Quote:
Originally Posted by robtek
The pilots notes warn explicit that ripping of the wings is possible if not carefully flown.
The short stick travel and low force needed to get high g-loads are undisputed, aren't they?
The manual even say that the pilot has to brace himself not to get pilot induced over-g in bumby conditions.
If one pulls the joystick half the way back that would be equal to about 6 inches in RL -> as there is 3/4 inch for a 3 g load, which will even climb when not released immediately, 6 inches would either snap the wing, or result in a hi-speed stall with following spin, and blackout.
Other planes, i.e. 109, where the stick force and travel (lateral) are larger by far, should't react this way, as it is now.
Generally, a longer stick travel gives the pilot much more fine control, here in the pitch axis, and that should be modeled.
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Sure you can pull the wings off but I don't think the data so far indicates it was a problem: Figure 12 b in the NACA Spitfire test gives the g-load gradient at 4.7 lb/g. Granted the curve does not go to really high g but assuming the gradient holds for higher loads as well and assuming a failure g-load of of 10-12 g that equates to a pull force of 47-56 lb needed to pull of the wings. So even if the actual deflection of the elevator was small you still needed quite a bit of hauling on the stick to pop the wings.
And remember that control without excessive deflection but by force input is practiced today: At the extreme was the F-16 which at some stage in development IIRC had a FIXED stick with no deflection at all. However, if memory serves me they had to introduce some some small deflection (1/16"?)in order to avoid PIO but essentially the control is by force input.
So frankly I do not see a problem if I need to pull all of 50-60 lb before the wings comes off: The porpoising that would result from flying in turbulence without wedging your arm would be annoying to be sure but you would hardly pull the wings off if you happen to sneeeze or fly through some rough air
