曝光臺 注意防騙 網曝天貓店富美金盛家居專營店坑蒙拐騙欺詐消費者

differential LEFs, and differential TEFs dependent on flight condition and CAS operating mode. The
twin rudders deflect symmetrically for directional control. There is no dedicated speedbrake surface.
Instead, a ²speedbrake function² is provided by partial deflection of several of the primary flight
control surfaces.
Hydraulic power to all flight control surface actuators is supplied by HYD 1 and HYD 2. Stabilator
and TEF actuators are powered simultaneously by one HYD circuit from each system. All other
actuators are powered by a single primary HYD circuit, with backup hydraulic power available through
a hydro-mechanical switching valve. See the Hydraulic System section, specifically the Hydraulic Flow
Diagram, to determine which HYD circuits power each flight control surface actuator.
A1-F18EA-NFM-000
I-2-57 ORIGINAL
Figure 2-18. Flight Control System Functional Diagram
A1-F18EA-NFM-000
I-2-58 ORIGINAL
Surface Deflection limits *
Aileron 25° TEU to 42° TED
Rudder 40° left or right
Stabilator 24° TEU to 20° TED
LEF 5° LEU to 34° LED
TEF 8° TEU to 40° TED
LEX Spoilers 0° or 60° TEU
* Tolerance ±1°, or ±3° for spoilers.
Figure 2-19. FCS Surface Deflections
2.9.1.1 Spoilers. The spoilers are mounted on top of the fuselage near the aft end of the LEX. The
spoilers are controlled by the FCCs and have two fixed positions: 0° (down) or 60° TEU. The 60° TEU
position is activated by the speedbrake function or when more than 15° TED stabilator is commanded
(forward stick) above 22° AOA to aid in recovery from high AOA.
2.9.2 FCCs - Flight Control Computers. Two flight control computers (FCC A and FCC B) provide
the computations which implement the aircraft's flight control laws. A four-channel architecture is
used to provide FCS redundancy. Each FCC contains two individual central processing units (CPUs),
which each run one channel of the FCS. CH 1 and CH 2 are resident in FCC A, with CH 3 and CH 4
in FCC B.
Most inputs to the FCCs (rate gyros, accelerometers, air data sensors, stick and rudder pedal
position sensors) are quad-redundant, one input for each channel. Each of the four CPUs runs
independent and parallel flight control computations. Sensor inputs as well as CPU outputs are
continuously monitored by the FCCs for agreement. When there is disagreement, the erroneous signal
is discarded, if possible.
Rate and acceleration data are provided by two independent Attitude and Heading Reference Sets
(AHRS), one for each FCC. Each AHRS has two sets of ring laser rate gyros and two sets of
accelerometers, which provide four independent sources of pitch, roll, and yaw rate information, and
four independent sources of normal and lateral acceleration. The AHRS units have the capability to
provide attitude, heading, and longitudinal acceleration data, but it is not currently utilized. The
physical rate and acceleration sensors in each AHRS channel are not aligned with the aircraft's pitch,
roll, and yaw axis. This raw sensor data is converted to the aircraft's pitch, roll, and yaw axis by
microprocessors internal to each AHRS. As a result of this architecture, a single rate gyro failure in one
channel results in all three axis rates being unusable in that same channel (CAS P, R, Y in one channel
Xd out). Similarly, if any of the accelerometers fail, all acceleration data from that AHRS channel is
unusable (N ACC and L ACC in one channel will both be Xd out).
FCC channel outputs are transmitted to the appropriate flight control actuators and to other aircraft
systems such as the MCs. While FCC computations run in all four channels, all flight control actuators
are not commanded in all four channels. The stabilators and TEF actuators do receive command
signals from all four FCC channels. However, each aileron, rudder, spoiler, and LEF actuator only
A1-F18EA-NFM-000
I-2-59 CHANGE 1
receives command signals from two FCC channels, one from FCC A and one from FCC B. The
2-channel actuators on the left side of the aircraft receive inputs from CH 1 and CH 4 while the
2-channel actuators on the right side receive inputs from CH 2 and CH 3. This channel distribution can
be seen on the FCS format.
2.9.2.1 FCC Temperature Monitoring. FCC A contains a thermocouple which monitors the temperature
within the computer and provides a signal to FCC CH 1 and CH 2. If an over-temperature
condition is detected, the FCS HOT caution and caution light come on, and the ²Flight computer hot,
Flight computer hot² voice alert annunciates. Additionally, FCC A indicates OVRHT on the BIT
status line. In this case, placing the AV COOL switch to EMERG provides emergency ram air cooling
　
中國航空網 www.k6050.com
航空翻譯 www.aviation.cn
本文鏈接地址：NATOPS Flight Manual 飛行手冊 1(59)