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to provide stabilator actuator commands. P CAS operates by comparing aircraft response to the pilot's
longitudinal stick input, driving the stabilator actuators symmetrically until the difference is reduced
to zero.
In UA, with neutral longitudinal stick, comparing pilot input to aircraft response has the effect of
constantly trimming the aircraft to steady-state, hands-off 1g flight, essentially removing the
requirement for manual trim. In maneuvering flight, P CAS modifies aircraft response to stick inputs
creating the effect of changing stick forces to provide pilot cueing. Actual stick forces for a given stick
displacement do not change with flight condition. At high airspeeds, P CAS is a g-command system
requiring 3.5 pounds of stick-force-per-g. At medium airspeeds, P CAS acts as a hybrid pitch rate and
g-command system. Pitch rate feedback is used to increase apparent stick-force-per-g (heavier stick
forces) to cue the pilot that airspeed is decreasing and less g is available. At low airspeed, P CAS is
primarily an AOA command system using AOA feedback above 22° AOA to provide increasing stick
forces with increasing AOA. With large forward stick inputs, P CAS augments nose-down pitch rates
by flaring the rudders and raising the spoilers.
A1-F18EA-NFM-000
I-2-61 ORIGINAL
In PA, AOA and pitch rate feedbacks are used to augment inherent airframe pitch damping and
stability. P CAS nulls the difference between the commanded AOA and actual AOA. With neutral
longitudinal stick, P CAS maintains trim AOA. Unlike UA, pitch trim is required in PA to trim the
aircraft on-speed. Rudder toe-in is used to improve longitudinal stability and to aid aircraft rotation
during takeoff or bolter. Rudder toe-in is a function of AOA. At 0° AOA or with WonW, the rudders
are toed-in 40°. Rudder toe-in decreases linearly to 0° of toe at 12° AOA. Additional AOA feedback is
provided above 12° AOA which increases stick forces with increasing AOA to provide stall warning.
Pitch rate feedback helps maintain tight pitch attitude control during turns.
2.9.5.2 Roll CAS. Roll CAS (R CAS) schedules aileron, differential LEF, differential TEF, and
differential stabilator commands in response to lateral stick inputs to achieve the desired roll
characteristics. Roll rate feedback, scheduled based on aircraft flight conditions, is used to augment
inherent airframe roll damping. Differential LEFs and TEFs are only used in UA. The LEFs deflect
differentially up to 5° when below 25,000 feet and above 0.6 Mach. Differential TEFs are not used
above 10° AOA or below -5° AOA. At high airspeeds, aileron, differential stabilator and differential
TEF travel are reduced to provide consistent roll rate response and to aid in preventing structural
loads exceedances. At low airspeeds, aileron and differential stabilator travel are reduced with
increasing AOA to minimize adverse yaw. Differential stabilator may also be limited due to pitch
commands which have priority over lateral commands.
With clean wing or A/A missile loadings (no wing tanks), maximum roll rate is limited to
approximately 225°/second. With A/G store or external fuel tank codes set in the armament computer
for any wing station and the pylon rack hooks closed for those stations, maximum roll rate is limited
to approximately 150°/second to avoid exceeding pylon structural load limits. If all stores are shown as
HUNG, roll rate limiting is removed; however, an R-LIM OFF caution appears on the DDI.
R CAS incorporates two features to reduce pitch-roll inertial coupling induced departures. Based on
pitch rate and Mach number, the first feature reduces the roll command when the pilot applies an
excessive combined lateral/longitudinal stick input. The second feature limits the roll command when
the aircraft is already rolling and longitudinal stick is moved rapidly. This second feature is removed
at low altitude and high speed since available pitch rate does not result in significant pitch-roll inertial
coupling.
2.9.5.3 Yaw CAS. Yaw CAS (Y CAS) uses yaw rate and lateral acceleration feedback to provide
directional axis damping and to augment pilot commands to the twin rudder actuators. A rollingsurface-
to-rudder interconnect (RSRI) adjusted by roll-rate-to-rudder crossfeed (scheduled with
AOA), and lateral acceleration feedback are used to minimize sideslip for roll coordination. To provide
departure resistance and enhanced maneuverability at high AOA, directional stability is augmented
utilizing INS pitch and roll attitudes along with the FCS sensors to synthesize sideslip and sideslip rate
feedback to the ailerons and differential stabilators. These lateral surfaces are used in this sense as
directional controllers by taking advantage of the strong yawing moments they produce at high AOA.
　
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本文鏈接地址：NATOPS Flight Manual 飛行手冊 1(61)