Falling Leaf HUD footage

[Fly Navy]

^^^^^ Thanks for the info for us, the great unwashed.



I understand, but this is the oddest sentence to get used to...

The electric jet knows all. Hal is flying.

The Rhino is even more departure resistant than the legacy Hornet.

 

[Lawman]

So heres a question.

With some of the photos taken of aircraft currently operating in the Sandbox they seem to have a lot of asymetrical loads being a common place thing. How does that effect recovery checklists or overall recoverability its self?

 

[MasterBates]

The electric jet knows all. Hal is flying.

The Rhino is even more departure resistant than the legacy Hornet.

That, in all honesty would spook me (maybe having an ejection seat would help a bit)

The 60's have a Computer, but you can override and fly without it..

 

[BigIron]

That, in all honesty would spook me (maybe having an ejection seat would help a bit)

The 60's have a Computer, but you can override and fly without it..

I thought your computers were run on reel to reel tapes.......

 

[BigIron]

Watch the control surfaces on any type of Hornet while its in the groove. The frequency and amount of control deflections being made by the FCS are amazing. The stick still produces the desired output (houses get bigger/smaller), the FCS just firgures out the most efficient way for that to happen. While overriding the computer is possible, its not recommended. Nothing to do with an ejection seat, thats just the way the system works. It can fix a spin quicker than anti-spin inputs can do it. That way, you're further from the deck and pants don't get quite as stained.

Is there a visual display which tells you what input to make as far as stick for OCF recovery?

 

[MasterBates]

I thought your computers were run on reel to reel tapes.......

The 60B mission computers load via tapes. No joke.

60B AFCS is 2 computers, one analog, one digital, that have firmware in them.

 

[Squid]

controls release/feet off rudders/speedbreak in
still out of control:
throttles - idle
altitude, AOA, airspeed, yaw rate - check
when recovery is indicated by AOA & yaw rate tones removed, side forces subsided, airspeed accelerating above 180 knots - recover
passing 6000 feet AGL dive recovery not initiated - eject

changed in november to mimic the rhino bretheren and makes use of the spin rec switch a thing of the past with the new software

controls release/feet off rudders/speedbreak in
still out of control:
throttles - idle
altitude, AOA, airspeed, yaw rate - check
if command arrow present - lat stick full with arrow
when command arrow removed - lat stick smoothly neutral
when recovery is indicated by AOA & yaw rate tones removed, side forces subsided, airspeed accelerating above 180 knots - recover
passing 6000 feet AGL dive recovery not initiated - eject

fuselage fuel leak not boldface now either. other minor changes...

it's a CRAZY new world we live in gents

 

[Squid]

So heres a question.

With some of the photos taken of aircraft currently operating in the Sandbox they seem to have a lot of asymetrical loads being a common place thing. How does that effect recovery checklists or overall recoverability its self?

Large asymmetries may delay recovery. They will help in getting into that situation though. Why you would be slow and high alpha + yanking the stick like an asshole with large asymmetries is beyond me.

NEED to go the merge and kill the guy? Cleaning up the wings would be somewhere on my priority list so it doesn't become a factor. I'll just try not to be a jerkoff on the stick either way.

 

[jarhead]

changed in november to mimic the rhino bretheren and makes use of the spin rec switch a thing of the past with the new software

controls release/feet off rudders/speedbreak in
still out of control:
throttles - idle
altitude, AOA, airspeed, yaw rate - check
if command arrow present - lat stick full with arrow
when command arrow removed - lat stick smoothly neutral
when recovery is indicated by AOA & yaw rate tones removed, side forces subsided, airspeed accelerating above 180 knots - recover
passing 6000 feet AGL dive recovery not initiated - eject

fuselage fuel leak not boldface now either. other minor changes...

it's a CRAZY new world we live in gents

interesting ... thanks for the heads up.

 

[MIDNJAC]

Yep. In a fully developed spin, all the displays will display a 'command arrow' indicating which way to fully deflect the stick, as it may not be obvious in a strange situation (such as the falling leaf.)

maybe this is a dumb question, but considering the computer can (from how it sounds) pretty much do what it wants, why even include pilot inputs into the recovery? (i.e why doesn't the jet just deflect the stick for you?)

 

[raptor10]

maybe this is a dumb question, but considering the computer can (from how it sounds) pretty much do what it wants, why even include pilot inputs into the recovery? (i.e why doesn't the jet just deflect the stick for you?)

Who says it doesn't

 

[BigIron]

maybe this is a dumb question, but considering the computer can (from how it sounds) pretty much do what it wants, why even include pilot inputs into the recovery? (i.e why doesn't the jet just deflect the stick for you?)

I would guess that there is limited authority built in for the automatic flight control system for the computer to fly the a/c, especially for large inputs into the flight controls.

Although hopefully our hornet friends can provide input here....

 

[Single Seat]

OCF procedures for the "classic" hornet, such as the one in the video ...

controls release/feet off rudders/speedbreak in
still out of control:
throttles - idle
altitude, AOA, airspeed, yaw rate - check
when recovery is indicated by AOA & yaw rate tones removed, side forces subsided, airspeed accelerating above 180 knots - recover
passing 6000 feet AGL dive recovery not initiated - eject

Someone needs to fire their natops officer... those procedures have changed for the Charlie and are now wrong! :icon_tong

Edit: Squid beat me to it.

 

[MasterBates]

Does HAL have 100% control authority in the Legacy Hornet?

The 60's AFCS has 10% authority on "SAS" which is a hi-speed, Hi Gain stabilty augmentator...

100% (at a slow rate) authority via the Autopilot and Trim Servos, but it is "fly through" and if it craps out you are still flying, just becomes a bit of a handful..

 

[kmac]

In the C-2A, the AFCS hardly ever works. There's a reason we're prohibited from approaches to stalls with stab aug engaged (would cause opposite spin-recovery inputs); also prohibited from over 60 AOB, prohibited from inverted flight... prohibited this... prohibited that... prohibited.

But hey, at least we have to fly the ball ourselves. /quasi-threadjack out.