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loadings, a departure transitions very rapidly to a high yaw rate spin away from the heavy wing. During
departure resistance flight testing with a 24,000 ft-lb store asymmetry, a high yaw rate spin (greater
than 100°/second) developed within 3 to 5 seconds but recovery occurred within two to three turns
after applying NATOPS OCF recovery procedures. Spin characteristics and recovery with asymmetries
greater than 14,000 ft-lb have not been fully tested. High yaw rate spins typically result in accelerations
at the pilot seat as high as -3.5g (eyeballs out). Consequently, accomplishing spin recovery procedures
can be difficult with an unlocked seat harness. If a spin is encountered (spin recovery display on the
DDI), recovery occurs very shortly after initiating NATOPS OCF recovery procedures, particularly
from inverted spins. Recovery from spins with high lateral weight asymmetry may require an
additional turn or two.
Selection of manual spin recovery mode (SPIN switch in RCVY) seriously
degrades controllability, prevents recovery from any departure or
spin, and is prohibited.
NOTE
During highly oscillatory spins or spins that transform from upright to
inverted or from inverted to upright, the spin recovery display may
disappear momentarily.
11.4 DEGRADED MODE HANDLING QUALITIES.
The reliability of the FCS is very high and when failures do occur, usually occur singly. No single
electrical failure affects flying qualities and multiple FCS failures are required to degrade flying
qualities. Depending on which combination of failures has occurred, flying qualities may be considerably
degraded. Degraded flying qualities associated with some of the more serious or more common
FCS failures are described here. Appropriate corrective action is presented in the Warning/Caution/
Advisory Displays, figure 12-1.
11.4.1 Single Engine Operation. Engine failure or shutdown with flaps AUTO results in no
degradation in handling qualities under most circumstances at low angle of attack. A small amount of
yaw trim may be required to counter asymmetric thrust effects. At high AOA, dynamic engine failure
results in a yaw toward the failed engine that is controllable by quickly reducing AOA and countering
the yaw with rudder. During hard maneuvering, a slight degradation in handling qualities may be
noticeable at less than 1.0 Mach between approximately 400 to 500 KCAS where the hydraulic system
normally operates at 5,000 psi. At these conditions 5,000 psi operation is inhibited by the FCS to
maintain a windmill air-start capability. When 5,000 psi operation is inhibited, flying qualities may be
degraded during aggressive maneuvers since there may not be enough hydraulic power to fully deflect
numerous flight control surfaces. Additionally, a reduction in departure resistance can be expected at
flight conditions where normal 5,000 psi hydraulic system operation is inhibited as described above or
a HYD 5000 caution present.
With flaps HALF or FULL, minimum controllable airspeed is a function of AOA and lateral
asymmetry. Maintaining on-speed AOA is critical to avoiding a departure that can rapidly result in
excessive roll attitudes which at low altitude may put the crew out of the safe ejection envelope at low
A1-F18EA-NFM-000
IV-11-8 CHANGE 1
altitude. Even with MAX thrust, static and dynamic engine failures are still controllable as long as
AOA is maintained near on-speed. When an engine fails, the first perceptible aircraft motion is a yaw
toward the failed engine. While too much rudder pedal is not harmful, too little rudder pedal may cause
controllability problems. The second perceptible aircraft motion is a tendency to roll into the failed
engine. The natural pilot reaction is to first oppose the roll with lateral stick. The resulting differential
aileron deflection generates adverse yaw and increases the demand on the rudders to maintain
directional control. Furthermore, as AOA increases, the aircraft becomes less directionally stable and
rudder control effectiveness deteriorates. The net result is the rudders may become saturated (surfaces
against the stops). In this saturated condition, the rudders cannot counter any additional adverse
yawing moment resulting in an increase in sideslip and an adverse yaw departure. During single engine
operations, restricting lateral stick inputs to less than½throw reduces the potential for an adverse yaw
departure.
When single engine with the operating engine at MAX, the possibility of
an adverse yaw departure increases as AOA exceeds on-speed and lateral
stick inputs exceed ½ throw.
NOTE
· In straight and level flight, a small amount of lateral and/or directional
trim is required to maintain balanced flight.
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NATOPS Flight Manual 飞行手册 2(9)
