudinal control.
If pilot fatigue becomes a factor with full noseup
trim, stick forces may be significantly reduced by placing
the wings aft of 21” and lowering the FLAP handle
causing the main flaps to extend while the auxiliary flaps
remain retracted. This overrides the wing sweep 21’
interlock and the FLAP light will be illuminated. This
contiguration is not recommended for landing. At approach
speed, the worst nosedown trim condition requires
a maximum stick pull of 27 pounds without DLC
engaged and approximately 24 pounds with DLC engaged.
A tit11n oseupr unawayt rim requiresa maximum
of 17 pounds of stick push without DLC engaged and
23 pounds with DLC engaged.
Note
With abnormal stabilizer trim responsec, ontinuing
to trim may preclude ability to retrim
to a neutral position.
1. SPD BK/P-ROLL TRIM ENABLE cb - Pull
Wm.
2. Decelerate to below 300 knots.
3. Use AFCS, if available, in cruise configuration to
reduce pilot workload.
4. Minimum stick forces are achieved under the following
conditions:
a. Runaway nosedown - flaps up.
b. Runaway noseup - flaps down.
5. Straight-in approach.
Note
Force required (push or pull) may be as much
as 30 pounds.
14.12.6 Horizontal Tail Authority Failure. Lateral
stick inputs are limited by control authority stops scheduled
by the CADC as a function of dynamic pressure.
Failure of the lateral stick stops is indicated by the IU
TALL AUTH caution light. Failure of the stops in the fully
closed position does lit low-speed rolling performanoe,
but ample roll control is available for all landing conditions
and configurations. Failure in the open condition, witb
SAS on,requitesthepilottomanuallylimitstickdefleetion
to prevente xceedingf uselaget orsionall oad limits.
14.12.6.1 HZ TAIL AUTH Light
1. MASTER RESET pushbutton - Depress (10
seconds).
If light remains illuminated:
2. ROLL STAB AUG switch-OFF.
3. Restrict lateral control inputs above 400 knots/O.9
Mach to one-quarter throw.
NAVAR 01.F14AAD-1
4. ROLL STAB AUG switch - ON for Landing.
Note
At low airspeeds, lateral control effective
ness may be reduced.
5. Do not select OV SW after landing.
14.12.7 Spoiler Malfunction. The inboard and
outboard spoilers are powered and controlled by separate
hydraulic and electrical command systems and are
protected by separate spoiler failure 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.
It is highly unlikely that both spoiler pairs on one wing
would fail up/float, but if this situation occurred, controllability
would be marginal to impossible.
The severity of a spoiler failure is influenced by
spoiler position and deflection, aircrafi contiguration,
and flight conditions. The rolling moment generated
from a deflected spoiler varies from the inboard to most
outboard spoiler. The moment generated by the No. 4
spoiler is approximately twice as great as that ofthe No.
1 spoiler. Sweeping the wings aft reduces the effect of
a deflecteds poiler by decreasingt he moment arm of the
spoiler and its aerodynamic effectiveness. A fully deployed
No. 4 spoiler at 200 knots and 20,000 feet in the
cruise contiguration generates2 5Op er secondr oll rate
　
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