Questions concerning SAS/Anti Skid Paddle

[Lino_Germany]

1. Is it right that the "SAS/Anti Skid Paddle" is the yellow paddle at the A-10C stick?

 

2. Is it right that one can use this paddle with keyboard command [LAlt + E]?

 

3. What exactly is the purpose of that switch?

 

Thanks for your reply.

[Aginor]

Snoopy explained it in another thread here:

 

http://forums.eagle.ru/showpost.php?p=1151042&postcount=5

[Lino_Germany]

I'm interested under what circumstances it is used though.

[Destroyer37]

I'm interested under what circumstances it is used though.

 

If you are asking about SAS, it is used during all phases of flight. Hope this helps.

[Aginor]

I think he meant in which situations the switch is actually used to disable the SAS.

I have no clue actually. I know that disabling SAS is recommended in some situations, like hydraulics failure. But I don't know whether that has to happen really fast so you can't use the normal switches. If yes that would definitely justify the paddle switch.

[Lino_Germany]

I think he meant in which situations the switch is actually used to disable the SAS.

I have no clue actually. I know that disabling SAS is recommended in some situations, like hydraulics failure. But I don't know whether that has to happen really fast so you can't use the normal switches. If yes that would definitely justify the paddle switch.

 

Exactly my thoughts, Aginor. Here is a section fom the emergency procedure for the A-10C (this is just an eaxample I found, maybe there are situations I do not see at the moment, where the use of the SAS/Anti Skid Paddle is more common or necessary):

 

SINGLE-ENGINE LANDING

 

1. Speed brakes – Close.

2. Flaps – Retract.

3. External stores - Jettison (as required).

4. Yaw trim control knob - Neutral.

5. SAS/anti-skid paddle - OFF.

6. Yaw SAS - Engage operable channel if hydraulic pressure for operable hydraulic system is normal, and yaw damping, trim, and turn coordination is desired. (Do not engage pitch SAS.)

7. Landing gear handle - DOWN. (If left hydraulic system is inoperative:

AUX LG EXT handle - PULL: when gear indicates safe: AUX LG EXT handle - Push in.)

8. Emergency brake handle - Pull (if left hydraulic system is inoperative).

9. Anti-skid switch - ANTI-SKID (if left hydraulic system is operative).

10. Review SINGLE-ENGINE GO-AROUND (EF-37).

11. Fly no-flap approach at 150 KIAS plus 1 knot for each 1,000 pounds of aircraft gross weight over 30,000 pounds until landing is assured.

 

I do not understand why I have to disangage SAS immediately, until thishas a serious impact on a safe landing. And again: Why exist there a paddle switch for immediate deactivation of the flight-stability-system, although it could easily being done by turning of the "normal" switches?

[Snoopy]

Simple answer....because that is what an engineer decided when writing emergency procedures. I've looked through all the TOs I have access to and can't find a definitive one.

[Destroyer37]

Where did you find checklists for the 10c?

[Snoopy]

Where did you find checklists for the 10c?

 

What checklist? The 476th is based on the real world -1 Checklist.

[Destroyer37]

I know 476 is based on real world, I'm just curious where I can find quick reference material that is unclassified to make my flying a bit more procedural and accurate...

[Lino_Germany]

I know 476 is based on real world, I'm just curious where I can find quick reference material that is unclassified to make my flying a bit more procedural and accurate...

 

 

Direct link to the "A-10C Crew Checklist":

https://www.google.de/url?sa=t&rct=j&q=&esrc=s&source=web&cd=2&ved=0CC8QFjABahUKEwiVzsK5h9_GAhVLPBQKHT3mCSc&url=http%3A%2F%2Fwww.476vfightergroup.com%2Fdownloads.php%3Fdo%3Dfile%26id%3D29%26act%3Ddown%26actionhash%3Dguest&ei=2VOnVdX9Gsv4UL3Mp7gC&usg=AFQjCNFPFxdtS20nZ0q14L9BI2c3UAn1WQ&sig2=ovqQxWSkO5sroIMC9a43Eg&bvm=bv.97949915,d.d24&cad=rja

 

 

 

Thank god, the 476th has a public download sector at their webside, filled with incredible stuff.

 

http://www.476vfightergroup.com/downloads.php?do=cat&id=41

Edited July 16, 2015 by Lino_Germany

[Lino_Germany]

Simple answer....because that is what an engineer decided when writing emergency procedures. I've looked through all the TOs I have access to and can't find a definitive one.

 

Thanks for your reply, nice to have first-hand knowledge from an insider. It is an interesting fact that the engineers mount a paddle in exquisite position of an aircraft (directly on the stick of a pilot) without a clear definition, under which circumstances it is compulsorily be used.

Edited July 16, 2015 by Lino_Germany

[Eddie]

It is clearly defined when to use it, in the emergency checklists.

 

It's there because failure to disengage the SAS could result in loss of stability/control in the event of a hydraulics failure. This requires immediate action, not action in a few seconds after you've figured out which system is actually affected and which isn't.

 

Remember, the bold face/red items in emergency check lists should be performed from memory immediately, not by reading the checklist step by step. The systems on single seat aircraft are designed to support/aid that.

Edited July 16, 2015 by Eddie

[Lino_Germany]

Remember, the bold face/red items [...]

 

It is hard to get an idea of what is airforce standard procedure since most of the sparetime-pilots do not have access to original documents not to mention experience from practice - especially since the DCS flight manual does not mention some minor issues as it is in this thread. So every input from an insider is worth a mint.

 

It's there because failure to disengage the SAS could result in loss of stability/control in the event of a hydraulics failure. This requires immediate action, not action in a few seconds after you've figured out which system is actually affected and which isn't.

And that is how I mean it. Thanks, Eddie.

[Destroyer37]

Thanks for all the information everyone!