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exceeded, for example, if a 15 to 20°/second yaw rate persists for approximately 15 seconds or a 50 to
60°/second yaw rate persists for approximately 2 seconds.
Once a spin has been detected, the spin recovery system places the SPIN MODE recovery displays
on both DDIs (figure 2-23), illuminates the amber FLAPS light, and drives the LEFs to 34° LED and
the TEFs to 4° TED. The displayed spin recovery arrow always indicates the proper direction for
anti-spin lateral stick inputs whether the spin is upright or inverted. Anti-spin lateral stick inputs are
aileron-into for upright spins and aileron-opposite for inverted spins. When lateral stick is placed with
the arrow, automatic spin recovery mode (ASRM) is engaged. With ASRM engaged, all CAS feedback
and control surface interconnects are removed, providing full aileron, rudder, and stabilator authority
for spin recovery. If the stick is neutral or is moved in the wrong direction, the SPIN MODE formats
remain displayed, the LEFs and TEFs remain deflected, but the FCS remains in CAS, and ASRM is
not engaged.
If ASRM is engaged during spin recovery, the spin arrow is removed and the FCS automatically
reverts to CAS when either of the following conditions are met: (1) airspeed is above approximately 245
KCAS or (2) the yaw rate threshold is no longer exceeded. After recovery, LEFs and TEFs return to
normal scheduling, and the SPIN MODE formats are replaced with the MENU page after 2 seconds.
NOTE
During highly oscillatory spins or spins that transition from upright to
inverted or from inverted to upright, the SPIN MODE displays may
disappear momentarily.
2.9.12.1 Spin Recovery Displays. When the spin recovery system detects an upright left spin or an
inverted right spin, a left spin arrow appears on both DDIs to indicate the proper direction of the
anti-spin lateral stick input.
SPIN MODE
STICK
LEFT
A1-F18EA-NFM-000
I-2-72 ORIGINAL
When the spin recovery system detects an upright right spin or an inverted left spin, a right spin
arrow appears on both DDIs to indicate the proper direction of the anti-spin lateral stick input.
SPIN MODE
STICK
RIGHT
When lateral stick is placed in the direction of the arrow, the word ²ENGAGED² appears below the
words ²SPIN MODE² on both DDIs to indicate that ASRM has been successfully engaged.
SPIN MODE
is replaced by
SPIN MODE
ENGAGED
When the SPIN MODE formats appear on the DDIs, airspeed is always displayed in the upper left
corner, with altitude in the upper right and AOA in the lower center. See figure 2-23.
2.9.12.2 SPIN Switch. The SPIN switch is located on the right side of the main instrument panel.
The switch is guarded to prevent actuation. The SPIN switch was designed to allow for activation of
a manual spin recovery mode (MSRM). However, with all CAS feedback and control surface
interconnects removed, flight in MSRM will result in a departure and, once departed, will prevent
departure and/or spin recovery. SPIN arrow logic and ASRM functionality have been optimized and
thoroughly flight tested to produce accurate spin mode detection and positive spin recovery.
Figure 2-23. SPIN Recovery Display
A1-F18EA-NFM-000
I-2-73 ORIGINAL
RCVY Prohibited.
NORM ASRM available when a spin is detected.
Selection of manual spin recovery mode (SPIN switch in RCVY) seriously
degrades controllability, will prevent recovery from any departure
or spin, and is prohibited.
2.9.13 Stabilator Failure Control Law Reconfiguration. Stabilator reconfiguration consists of
additional control laws which augment baseline CAS control laws to compensate for the complete loss
of a single stabilator. Stabilator reconfiguration is automatically enabled following the detection of a
complete stabilator failure (3 or more FCS Xs in a single stabilator or a dual HYD circuit failure - HYD
1B/2A or 1A/2B). If hydraulics are intact, the failed stabilator is driven to 2° TEU and locked.
Following a dual HYD circuit failure, the failed stabilator must be driven to the locked position by
aiding airloads. If unaiding airloads are applied, actuator mechanization prevents the stabilator from
moving further away from the locked position.
The reconfigured control laws are designed to compensate for the loss of the pitch and roll
contribution of the failed stabilator. In the pitch axis, pitch commands to the remaining stabilator are
doubled to produce more pitching moment. In PA, rudder toe-in and rudder flare are also used to aid
the pitching moment capability of the remaining stabilator. In the roll axis, differential stabilator
commands are disabled. A stabilator-to-rolling-surface interconnect is used to compensate for the roll
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NATOPS Flight Manual 飞行手册 1(68)
