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(roll because of sideslip), good roll control is also
available from rudder inputs at medium and high AOA.
Rudderp ower is sufficient to provide adequatec ontrol
under all asymmetric store loading conditions.
11.1.4 Stability Augmentation. Pitch SAS increases
damping of the longitudinal, short-period dynamic
response,b ut the aircraft can be operateds afely
throughout the flight envelope without it.
Roll SAS increasesro ll accelerationd uring the initial
lateral stick input. The SAS reduces differential tail deflection
to limit maximum roll rate to less than 180”per
second to reduce aft fuselage loads and to prevent roll
coupling in the transonic speed range. An undesirable
byproduct of the roll-rate limiting is an oscillatory roll
rate perceiveda s a nonlinear roll responsee ncountered
in full lateral stick deflection rolls at medium subsonic
speeds and higher. Because roll SAS provides structural
protection, flight above 0.93 Mach is prohibited without
roll SAS with wing-mounted AIM-54 (loadings 3B5,
3B6,3C5,3C6). Should tactical considerationsn ecessitate
violating this restriction, restrict rolls to less than
full lateral stick deflection and to not more than 180’ of
bank angle change at one time. This minimizes the possibility
of aircraft damage. Initial roll acceleration is
slower without roll SAS; however, high AOA handling
qualities are improved (see paragraph 11.6).
With regard to controllability, yaw SAS is the most
critical ofthe stability augmentationfu nctions.D irectional
dynamicr esponse(y aw oscillationso r dutchr oll) is poorly
damped without it. In regions of reduced directional stability
above2 4 units AOA or when supersonict,h e SAS
dampens yaw rates that might otherwise cause loss of
control,o r structuradl amage.B elow 0.93 Mach, with yaw
SAS OFF, normal maneuveringc an be accomplishedif
extra care is taken to control yaw and sideslip excursions
with rudder( maintain coordinatedfl ight).
I I .2 SECONDARY FLIGHT CONTROLS
Secondary flight controls affect the flightpath of the
aircraft althought hey haveo therp rimary purposess, uch
as increasing 1iA or drag. Secondary flight controls of
the aircraft include main, auxiliary, and maneuver flaps,
leading edges lats, speedbrakesD, LC, and the variable
sweep wing.
II-I ORIGINAL
NAVAIR Ol-Fl4AAD-1
11.2.1 Maneuver Flaps and Slats. Maneuver
flaps and slats provide increased bun performance (increasedm
m rate/decreasetdm n radius)w hen extended.
Additionally, the extension of the maneuver slats decreases
departure susceptibility by increasing positive
dihedral effect (roll because of sideslip). The longitudinal
trim change upon extension and retraction of the
devices is slight (2 to 4 pounds aft on extension, approximately
2 pounds forward on retraction).
11.2.2 Landing Flaps, Slats, and DLC. Trim
changes during extension and retraction of flaps/slats
are significant. During extension of flaps/slats at 200
knots, an initial push force of approximately 5 pounds
is required followed by a pull force of up to 15 pounds.
Engagement of DLC at approach speeds causes essentially
no trim change. Forces during retraction of the
flaps/slats are generally opposite and of approximately
the same magnitude. The force required during retmction
of flaps/slats may be less objectionable than those
during extension, as the flaps are generally raised at a
slower airspeed and, therefore, require less opposing
force.
Note
Retracting the flaps with DLC engaged may
require up to 30 pounds push force to maintain
pitch attitude when the DLC automatically
disengagesa s the flaps pass 25”.
11.2.3 Speedbrakes. The speedbrakes provide
some decelerationc apability throughoutt he flight envelope.
However, the most effective means to slow the
aircraft is to reduce thrust while applying g, since the
speedbrakesa re marginally effective at moderatet o low
speeds.E xtension and retractiono f the speedbrakesre -
sults in a pitch trim change that varies with flight conditions.
In general, this change is not objectionable
except at higher airspeeds where the rapidity of the
change( 1.5 secondsf or full extension)m ay preventt ine
(f3 mil) gunsight tracking and possibly lead to a minor
case of pilot-induced oscillation.
11.3 GENERAL FLIGHT CHARACTERISTICS
11.3.1 Static Longitudinal Stability. Static longitudinal
stability indicates the direction of longitudinal
stick force required with changing airspeed
from a trim condition. At slow speeds where the
wings are not sweeping, static longitudinal stability
　
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