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11-11 ORIGINAL
NAVAIR 0%FlUADFlight
test of uncoordinated lateral-stick-induced departures
have produced yaw rates as high as 70’ per
second in 3 seconds with roll SAS on and flaps/slats
AUTO. In the high-Mach, high-AOA area, flat spin
entry could occur very abruptly and quickly (Figure
1l -l, sheet1 ). Abrupt, violent departuresin this areac an
be eliminated or reduced to a low peak yaw rate with
more easily recoverabled eparturesb y coordinating lateral
stick inputs with rudder in the same direction.
Subsonic maneuvering with roll SAS on
shall not be conducted above 15 units AOA.
When maneuver flaps/slats are retracted and roll SAS
engaged,d epartureresistanceis severely degradeda nd
high yaw rates can be attained very quickly. In the high-
Mach, high-AOA area, flat spin entry can occur very
abruptly and rapidly. In flight tests, 72’ per second was
reached in as little as 2.0 seconds with lateral g in the
cockpit over 1.5g. The rapidity with which the aircraft
departs can be very disorienting and could possibly delay
recovery.
(WARNING)
When automatic maneuvering flaps/slats are
not operating, uncoordinated lateral control
inputs shall not be used in the area indicated
in Figure 11-1, sheet 2.
Even with maneuvering flaps/slats in AUTO, the
flaps/slats will be retracted above 0.85 Mach. Lateral
stick inputs occurring above 0.85 Mach produce violent
depatturesinFigurell-l,sheet2,butnotinFigumll-1,
sheet 1, because,a s the aircraft deceleratesb elow 0.85
Mach, the maneuver flaps/slats extend.
Note
Lateral stick inputs should be avoided when
maneuvering at high AOA except when
cross-controlling at low Mach or coordiiting
with rudder at high Mach.
11.7.3 Rudder-Induced Departures. Rudder inputs
with the roll SAS off produced abrupt, higb-yaw
rate accelerations but generally did not exceed 50° per
second yaw rate in 10 seconds of control application iu
flight test because, as the AGA increases, the rudder
washeso ut and the yawing moment decreasesR, udder
inputs with the roll SAS on can cause very violent departuresb
ecauseth e roll SAS commandsd ifferential tail
opposite the rudder input to arrest roll rate even if the
stick is centered.I n the high-Mach, high-AOA area,f lat
spin entry could occur very abruptly and quickly if the
aircraft is departed with roll SAS on (Figure 11-2).
Subsonic maneuvering with the roll SAS on
shall not be conducted above I5 units AOA.
Unintentional lateral control inputs can change these
characteristicsd rastically. During high-Mach rudder inputs,
cockpit lateral acceleration is such as to favor unintentional
lateral stick inputs. In flight test, as little as
l/2-inch lateral stick (roll SAS otl) opposite a lllrudder
input combined to produce a 50“ per second yaw rate in
3 seconds. To avoid unintentional cross-controls, small
coordinated lateral stick should be used when maneuvering
with rudder at high Mach (above approximately
0.7 Mach), There is no significant difference in departure
characteristics between the maneuver flap and slat
extended and retracted configurations for rudder inputs.
11.7.4 Cross-Control-Induced Departures. Sustamed
cross-controls produce jerky, ratchetiug roll and
yaw rates and unpredictable aircraft motion. Generally,
as Mach number is increased, fewer ratchets will occur
prior to the steady yaw rate ‘increase.A bove 0.5 Mach,
the aircrafimotion is very violent and unpredictable, and
no ratcheting motion may occur prior to a high yaw
acceleration (Figure 1 l-3). Below 0.5 Mach, if the roll
SAS is off, cross-controls can be safely used. The pilot
must realize, however, that a cross-control maneuver is
an intentional departure of the aircraft that produces 30”
to 40” per second yaw rate in this low-Mach regime. An
engine stall or failure during such a maneuver may aggravate
the departure and must be reacted to immediately
to recover the aircraft.
Cross-control inputs shall not be used above
0.5 Mach when above 10 units AOA. Crosscontrols
at supersonic speeds shall not be
used.
11.7.5 Asymmetric-Thrust-Induced Departures.
Asymmetric-thrust-induced departures are
similar to those induced by the flight controls. At high
ORIGINAL 11-12
altitude (greater than 20,000 feet), asymmetric thrust
resultsi n a mild departurec haracterizedb y mild roll and
yaw rates into the dead engine if the airspeed is above
100 knots. The yaw rate is usually masked by the roll
rate. If no pilot action is taken, the aircraft usually stabilizes
　
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