DozyWannabe
One thing that I find interesting in the traces is that the sidestick traces are based on a graph where left stick input relates to values > 0, whereas roll traces say that values > 0 relate to right wing down. If this is that case then PIO/APC needs to be looked into, as the traces of roll vs. sidestick show the precise opposite.
It´s a reaction, i´m quite familiar with from big ugly F4, caused by adverse yaw in combination with swept back wings.
Might be the same here. That would also explain the nosedrop in addition with the max bank angle points and the nose rise when by use of rudder the bank reversed.
As i don´t know it, others comments more than welcome.
F4 flight characteristics High AOA
With high AOA the down going aileron (in our case on the right wing) produces a lot of drag (the down gong aileron stands nearly 90° to the FPA). That produces a yaw into the low right wing. We had the spoiler on the other side go up, but that one was blanked out at high AOA. The wings are swept back as we know. Due to the yaw to the right the right low wing looses lift, as it is now more swept back in relation to the relative wind, wheras the left wing is moved forward and is less swept back in relation to relative wind. The right low wing therefore produces less lift than the left high wing, minimizing, equalizing or even overcoming (dependent on AOA) the upforce of the deflected aileron on the right wing. Live expierience: Full left aileron and the ship rolls to the right. Only help is use of rudder in the same direction as rolling is intended. In our F4 best was to roll with rudder alone and keep the ailerons at neutral.
The laws called ”Alternate” are engaged when the protections related to the normal laws (ALPHA 1, VM01) are lost. The laws called ”Direct” are engaged when the Nz law is lost.
The other functions available are :
- speedbrake function
- ground spoiler function
- MLA (except in direct laws)
- rudder travel limitation
- sideslip estimation (except in alternate 2 or direct laws)
- computation of characteristic speeds (except in direct laws)
(bolding by me)
Yaw alternate law
This law, elaborated in the FCPCs and FCSCs, is engaged in the event of
loss of the lateral normal law. Its characteristics are as follows:
- The roll control is direct, an order on the side stick directly commands a
deflection, according to a kinematic.
- The yaw control is achieved from the pedals, through a mechanical linkage.
- A Dutch roll damping function using limited yaw rate data is introduced
via the yaw damper servoactuators.
In the event of loss of the inertial data from the ADIRUs, the yaw rate data
for Dutch roll damping are provided to the FCPCs via a unit comprising 2
rate gyros. In case of 3 FCPCs loss, the Dutch roll damping is achieved by
the FCSCs with yaw rate data coming from the rate gyro unit.
(bolding by me)
If i read the TTM correct, automatic countering of yaw/sideslip would not be available in ALt2.