Yeah, PJ, like I thought.
The one thing I question is loss of roll rate command in Alt 2. Looked to me that as we go thru the reversion sequences we lose bank angle limits and you have to add some back stick as bank angle gets to maybe 20 or 30 degrees.
I keep seeing "attitude" versus rates - Nz and roll rate. True that the jet may seem to "lock" on an attitude except in "direct", but that's what we saw in the Viper except for the pitch attitude correction to the Nz. The basic laws are still Nz and roll rate until in "direct", right?
I would dearly love to get some of the 'bus drivers up in my trusty Viper to show them how our system worked and "limited" you ( hate that word "protection", heh heh). Very small pressures required unless hassling in a dogfight. Our pitch gradient was about 4 pounds per gee and all pressure, not stick movement even after they increased the throw to 1/8 of an inch. The roll command had a limit I was not aware of until my LEF folded up. So HAL was commanding zero roll rate, but turned out I had another pound and a half of pressure left to keep the wings level. Gotta admit it was disconcerting. I also kept the speed up, as previous dude crashed and burned while getting slow during his "flare" for landing. He ran outta air molecules to help roll, and I prolly got ten knows slower than I should have, but my HUD tape shows that it looked pretty good to me.
The second thing I would demonstrate would be the AoA limiter. Pull as hard as you wanted, but even on STBY GAINS when air data went FUBAR, we still had that working for us. By the time we got to 27 degrees AoA we were at 1 gee and could pull as hard as you wished, but that was where you were gonna be.
The biggest difference between the 'bus pitch and ours was the correction for pitch attitude. So the 'bus actually reduces the Nz command, but ours kept striving for whatever gee we had trimmed for, normally one gee. Hence, at extreme pitch the one gee command kept raising the nose and we could fly into the "deep stall" with a neutral stick.