曝光臺(tái) 注意防騙 網(wǎng)曝天貓店富美金盛家居專(zhuān)營(yíng)店坑蒙拐騙欺詐消費(fèi)者

to FCC A and the right TR via a dedicated FCS ram air scoop. FCC B also contains a thermocouple,
but does not set the FCS HOT cautions. The only indication of an over-temperature condition in FCC
B is a BIT status indication of OVRHT.
2.9.2.2 AV COOL Switch. The AV COOL switch is located on the lower right main instrument panel
outboard of the caution light panel.
NORM FCS ram air scoop retracted.
EMERG Deploys the FCS ram air scoop for emergency ram air cooling of FCC A, the right
TR, and other essential avionics.
Once deployed, the FCS ram air scoop cannot be retracted inflight.
2.9.3 FCS Redundancy and Survivability. Hydraulic redundancy is provided by distributing flight
control actuators among the four HYD circuits. This arrangement minimizes the probability of losing
multiple actuators due to catastrophic damage to any single actuator or its hydraulic lines. Following
a single HYD system failure, the other HYD system is capable of powering the entire FCS. Loss of
HYD 1 or HYD 2 in up and away flight does not affect aircraft control. However, in the takeoff and
landing configuration, small but controllable roll and/or yaw excursions may be expected as hydraulic
switching valves cycle to their backup circuits.
The primary electrical power source for each FCC channel is a dedicated output from one of two
permanent magnet generators (PMGs). See the Electrical System section for FCC Electrical Redundancy.
Should a power interruption occur to any single FCC channel, the FCC power supply
automatically switches to a ²keep alive² circuit connected directly to the maintenance bus for 7 to 10
seconds. This makes sure that the FCCs have uninterrupted power to maintain full operation during
all predictable electrical bus switching transients.
For survivability, wiring for one channel from each computer is routed through the upper part of the
aircraft with wiring for the other through the lower part of the aircraft. This routing minimizes the
possibility of loss of any one flight control surface due to system failures or battle damage. If a
stabilator actuator fails due to multiple FCS or hydraulic failures, the FCS automatically reconfigures
to maintain 3-axis control and acceptable handling qualities by using the remaining surfaces. There is
no mechanical FCS reversion mode.
2.9.4 CAS Operating Modes. The control augmentation system (CAS) operates in two basic modes:
Powered Approach (PA) and Up-AUTO (UA). Mode selection is controlled by FLAP switch position
and airspeed. With the FLAP switch in HALF or FULL and with airspeed below approximately 240
KCAS, CAS implements flight control laws tailored for the takeoff and landing configuration (PA).
With the FLAP switch in AUTO, CAS implements flight control laws tailored for up and away flight
A1-F18EA-NFM-000
I-2-60 ORIGINAL
(UA). If the FLAP switch is left in HALF or FULL, the aircraft automatically transitions from PA to
UA when airspeed increases above approximately 240 KCAS. This is known as ²auto flap retract.² In
this case, the amber FLAPS light comes on to alert the pilot to check FLAP switch position. The flight
control laws utilized in each mode are tailored to provide maximum maneuverability while maintaining
predictable handling qualities and departure resistance.
2.9.4.1 FLAP Switch. The FLAP switch, located on the lower left main instrument panel, is used to
select the CAS operating mode and to position the TEFs and aileron droop for takeoff and landing.
AUTO Selects UA operating mode for up and away flight.
HALF Selects PA operating mode for the takeoff and landing configuration. Sets TEF
deflection and aileron droop to 30° TED (WonW or at approach speed).
FULL Selects PA operating mode for the takeoff and landing configuration. Sets TEF
deflection and aileron droop to 40° TED (WonW or at approach speed).
2.9.4.2 Flap Position Lights. Three flap position lights, two green and one amber, are located on the
lower left main instrument panel. The green HALF and FULL flap lights are used to indicate FLAP
switch position and are not indications of actual TEF/aileron position. The FCS format should be
referenced to determine actual LEF, TEF, and aileron position.
FLAPS
(amber)
FLAP switch in HALF or FULL and airspeed above 240 KCAS (auto flap retract),
abnormal flap condition, spin detected by Spin Recovery System, or GAIN switch
in ORIDE.
HALF
(green)
FLAP switch in HALF and airspeed below 240 KCAS.
FULL
(green)
FLAP switch in FULL and airspeed below 240 KCAS.
2.9.5 CAS - Control Augmentation System.
2.9.5.1 Pitch CAS. Pitch CAS (P CAS) utilizes normal acceleration, pitch rate, and AOA feedback,
each scheduled based on aircraft flight conditions, to tailor aircraft response to pilot stick inputs and
　
中國(guó)航空網(wǎng) m.k6050.com
航空翻譯 www.aviation.cn
本文鏈接地址：NATOPS Flight Manual 飛行手冊(cè) 1(60)