The Roll control uses wing spoilers and differential horizontal stabilizer deflection.[^1]
During double rudder maneuvers, an oscillatory roll rate was generated that resulted in the differential stabilizers hitting their hinge moment limits.[^1] The stabilizer that hadn’t hit its hinge moment limits continued moving until the actuator valve bottomed out.[^1] The flexibility of the mechanical pitch-roll system allowed the mixer deflection to occur before enough force built up to break out of the roll override.[^1] The roll SCAS gain was limited as a function of hinge moment parameters.[^1] The difference of the actual and no-load rates was used as the function of hinge moment parameters.[^1] A limiter was used to drop the gain down to 0 when the differences are greater than 3.5 deg/s.[^1] The roll force gradient was 6.5 lb/in.[^1] The roll and deceleration control is accomplished with the inboard spoilers.[^1] During cruising flight, the spoilers used a deadband to avoid trim drag[^1] When the spoilers were deflected as speed brakes, the roll sensitivity was doubled due to the gradient and being out of the deadband.[^1] Roll trim was accomplished using the inboard spoilers during subsonic flight and the horizontal tail during supersonic flight.[^1]
Sources
- [1] D. E. Koziol, G. C. Billips, and F. W. Petersen, “Flight Control System Development on the B-1 Program,” SAE Transactions, vol. 92, pp. 191–204, 1983.
Backlinks
[[Aircraft Trim]]
[[B-1 Flight Control System]]
Deadband Control
F-22 Flight Control System
Spoilers