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Flight Controls²
Amber
FLAPS
· TEF inoperative. (Speedbrake function disabled,
autopilot inoperative)
TEF FAILURE
TEF failures may be caused by an actuator failure
(mechanical or three-four channel failure) or by
a dual HYD 1A/2B circuit failure. TEF actuators
continue to operate following two channel failures.
If a TEF actuator is shutdown, the surface is hydraulically
or aerodynamically driven to 5° TED
and locked. If/when TEF asymmetry exceeds 6°,
the opposite TEF fails off and is also driven to 5°
TED and locked. In PA, both TEFs are 5° TED,
but aileron droop schedules normally with FLAP
switch position. With both TEFs locked at only 5°
TED, drag is significantly reduced, approach speeds
are significantly higher, and on-speed power settings
are near IDLE. A 10° to 12° AOA approach
may be required to attain acceptable approach
speeds nearing touchdown. Aircraft attitude is more
nose-up, and field of view over the nose is reduced.
Approach speeds may be in excess of nose tire
speed (195 KGS) or main tire speed (210 KGS).
When FCS/FCES procedures complete -
For landing -
TEF FAILURE
6. Make a controllability check at safe altitude.
7. Adjust gross weight to the minimum practical.
8. Calculate expected approach speed.
For landing -
9. FLAP switch - FULL
10. Fly a straight-in approach (if practical).
11. Fly 10 °to 12° AOA to touchdown (if required
to minimize approach airspeed).
A1-F18EA-NFM-000
Figure 12-1. Warning/Caution/Advisory Displays (Sheet 40 of 55)
V-12-42 ORIGINAL
FCES CAUTIONS
INDICATOR · CAUSE / REMARKS CORRECTIVE ACTION
FLAP SCHED
FCES
Caution Light
FLAPS
Amber
²Flight Controls, Flight
Controls²
· FCCs have detected a LEF hydraulic drive unit
(HDU) stall.
· Flaps not scheduling properly due to a pitotstatic
failure (both pitot probes invalid or an excessive
split).
Caution is inhibited in PA. If a weak HDU fails
to drive a LEF surface to the commanded position,
a LEF split, the FLAP SCHED caution, and/or a
possible roll off may result. If an HDU stall caused
the FLAP SCHED caution, BLIN code 256 appears
in the detected channel (CH 1 or 4 for the left LEF;
CH 2 or 3 for the right LEF). The FLAP SCHED
caution remains on for an additional 6 seconds after
the HDU stall condition clears.
If the FLAP SCHED caution was caused by a
loss of air data, the FCS caution, a four-channel
PTS X-out, and the wheels warning are also set. If
the four PTS Xs were caused by a loss of static
pressure, HUD displayed altitude and vertical velocity
are blanked. If the four PTS Xs were caused
by a loss of total pressure, HUD displayed Mach
and airspeed are blanked, but altitude appears with
an X to the right (e.g., value is uncorrected). The
standby instruments are driven by pitot-static inputs
from the left pitot tube and may also be in error
if the left tube is damaged.
If a pitot tube is plugged or damaged (IFR basket
impact, bird strikes, probe icing), air data errors
may be unannunciated if the air data split thresholds
are not exceeded.
With the GAIN switch in ORIDE, the FCCs use
fixed values for speed, altitude, and AOA depending
on FLAP switch position. These fixed gains cause
the LEFs, TEFs, and aileron droop to be driven to
fixed positions. Noticeable transients may occur
when selecting GAIN ORIDE. Longitudinal and lateral
response is more sluggish as airspeed is reduced
below the gain values and is more sensitive as airspeed
is increased above the gain values. Do not
lower the flaps in a turn as higher than normal aft
stick forces are required, and sideslip excursions
may occur due to fixed gains logic. Avoid overcontrol
and resulting PIO during flap transition. With
an FC AIR DAT caution, HUD displayed airspeed
may be in error; therefore, fly an on-speed AOA approach.
Flaps Mach KTAS Feet °AOA
AUTO 0.80 459 39,000 3.5
HALF 0.23 151 500 8.1
FULL 0.21 139 500 8.1
When FCS/FCES procedures complete -
If BLIN code 256 present -
6. Limit AOA to 6° maximum when below 3,000
feet AGL and above 0.6 Mach.
If PTS Xd in four channels -
6. Airspeed - Maintain below 350 KCAS.
If airspeed blanked -
6. Perform level flight deceleration to 4° AOA.
Once below 350 KCAS (above 4° AOA) -
7. GAIN switch - ORIDE
For landing -
8. Slow below 180 KCAS (approximately 6 to 7°
AOA)
In straight and level flight (if possible)
　
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