TC-DCA
I didn't explain 1G fully. In conventional aircraft you directly move the elevator that creates some load factor to raise the nose to 10 degrees of pitch and then trim yourself to keep it there, if you didn't trim and left the yoke aircraft will pitch down as it is not in trim. FBW treats side stick movement as a certain load factor demand and computers give you that through the required amount of elevator to raise the nose up and when you return the stick to neutral keeps it there by auto trimming. Maintaining 1G is same as maintaining same degree of pitch what ever you set it. So it trims to maintain the pitch but when the thrust is not sufficient only then FBW will keep pitching up to maintain 1G flight path, otherwise the nose will drop resulting in some minus G. The advantage of treating side stick movement as a load factor demand is that when you move the stick back one inch the load factor ordered is same at all speeds but the elevator movement is varied to give the load factor, thus the aircraft response to the movement of the side stick is same at all speeds unlike normal aircraft where you have to pull the stick more or less to achieve the same degree of pitch depending on the speed of the aircraft. There is nothing complicated while flying the aircraft you just fly like any other aircraft.
As far as 2.5g is concerned it is achieved in a level turn at 67 degrees of bank so if you reduce bank you can pitch up otherwise not. You are flying a commercial jet and not a combat aircraft. Conventional aircraft how much it can pitch up depends on speed at higher speed you can pitch it up beyond its structural limitations causing structural failure. In FBW you cannot.
Last edited by vilas; 24th Jan 2015 at 06:08.