inside an f18

Inside An F18 - The F-18 by McDonnell Douglas is a twin-engine multirole fighter. It was developed in the 1970s and has been in use since 1983. The Swiss Army F-18C is a single seat, like the F-18D it also exists as a two seat version. Both turbines provide a very high performance for the engine. Thus, a climb of up to 50000 feet / min and a maximum speed at the highest altitude of Mach 1.8 is possible. The machine is electronically controlled by a fly by wire system. To increase maneuverability, the car was designed in such a way that control without this electronic support is not possible.

The F18 has two tailerons which are large rotational stabilizers in the tail of the aircraft that combine elevator and aileron control. If it deviates symmetrically, it is entered into lift, if it deviates asymmetrically, a roll is induced.

Inside An F18

There are two conventional ailerons on the wings, a large trailing edge flap and also a leading edge flap that works like a blade. But on the F18, those front and rear flaps can also be deflected asymmetrically to improve maneuverability.

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Finally: the F18 has two vertical stabilizers and rudders on each side. The rudder deflects symmetrically for normal rudder operation and deflects along with the ailerons to increase the roll rate. They can also be deflected inward or outward to increase lifting power.

The F18 has a fly-by-wire system, which means the flight controls are processed electronically by a computer that then calculates the necessary control surface deviations to meet the pilot's commands. In this simulated FS, your joystick inputs are processed and then transferred to individual control surfaces.

With the flap selector in the AUTO stick position, the pilot directs the load target g. It can be directed between negative 3gs and positive 7.5gs. When the stick is neutralized the plane will hold 1g. In a real plane this means the plane will rise when you fly straight up or down. In this currently unsimulated FS, our F18 continues to fly straight when pointing up or down which makes it easier to fly.

AUTO: flaps and slats operate independently and asymmetrically based on many factors such as angle of attack, g-load and mach-number. In high-g maneuvers, flaps and slats turn down to increase lift. This reduces the turning radius. The blades rotate automatically at high angles of attack to increase normal margin.

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HALFWAY: flaps and slats swing down to the half way position, depending on airspeed. Above 250kts they remain stationary. Below 250kts it gradually extends as speed decreases to maximize lift. Half the position is selected for takeoff or approach.

FULL: flaps and slats can be turned to the full position, again depending on the airspeed. This position is selected for landing.

With the flap selector at HALF or FULL, fly by wire enters approach mode. The angle of attack is now also used by flying by the point wire in the direction of the angle of attack. With stick release, the aircraft begins to climb or descend to regain the trim angle of attack.

When the aircraft is in approach mode, throttle input affects the flight path. When you increase the gas and the plane finally accelerates the plane will start to climb. When you lower the throttle, the engine thrust is reduced which slows down the plane and flies in the wire down to stay in the trim angle of attack.

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This takes some getting used to but this approach mode makes the aircraft behave more like a fly-by-wire aircraft and feels quite natural.

The speed brake (or air brake) is controlled with a gray rocker switch on the throttle lever. Use the mouse wheel above this switch to increase or decrease the brake position. With VR hands you can use your index finger to flip the switch.

When the flap is selected down the speed brake will automatically retract. If you release the button to extend the airbrake then you have to hold the button to let the airbrake extend.

The F18 has three large screens: the left and right DDI (digital display indicator) and the lower MPCD (multipurpose color display). This can display various system pages from attitude indicator (ADI), horizontal situation indicator (HSI) to engine, fuel, flight control (FCS) to stores, radar display, waypoint information and other pages necessary for warfare.

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The menu system is the same on all three main screens (DDI and MPCD). On the row of buttons below the display press the center button, usually labeled "MENU".

Press the MENU button once to access the tactics menu. Press a second time to access the support menu.

Tactical menu (TAC MENU) provides access to stores, attack radar (ATTK RDR), head-up display (HUD), target data (TGT DATA), electronic warfare (EW) and situational awareness (SA). Most of these pages have not been implemented.

Press the menu button a second time to see the support menu. This menu allows you to select one of the following pages: horizontal status indicator (HSI - already selected on the left side of the DDI by default), backup attitude indicator (ADI), fuel, flight performance advisory system (FPAS), advanced control backup. unit (UFC BU), flight control (FCU), engine (ENG), Checklist, integrated test (BIT) and mission initiation (MUMI).

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Just click the button next to the page you want to call. To return to the menu press the button in the middle of the middle row again.

Note: The left and right DDIs are logically connected. You cannot select the same page on both sides. Attempting to do so will open the main menu on the opposite side. The view below, MPCD is independent. Note: Only MPCD can display moving maps in color. It can be deselected b by pressing the MOD button on the left.

The horizontal situation indicator (HSI) shows a top-down view of the aircraft's environment, navigational aids, waypoints, etc. Unlike the conventional HSI or CDI found in general aviation or aviation aircraft, the F18 HSI plots a beam through a TACAN or VOR station at the same scale as navaids, waypoints and moving maps. This may seem strange at first but it still shows the actual relationship of the plane to the station and radius and is quite easy to understand after a few minutes.

To change the zoom press the button in the middle of the top row, marked "SCL" for the scale. Press repeatedly to cycle through the zoom settings.

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The selected title appears in the lower left corner of the HSI display. The selected title can be changed through the designated keys or with the switch marked "HDG" in the upper right corner of the lower display (MPCD). When the autopilot is in heading select mode (HSEL) you can also use the aileron trim command to change the selected heading.

The selected course appears in the lower right corner of the display. To change course, you need to move the switch marked "CRS" in the upper right corner of the lower display, MPCD. You can also use the keys provided.

Once the HDG or CRS switches have been moved, the forward controller will allow direct heading or course selection via the keyboard. Type the title/course (eg "120") and press enter on the UFC.

The checklist page displays a fixed text checklist for landing and takeoff. It shows the items needed to land:

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The flight control page displays the servo state (SV) for each control surface and its control deviation. The page also shows the maximum G limit (7.5gs positive). This can be lower if an external store is added. Arrows indicate the direction of deviation.

The head-up display loads a lot of information on a transparent screen in the pilot's direct line of sight. This allows for aircraft operation without having to look down at the instruments.

HUD displays airspeed, heading, altitude and vertical speed, angle of attack, speed number, current and maximum g-load, time, flight path vector, ILS and TACAN rudder bar, zoom signal, arrow to next designated target, information such as DME distance , waypoints and station identifiers.

A row of switches below the front-facing controller (UFC) allows selection of various options. The override buttons (REJ 1, REJ 2) allow the pilot to minimize the display and show only the most important information. A day/night switch dims the HUD for nighttime operation. The BARO/RDR switch allows the altimeter in the HUD to display either barometric altitude or radar altitude (on the ground).

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The main top-up display is full of attitude indicators. An artificial horizon and a field ladder are superimposed on the real horizon. In the F18 this pitch ladder is usually not fixed, it moves with the flight path vector (FPV) which is the current direction in which the aircraft is currently flying.

When the gear is down, the angle of attack indexer (AOA-Indexer) on the left side of the HUD lights up and

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