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with the wings at 22’, and a 4” per second roll rate with
the wings at 62”.
In the cruise contiguration, the increase in rolling
moment is essentially linear with increasing spoiler deflection
angle, whereas in the landing con@uration, the
increase in rolling moment is nonlinear with increasing
spoiler deflection angle (approximately 50 percent of
total rolling moment is generated in the fmt loo of
spoiler deflection). Flap position has a verypronounced
effect on rolling moment. With the flaps down in the
high-lift (landing) contigumtion, a deflected spoiler reduces
litI considerably more than with the flaps up.
Consequently,a failed-up spoiler causesa significantly
higher rolling moment with the flaps down than with
flaps up. Selecting flaps up with a failed-up spoiler
greatly reduces the amount of lateral stick required to
maintain a wings-level attitude. The same lateral stick
position of 6“ differential stabilizer will balance 55O of
No. 4 spoiler deflection with flaps up, and only go of
No. 4 spoiler deflection with flaps down. The use of
lateral trim to reduce stick forces may result in a reduction
of available opposite-wing spoiler deflection. Trimming
in the direction of stick forces (normal pilot
reaction)r educese ffective spoiler authority from 55Ot o
approximately 25“ at full lateral trim.
14-39 ORIGINAL
r
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NAVAIR 0%F14AAD.1
L
experiencing control problems because of a spoilermalfunction.
If the decision is made to land aboard the
carrier, a straight-in, no-flap approach should be flown.
If conditions do not permit a no-flap CV landing, the
aircrew should slow-fly the aircraft at a safe altitude to
determine the flaps-down controllability and minimum
controllable airspeed.
14-40
The control capability remaining with a failed-up
ipoileris influenced by wing-sweep angle, flap position,
~01S1A S operation,A OA, airspeed,s ideslip, and availibility
of the remaining spoiler set. Spoilers are considxably
more effective with Saps down than with flaps
up. Any single fully deflected, failed-up spoiler is consollable
even with the flaps down and the roll SAS off
if the remaining spoiler set is operating, airspeed is below
180 KCAS, and sideslip is minimized. With flaps
down and at slightly negative true AOA (less than 5
units), dihedral effect reverses (i.e., right rudder causes
a lefl roll); therefore, combinations of bight sidelsip
angle and high airspeed/low AOA (above 180 KCAS
and/or below 5 units AOA) should be avoided in the
flaps-down configuration. Ifuncommanded roll is experienced
in the landing pattern, comply with uncommanded
roll and/or yaw emergency procedure
(coordinated stick and rudder inputs) to arrest roll and
yaw rates. Once confirming a stuck-up spoiler, the pilot
should control the aircraft using primarily lateral stick,
applying only small rudder inputs to maintain balanced
flight, and remain at or below 180 KCAS in preparation
for raising the flaps (if practicable) to reduce lateral
control requirements.
A stuck-up failure of a second spoiler panel on the
same wing will further increase lateral control requirements
and may necessitate coordinating rudder inputs
and sideslip angle to maintain control. The pilot should
use as much lateral stick as possible to minimize the
required sideslip angle and avoid high airspeed/low
AOA if the flaps are down. Raise flaps as soon as practicable
to improve lateral controllability.
With the SPOILER FLR ORIDE switches in the
ORIDE position, all spoilers on the “good” wing are
available to counter rolling moment induced by the
failed, stuck-up spoiler(s). Ample lateral control exists
in this configuration to oppose failed spoiler moments
regardless of flap position. Note that with the SPOILER
FLR ORIDE switches in the ORIDE position, the
SPOILERS light will not illuminate in the event of a
spoiler failure. Detecting a failed-up spoiler following
uncommanded roll is letI up to the aircrew. Once a stuck
spoiler is confmed, counter roll primarily with lateral
stick and avoid excessive rudder inputs and/or sideslip.
It is preferable to divert (to shore) an aircraft that is
In the event of a subsequenfta iled-up spoiler
on the same wing, the aircraft may be uncontrollable
in the flaps-down configuration.
14.12.7.1 Spoiler Malfunction/Spoiler Stuck Up
Note
. Spoilers caution light will not illuminate
with SPOILER FLR ORIDE switches in
the ORIDE position.
l Use lateral stick as primary control and
rudder only as needed to maintain balanced
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F-14D 飞行手册 Flight Manual 2(121)
