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conditions if the maneuvers linger in the 8 to 13° AOA range. Gun tracking is still good in the presence
of buffet but workload is slightly increased. Formation flight in the buffet AOA region also exhibits a
slightly higher workload.
The speedbrake function provides very good deceleration capability at subsonic flight conditions.
Deploying the speedbrake function results in a small nose-up transient; a small nose-down transient
during retraction. These transients still allow the speedbrake function to be used comfortably during
formation flight. With speedbrake function fully deployed, the aircraft may feel sloppy in the yaw axis
during large rudder pedal inputs due to one rudder stalling. With lateral weight asymmetries, a small
sideforce may also be apparent when deploying the speedbrake function. At most supersonic flight
conditions up to 1.5 Mach number, the spoilers are the only active speedbrake surface due to limited
effectiveness of the other surfaces. Deceleration capability is still adequate with throttles at IDLE; with
one exception. When less than MIL thrust is selected above 1.23 Mach number, the engine fan speed
lockup feature (to prevent engine inlet instability) maintains MIL thrust levels, which has the side
effect of limiting deceleration capability until fan speed lockup deactivates at 1.18 Mach number.
Lateral-directional handling qualities are also excellent, particularly at high AOA. Roll rates and roll
damping combine to provide very agile roll control. The FCS attempts to maintain consistent roll
response throughout the 1g flight envelope. Additionally, rolling surface to rudder interconnects
coordinate lateral inputs, reducing pilot workload by allowing feet on the floor maneuvering under
most circumstances. Maximum roll rates are in the 200 to 225°/second range with clean wings and
approximately 130 to 150°/second with wing tanks and/or air-to-ground stores. Flight tests with wing
tank loadings demonstrated a very localized drop in maximum roll rate of approximately 50°/second
at 0.92 to 0.93 Mach number, most notably at 20,000 feet. The FCS reduces maximum roll rate by 40
to 60°/second at high subsonic airspeeds and low altitudes (approximately 0.90 Mach number below
10,000 ft), due to structural load concerns. For additional structural loads concerns during negative-g
rolls, maximum roll rate capability is reduced to approximately 60 to 80°/second above approximately
550 KCAS.
The most obvious lateral-directional characteristic is the excellent maneuverability at high AOA as
a direct result of specific FCS high AOA control laws. At 25° AOA and above, rudder pedal deflections
no longer provide yaw control inputs but instead act entirely as a roll control (identical to lateral stick
input) by commanding aileron and differential stabilator with the RSRI commanding the required
rudder deflection for roll coordination. Rudder pedal inputs are summed with lateral stick inputs and
this combined input is limited to a value equal to a full lateral stick input. Therefore, applying pedal
opposite to lateral stick cancels lateral stick inputs proportional to the pedal input, i.e. full opposite
pedal cancels a full lateral stick command resulting in zero roll rate. Between 13 and 25° AOA, rudder
pedal deflections gradually change from pure yaw controllers to pure roll controllers. This method of
control provides enhanced departure resistance at high AOA.
Some traditional yaw control with rudder pedal is returned at low airspeed and high AOA only when
the pilot applies lateral stick and rudder in the same direction. This feature starts becoming effective
only at airspeeds below approximately 225 KCAS above 20° AOA but is most effective at approximately
120 KCAS and 34° AOA. Enabling this feature outside of these conditions would compromise
departure resistance. When this feature is enabled, the sum of lateral stick and rudder pedal command
A1-F18EA-NFM-000
IV-11-4 ORIGINAL
is no longer limited to a value equal to a full lateral stick input. The excess roll command is fed to the
directional axis to command sideslip. For example, adding full rudder pedal with a full lateral stick
input provides a maximum roll and yaw command. Alternatively, adding lateral stick to an existing full
rudder pedal input has the same effect. The resulting aircraft motion is a highly controllable nose-high
to nose-low reversal.
Small lateral trim variances may occur without significant changes in airspeed, AOA, or Mach
number. These variances result from small changes in internal or external wing tank fuel asymmetry
and may require more frequent lateral trim inputs. Lateral trim changes may also be required as flight
conditions change with asymmetric store loadings or if one or more flight control surfaces are slightly
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NATOPS Flight Manual 飞行手册 2(6)
