A10c and F15c CAS/ SAS

hello all,

I look at the system stabilization dcs, the f15 and A10c.

I understand that the event was allowing maintaining desired device when cornering hard, "stick at the belly"

I noticed that the f15 was not very well modeled at this level, the aircraft spinning in turn very quickly when they are very strong, it spin to 280kts or more, but if I control my turn with self restricting I can reach 190kts without stall.

this is not the CAS must limited the control surface? so that the pilot does not care about speed? Allowing it to pull on the handle thoroughly without stall.

The afm f-15 is in beta, I'll wait to "judge".

Parcontre the A10c is finished and we find the same problem.

What you thought?

I had the ocasion to test this system in bms and it is well modeled like this :huh:

thank you

I am having trouble understanding your post, but I believe you are asking why the flight model allows you to pull to the critical angle of attack/stall?

If so- the A-10 is not a fly by wire system. The SAS allows turn coordination and stabilization for the GAU, however it does not limit angle of attack. That is up to the pilot. The SAS is essentially just a type of auto-pilot.

The F-16 fly by wire system and has various control laws that limit angle of attack based on your stores configuration. The A-10 has no such system.

I am having trouble understanding your post, but I believe you are asking why the flight model allows you to pull to the critical angle of attack/stall?

 

If so- the A-10 is not a fly by wire system. The SAS allows turn coordination and stabilization for the GAU, however it does not limit angle of attack. That is up to the pilot. The SAS is essentially just a type of auto-pilot.

 

The F-16 fly by wire system and has various control laws that limit angle of attack based on your stores configuration. The A-10 has no such system.

I thought the A-10 was fly by wire, with hydraulic solenoids and actuators controlling the inputs by the pilot. This is transferred by wires, however if you lose hydraulics, the pilot still has a secondary backup which allows the pilot to use cables to fly the plane.

It is not true fly by wire like the F-16 where every input is controlled by an on board computer but isn't it still fly by wire?

Every modern aircraft is basically fly by wire but with varying degree of systems witch control inputs.

If the A-10 lost hydraulics, the pilot would then feel every force on the stick and pedals, Therefore he would actually be flying the plane, not the actuators and hydraulic pressure

Fly by wire means that pilot inputs are interpreted by a computer and it decides how much deflection is required on control surfaces.

The hydro-mechanical system in A-10C is still a manual system because the pilots inputs are not interpreted, but translated directly into control surface deflection.

beat me to it.

try flying the F-15 without the CAS and the A-10 with the SAS disengaged respectively, big difference in their controllablity.

The CAS in the F-15 is not a full authority system like F-16. The error signal used is desired G - actual G. There are no alpha limiters involved. The error signal for the SAS in the A-10 if im not mistaken is 0 - actual rotational velocity. In otherwords it tries to keep the aircraft on a stable flightpath.

Is this the reason that I would lose control when I bank hard and pull back on the stick hard? That is why I used the controller curves to restrict how far my elevators would deflect when I pulled back on the stick. I have much better control when jinking since doing this. Am I limiting aircraft performance by using the curve? Maybe I should just use a lighter touch on the stick?

Yep it is, and yes you are limiting performance in some flight regimes (i.e below manoeuvre speed) as you do not have full control forces available.

Over to you, but of course it is entirely possible without curves with just a little bit of practice.

Keep in mind, while it may seem crazy in the sim that you suddenly depart flight when you pull back, we as simmers do not have the same feedback as a pilot in the aircraft would. In reality the control forces would increase as speed increases and the stick will require much more force to pull through to the buffet than a home joystick does. Additionally the pilot will feel light buffet through the airframe and stick (normally those little "toblerone" looking things on the leading edges of the wing, just outboard of the gear nacelles will stall first and send turbulent air over the elevator. See stall strips) prior to going to the full stall. Also, the stick in the real aircraft is obviously much longer, meaning equivalent stick deflections are much larger movements and finer control is possible.

Thanks for the reply Kaiza I will bring the curves back to default and try and get used to a lighter pull on the stick and see if I can improve my stalling out.