Stick input issue. Input Vs Output Y axis Pitch.

[McNasty_UK]

Been flying the Anton now a week all keys mapped, no doubles. Matched  inputs & axis much the same as  for the BF109.
My issue is Axis Y Pitch input Vs output seems cranky. By this I mean:

Level flight 450kts, 90 degree aileron turn, pull back on stick ( to reverse vector ) and at a certain stick input the aircraft acts like its stalled despite speed is high. It's as if you've done the same manoeuvre just above stall speed. This I could understand but not at 450kts.

Adjusting the Y saturation pitch down to 67% cures the problem. It then seems that maximum stick input will not cause the aircraft to stall.
However it seems I only have 67% available turning circle.

I understand if you feed in too much stick input the aircraft will stall out but this is immediate with no warning.

Performing the same manoeuvre in the B109 speed bleeds off gradually and there's no need to adjust Y saturation just pitch curve.

Advise please.

 

[kablamoman]

The 109 stick travel is limited by control loads at higher speeds, because of this you cannot as easily accelerate stall. Its slats also help.

The 190s retain their elevator authority even at higher speeds, so you can pull enough to exceed the critical angle of attack, even if you’re going very fast. Stalling the wing is not a function of airspeed, though it is correlated. It is more properly a function of angle of attack.

You must learn to fly with smaller deflections of the stick. I would suggest changing the curve value instead of saturation as you will achieve the same effect, while retaining full elevator authority. The take off flap setting on the 190 will also achieve a similar effect to the slats on the 109 and will help delay onset of the stall if you’re pulling too hard.

 

[LeCuvier]

3 hours ago, kablamoman said:

The 109 stick travel is limited by control loads at higher speeds, because of this you cannot as easily accelerate stall. Its slats also help.

The 190s retain their elevator authority even at higher speeds, so you can pull enough to exceed the critical angle of attack, even if you’re going very fast. Stalling the wing is not a function of airspeed, though it is correlated. It is more properly a function of angle of attack.

You must learn to fly with smaller deflections of the stick. I would suggest changing the curve value instead of saturation as you will achieve the same effect, while retaining full elevator authority. The take off flap setting on the 190 will also achieve a similar effect to the slats on the 109 and will help delay onset of the stall if you’re pulling too hard.

 

100% agreement. I'm not sure that it's a good idea to extend the flaps at 400 km/h or more, but in a turning fight speed tends to slow towards 300 km/h and then I extend the flaps to landing position as @kablamoman says. This gives me the decisive edge over over P-51D and P-47D  AI. When you are near stalling condition at high engine power, be careful with the throttle as a sudden change of propeller torque can produce a dangerous roll.

[MAD-MM]

Fw-190 had also some trouble with the deformation - bend of the Wing under G Load, the accelerated Stall und g-load rather low to comparable similar aircraft types.
Side 89 in the Attachment
World War II Fighter Aerodynamics

Edited March 12 by MAD-MM

[McNasty_UK]

Thank you all for the information. Reading the  WWII Fighter Aerodynamics about the FW-190A rings with how the DCS FW is handling...sort off.

Yes at first I tried small inputs but try keeping to that when in a furball dogfight. Not sure I'd risk flaps anywhere over 300Kts let alone in a fight.

So all of you here are using Throttle saturation (Y) at 100% with the curve modified. More flight testing required.

Cheers & Good Hunting.