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Posted (edited)

If I'm not wrong, in the sim when autopilot gets disconnected the warthog reverts to whatever trim setting was applied before engaging the AP.

 

No idea how does it work IRL but when you disconnect AP, shouldn't the aircraft remain trimmed as the autopilot left it?

 

Of course, before engaging the AP the acft should be properly trimmed but as an example, if you trim for take off, take off, level off, engage AP without trimming, speed up, and then disengage AP, the aircraft will take a severe nose up attitude. Shouldn't it keep the trim from the AP and maintain it's level? (It works this way in LOMAC and FC2).

Edited by Tucano_uy
Posted
Shouldn't it keep the trim from the AP and maintain it's level? (It works this way in LOMAC and FC2).

 

No, and it shouldn't!:D

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Posted (edited)

Of course, before engaging the AP the acft should be properly trimmed but as an example, if you trim for take off, take off, level off, engage AP without trimming, speed up, and then disengage AP, the aircraft will take a severe nose up attitude. Shouldn't it keep the trim from the AP and maintain it's level? (It works this way in LOMAC and FC2).

 

If you set trim to fly perfectly straight at 200 KIAS and increase throttle, the plane will naturally pitch up to maintain 200 KIAS. Likewise if you decrease throttle the plane will drop to maintain 200.

 

The AP doesn't touch the trim, and all the while it's flying it's keeping a very high stick input to correct for the trim. If it gets too high it'll disconnect.

Edited by Depth

[sIGPIC][/sIGPIC]

Posted

OK, maybe my wording was wrong. My doubt is not about trim use and effects of increasing or decreasing power.

 

I thought that AP would trim in addition to command the main control surfaces. It doesn't seem reasonable (but maybe that's just the way it is) that the AP would command and steer without trimming. If the case was that the AP does trim, the question was if the trim was reset upon disconnection.

 

thx

Posted

The LAAP does not trim; it uses the SAS channels to drive the control surfaces directly through the hydraulic actuators.

 

The LAAP (through the SAS) only has authority to move the elevators 2° nose down, and 5° nose up. There is no roll control available through the LAAP, so heading is controlled with the rudders, which have 10° authority.

 

Trim the airplane for the desired conditions before engaging the LAAP, otherwise you're unnecessarily using up the available control authority. If the LAAP (SAS) reaches the defined control surface limits, it will disengage and you'll have a handfull of airplane.

"They've got us surrounded again - those poor bastards!" - Lt. Col. Creighton Abrams

Posted
LAAP (SAS) reaches the defined control surface limits, it will disengage and you'll have a handfull of airplane.

Or in other words, lets say someone is doing the steering for you and when that person lets go of the steering wheel, what happens? You immediately take control/charge over steering wheel. And when cam/toe/steering is out of alignment (trim if you will) it is so much more apparent.

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