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provided by FCS control laws result in very precise nose pointing and gun tracking at extremely low
airspeeds. When large and abrupt heading reversals are required during offensive or defensive
maneuvering at high AOA and low airspeed, two features discussed earlier allow the pilot to accelerate
aircraft motion without compromising departure resistance. The first is the enhanced nose-down pitch
rate capability below 200 KCAS which allows very rapid nose-down pitch pointing to acquire the target
at the end of a flat scissors engagement or to rapidly reduce AOA to maximize energy addition. The
second is the ²pirouette² turning capability at high AOA and low airspeed which allows very rapid and
controllable nose-high to nose-low heading reversals. These two features combine to significantly
enhance maneuverability at high AOA, allowing the pilot to quickly bring the nose to bear on air-to-air
opponents.
11.3 OCF - OUT-OF-CONTROL FLIGHT
11.3.1 Departure Resistance. The single-seat and two-seat aircraft are both extremely departure
resistant throughout the operational flight envelope. A departure is defined by aircraft motion which
is contrary to flight control inputs. Flight test has shown that for most symmetric loadings, the aircraft
is departure free during multi-axis rolling maneuvers up to 360° bank angle change. Prolonged or
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aggravated multi-axis inputs for more than 360° of bank angle change may cause a departure.
Nose-high, slow-speed maneuvers that result in a tailslide may also cause a benign type of departure.
Flight test has also shown excellent departure resistance with asymmetric store loadings up to the
AOA limit. In all known departure modes, following NATOPS out-of-control flight (OCF) recovery
procedures results in rapid recovery.
11.3.2 Departure Characteristics. The typical F/A-18E/F departure occurs as a yaw divergence
(nose-slice) followed by an uncommanded roll in the same direction. The yaw rate warning tone may
not provide sufficient departure warning. Usually, a departure is preceded by a buildup in sideforce.
This sideforce is often accompanied by ²vortex rumble² generated from excessive sideslip but ²vortex
rumble² may not be noticeable during aggressive maneuvering and excessive sideforce provides the
most reliable departure warning cue. The initial phase of the departure is not particularly violent or
disorienting unless it occurs at high airspeed or Mach number. In general, the tailslide induced
departure is also very benign and recovers rapidly. Pure vertical tailslides are characterized by a pitch
over to nose low and tend to remain nose low until the airspeed begins to build. Tailslides with a large
yaw angle (nose vertical but 3 to 9 lines off the horizon) have similar motion but are typically
accompanied by an abrupt roll snap before the aircraft settles nose low. Post-departure gyrations
self-recover with controls released. Attempting to apply recovery controls during post-departure
gyrations may delay recovery.
Exceeding NATOPS limits for asymmetric store loadings can also lead to departures. Aggressive
longitudinal maneuvers that result in AOA or g outside of NATOPS limits can lead to a benign
departure that begins as a slow roll toward the heavy wing which cannot be controlled with lateral stick
and yaw away from the heavy wing. Recovery is immediate as soon as AOA and load factor are reduced
below NATOPS limits. Large sideslips create a greater risk of a more violent departure. At higher
speeds, aggressive maneuvering at elevated-g above AOA limits can result in sudden departures with
little or no warning. If limits are exceeded and a departure does occur, post departure gyrations rapidly
transition to an upright or inverted spin away from the heavy wing. Recovery from this type of
departure by following NATOPS OCF recovery procedures has been demonstrated with up to a 24,000
ft-lb lateral weight asymmetry (see Spins).
Continued maneuvering with flight control system failures such as surfaces failed off (X's in all
channels of that actuator), air data, or other sensor failures can also lead to departure. The flight
control system is designed to provide adequate flying qualities with actuator and other FCS failures as
long as AOA and load factor are maintained within NATOPS limits. In the event of FCS failures,
reducing AOA and load factor to wings level one-g-flight as soon as possible minimizes the possibility
of a departure. If a departure does occur, following OCF procedures results in the most rapid recovery.
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11.3.3 Spins. The single-seat and two-seat aircraft are both extremely resistant to entering upright
or inverted spins with symmetric loadings with or without a centerline tank. With asymmetric store
　
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