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out of rig. Additionally, small sideslip excursions (1 to 3°) are common during steep climbs and
descents, even with symmetric store loadings. These excursions are non-oscillatory in nature and are
controllable with minimal rudder pedal inputs.
In general, flying qualities are also very good with large lateral weight asymmetries. The aircraft
tends to roll toward the heavy wing at elevated g such as during a pull off target during an air-to-ground
attack; away from the heavy wing at negative g. In each case, the roll is easily countered with lateral
stick. Additionally, roll coordination may be slightly degraded with large lateral stick inputs and may
require rudder pedal to maintain balanced flight. At high AOA, the aircraft tends to yaw away from the
heavy wing. Yaw-off should be expected above 25° AOA. Opposite rudder pedal may be required to
maintain controlled flight.
11.1.4 FLIR Carriage Handling Qualities. Flight characteristics with a single ATFLIR or TFLIR pod
produce roll-off in the direction of the pod of up to 12°/second at transonic (0.90-1.05 Mach) Mach
numbers. Above 1.05 Mach, the roll-off becomes less and eventually reverses direction above 1.15
Mach. Above 0.90 Mach, sizable lateral and directional trim settings are required when changing Mach
number, when greater than 0.90 Mach, to reduce roll-off and large side forces. Additionally, lateral
inputs are required under elevated load factor in order to maintain the same roll attitude. This roll-off
phenomenon is dominated by the aerodynamic asymmetry, not the lateral weight asymmetry.
Carriage of the following reduces or eliminates the roll-off tendency. During flight test, empty
inboard SUU-79 pylons reduced the aerodynamic asymmetry by 50%. Carriage of ²symmetric² pods
(ATFLIR or TFLIR on station 5 and NAVFLIR on station 7) effectively canceled the aerodynamic
asymmetry. A 480-gallon external fuel tank on the centerline also reduced the aerodynamic asymmetry
to nearly zero. The influence of an ARS was not flight tested but is expected to reduce the roll-off
tendency. Empty SUU-79 pylons on the midboard stations displayed a slight improvement. An
AIM-120 on the opposite fuselage station was ineffective in reducing the roll-off.
The magnitude of the roll-off at peak conditions (0.95 Mach) can be trimmed out, however, slight
variations in Mach require large variations in both lateral and directional trim settings to maintain
balanced flight. This additional pilot workload should be considered during low altitude flight where
mission cross check time is critical.
A1-F18EA-NFM-000
IV-11-5 ORIGINAL
During flight simulation, level bomb deliveries (using the ATFLIR for target identification and
refinement) were flown in a simulated night environment with no outside visual reference. Uncommanded
roll-off appeared as a rotating FLIR image similar to what is displayed during over flight of
the designated target. It is possible that uncommanded aircraft bank angle changes, seen as a rotating
FLIR image through the sensor, may be confused with the rotating image that results from target over
flight.
Uncommanded roll-off during heads down sensor operation may result in
an unusual aircraft attitude, disorientation, altitude loss, and possible
CFIT.
11.2 AIR COMBAT MANEUVERING.
11.2.1 Air-to-Air Gun Tracking. The flight characteristics described above combine to provide a very
agile fighter throughout the flight envelope. Excellent pitch pointing capabilities and lift vector
placement allow rapid acquisition and excellent fine tracking of air-to-air targets with little fear of
departure from controlled flight, especially at high AOA. However, the high airspeed bleed rate
associated with continued maneuvering at high AOA requires additional pilot attention to energy
management. Also, the presence of airframe buffet at elevated-g and high subsonic Mach numbers may
induce small pitch and roll transients and require increased workload to maintain precise pipper
placement.
11.2.2 Over-the-Top Maneuvering. The aircraft exhibits excellent slow speed over-the-top maneuverability.
Aft stick is required near the top of looping maneuvers to keep the nose tracking until the
nose is below the horizon and airspeed is increasing. If aft stick is not maintained, AOA feedback
results in nose-down stabilator which eventually reduces AOA below 22°. Once below 22° AOA, neutral
longitudinal stick results in an inverted, nose-high attitude with only a small amount of pitch rate as
the FCS attempts to maintain 1g. If airspeed is allowed to decay in this attitude, or is insufficient to
complete the maneuver, a tailslide may result.
11.2.3 Slow Speed Maneuvering. The excellent controllability and maneuverability at high AOA
　
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本文鏈接地址：NATOPS Flight Manual 飛行手冊 2(7)