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Below 13° AOA, rudder pedal deflections provide yaw by symmetric rudder deflection. At 25° AOA
and above, rudder pedal deflections no longer provide yaw control inputs but instead act entirely as a
roll controller (identical to lateral stick input) by commanding aileron and differential stabilator with
the RSRI commanding the required rudder deflection for roll coordination. Rudder pedal inputs are
summed with lateral stick inputs and this combined input is limited to a value equal to a maximum
lateral stick input. Therefore, applying pedal opposite to lateral stick cancels lateral stick inputs
proportional to the pedal input, e.g., full opposite pedal cancels a full lateral stick command resulting
in zero roll rate. Between 13° and 25° AOA, rudder pedal deflection gradually changes from pure yaw
A1-F18EA-NFM-000
I-2-62 ORIGINAL
control to pure roll control. This method of control provides enhanced departure resistance at high
AOA.
Some traditional directional control capability is returned at low airspeed and high AOA only when
the pilot applies lateral stick and rudder in the same direction. This feature starts becoming effective
only at airspeeds below approximately 225 KCAS and above 20° AOA but is most effective at
approximately 120 KCAS and 34° AOA. Enabling this feature outside of these conditions would
compromise departure resistance. When this feature is enabled, the sum of lateral stick and rudder
pedal command is no longer limited to a value equal to a full lateral stick input. The excess roll
command is fed to the directional axis to command sideslip. For example, adding full rudder pedal with
a full lateral stick input provides a maximum roll and yaw command. Alternatively, adding lateral stick
to an existing full rudder pedal input has the same effect. The resulting aircraft motion is a highly
controllable nose-high to nose-low reversal.
At high airspeeds, symmetric rudder deflection is reduced and the rudders are toed in to avoid
exceeding vertical tail structural limits.
In PA mode, synthesized sideslip rate feedback augments aerodynamic directional damping and
stability.
2.9.5.4 Flap Scheduling. In UA, LEFs, TEFs, and aileron droop are scheduled as a function of AOA
and air data to optimize cruise and turn performance, to improve high AOA characteristics, and to
provide load alleviation (when required). In general, LEFs start to deflect as AOA increases above
approximately 3°, reaching full deflection (34° LED) by about 25° AOA. In general, TEFs start to
deflect above 2 to 3° AOA, are at full scheduled deflection (approximately 10 to 12° TED) from
approximately 6 to 15° AOA, and begin to retract as AOA increases further. In other words, TEFs are
deflected in the heart of the maneuvering envelope to produce more lift and are retracted at high AOA.
In UA, aileron droop is scheduled to 50% of TEF deflection at low AOA and to 0° at high AOA.
In UA, flap scheduling is altered slightly based on the presence of wing tanks. With wing tanks
installed, TEF deflection is slightly lower at most flight conditions. LEFs and TEFs typically begin to
deflect at slightly slower Mach but follow the same trends as those mentioned above.
In PA, LEFs are scheduled as a function of AOA to maximize lift. TEFs are scheduled as a function
of airspeed for load alleviation but should be at maximum scheduled deflection at approach speed. In
PA, aileron droop is scheduled with TEF deflection. Following field takeoff or catapult launch,
TEF/aileron droop is latched for 10 seconds after the transition to WoffW. This feature is designed to
improve catapult launch characteristics by ensuring the flaps do not retract immediately after launch.
However, if approximately 190 KCAS is exceeded prior to expiration of the 10 second timer, the TEFs
and aileron droop do begin to retract for loads alleviation. LEF, TEF, and aileron droop scheduling are
shown in figure 2-20.
A1-F18EA-NFM-000
I-2-63 ORIGINAL
FCS Mode Configuration Status LEF Position TEF Position AIL Droop
UA
No Wing Tanks
WonW 3° LED 2° TED 1° TED
WoffW
Scheduled
with
M,AOA,Alt
Scheduled
with M,AOA
50% of TEF
(<10° AOA),
0°
(>15° AOA)
Wing Tanks
WonW 3° LED 4° TED 2° TED
WoffW
Scheduled
with
M,AOA,Alt
Scheduled
with M,AOA
50% of TEF
(<10° AOA),
0°
(>15° AOA)
PA
Flaps HALF
WonW 15° LED 30° TED 30° TED
WoffW Scheduled
with AOA
30° TED
(on-speed)
30° TED
(on-speed)
Flaps FULL
WonW 15° LED 40° TED 40° TED
　
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本文鏈接地址：NATOPS Flight Manual 飛行手冊 1(62)