Pitch sensitivity during hover

[bkthunder]

when hovering, the roll axis is very sensitive, but the pitch axis is quite the opposite, it takes a big deflection of the stick to obtain a reaction. If this is realistic, then be it, but it seems a bit suspect.

[Repsol2k]

Maybe this gives u a answer for your question :

 

11.8.10 Hovering

The aircraft is unstable in yaw and has neutral stability in pitch and roll in hovering flight. The reaction controls are

acceleration demand controls as opposed to the normal rate demand control of aerodynamic surfaces. This difference

requires no conscious change of pilot technique but can lead to over control until experience is gained. Turns with

very small angles of bank can be made at speeds up to 30 knots. Large sideslip angles can inadvertently develop due

to directional instability at low speed which results in yaw out of the relative wind. The sideslip which can be

developed causes large rolling moments which, in extreme cases, can lead to loss of control. If significant sideslip

develops, use rudder to reduce the sideslip and aileron to level the wings. If roll is used to reduce sideslip, a sudden

increase in incidence will occur with a resultant increase in rolling moment and possible loss of control.

 

Source: https://info.publicintelligence.net/AV-8B-000.pdf

[bkthunder]

Maybe this gives u a answer for your question :

 

11.8.10 Hovering

The aircraft is unstable in yaw and has neutral stability in pitch and roll in hovering flight. The reaction controls are

acceleration demand controls as opposed to the normal rate demand control of aerodynamic surfaces. This difference

requires no conscious change of pilot technique but can lead to over control until experience is gained. Turns with

very small angles of bank can be made at speeds up to 30 knots. Large sideslip angles can inadvertently develop due

to directional instability at low speed which results in yaw out of the relative wind. The sideslip which can be

developed causes large rolling moments which, in extreme cases, can lead to loss of control. If significant sideslip

develops, use rudder to reduce the sideslip and aileron to level the wings. If roll is used to reduce sideslip, a sudden

increase in incidence will occur with a resultant increase in rolling moment and possible loss of control.

 

Source: https://info.publicintelligence.net/AV-8B-000.pdf

 

Thanks, but nope, it doesn't.

All I am saying is the roll is much faster and sensitive than the pitch, never talked about yaw.

WHat you quoted doesn't say anything about a difference in sensitivity and roll rate, compared to pitch rate.

[Repsol2k]

How it would be to open the link and to read further ? I mean i can qoute all the content of the document but then u still need to search for what ure looking for though ? Maybe this helps u more because i only qoute what the Manual says and i dont give u the answer u may looking for.

 

11.8.18.1.1 Pitch

The airplane is neutral to unstable in pitch in the V/STOL regime. As the airspeed decreases below approximately

120 KCAS, during a decel with the nozzles down, the pilot must begin to program the stick forward and trim nose

down to counter the increasing nose--up pitch tendency. There is a “neutral point” around 100 to 110 KCAS where

the airplane will tend to maintain its attitude. Forward extending stores, water, and engine thrust (adding power) can

further increase the instability. In ground effect on roll--on landings and during the decel, approaching the hover, and

while executing the vertical landing, the AV--8B II+ and TAV--8B’s nose often tends to drop unless this is anticipated

by the pilot.

11.8.18.1.2 Yaw and Roll

The jet is increasingly stable in yaw and roll at speeds above 60 to 70 KCAS as the airflow over the vertical stabilizer

contributes a strong counter--force to yaw and aerodynamic flight controls regain effectiveness. The jet, however, is

near neutral stability in yaw and roll between 50 to 60 KCAS and unstable below 50 KCAS. In addition to honoring

the one--half lateral stick limitation, the pilot must control yaw at all times using the wind vane, rudder pedal shakers,

and VSTOL ball (HUD sideslip indicator) because appreciable yaw between 30 to 90 KCAS can lead toloss of control

due to sideslip--induced roll.

[bkthunder]

How it would be to open the link and to read further ? I mean i can qoute all the content of the document but then u still need to search for what ure looking for though ? Maybe this helps u more because i only qoute what the Manual says and i dont give u the answer u may looking for.

 

I have the manual.

Again, it speaks about stability, not roll rate vs. pitch rate

 

The closest I found to my question is in 11.8.18.2. RCS and 11.9.1.1 BLEED USAGE.

 

To sum it up: the RCS controls use bleed air. Using more than one axis at a time (e.g. pitch and roll), will use up more bleed air, making all axles less responsive.

Only when the aircaft is at low gross weight (and especially Radar Harriers and double-seaters), the CG is so far forward that the nose RCS nozzle has to stay open constantly to keep the nose up, thus reducing bleed air avilability for the other axles.

 

However this is mainly evident on Radar versions and in hot weather.

 

 

Again, no word (so far) about differences in pitch rate compared to roll rate.