Any Typhoon pilots?
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Any Typhoon pilots?
Can any of you guys that fly Typhoons, or maybe just know a lot about them, tell me... do the manoeuvre slats automatically extend and remain extended at sub-sonic speed or do they extend as a reaction to a sub-sonic turn, for instance, and then return to normal position?
Well, that doesn't mean it ended up that way. Remember that Tornado was supposed to have auto wingsweep, but the RAF wouldn't pay for the clearances so it was taken out. Worked fine for the Saudis. I hope a current pilot can confirm for you.
Courtney
Courtney
Courtney
I don't believe that this is entirely correct. I was always told by the likes of "the Major", Clive Rowley, "G+10", et al that the "Girls at Boscombe Down" didn't like it as they could do wingsweeping better than the automatics - fine if you're a 2,000hr FJ TP, but no so good for the ab initio f^cknuckle! I do remember collecting a jet from Waste O'space that still had it connected and worked pretty well in my opinion; at least it would have stopped the Navs from shouting "wings back" and "wings forward" all of the time. It would have also saved the poor crew whose Nav just shouted "wings" when in about 45 wing at .95M - unfortunately the poor pilot put the wings forward instead of back!
Anyway, back to the thread. I believe (if I recall correctly) that Typhoon's manoeuvre devices are automatic but you can manually override them. However, my experience was flying the sim at Warton during 17(F) Sqn's brief stay before going to CGY.
LJ
The RAF wouldn't pay for the clearances so it was taken out
Anyway, back to the thread. I believe (if I recall correctly) that Typhoon's manoeuvre devices are automatic but you can manually override them. However, my experience was flying the sim at Warton during 17(F) Sqn's brief stay before going to CGY.
LJ
That was the best things about crew solos on the F3 OCU. Guy in the back had no more idea what was causing the buffet than I did so didn't get nagged about wings or manoeuvres.
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The RAF wouldn't pay for the clearances so it was taken out
from memory....anyway it was a bit like the first RAF G bombers suddenly [over the weekend] having the white gloss under the slats toned down to match the rest of the wing....anyway why are we discussing
do the manoeuvre slats automatically extend and remain extended at sub-sonic speed or do they extend as a reaction to a sub-sonic turn, for instance, and then return to normal position?
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First reply was correct.
Oddly the slats stow away when you put the gear down, I think so you can fly faster with a lower nose attitude and therefore see the runway on final. Also helps in the transition between air and ground to stop it skipping down the tarmac like an F16 I guess.
Oddly the slats stow away when you put the gear down, I think so you can fly faster with a lower nose attitude and therefore see the runway on final. Also helps in the transition between air and ground to stop it skipping down the tarmac like an F16 I guess.
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The slats stow
= less lift (at given IAS/Wt/AoA)
= more AoA required to maintain landing RoD
= higher nose attitude
= less runway view?
Should I get my coat now?
= less lift (at given IAS/Wt/AoA)
= more AoA required to maintain landing RoD
= higher nose attitude
= less runway view?
Should I get my coat now?
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Nope, it didn't make sense to me when I was told either.
The flaps still deploy so the camber of the wing is altered but because the slats don't drop too, the line drawn from the front of the wing to the trailing edge of the flap means that the effective angle of attack has been increased. The nose can then be lower with an effective high aoa on the wing. If the slats were down too then the effective aoa reduces again so your nose would have to be higher and your approach could be slower.
The TPs looked at it and putting the slats up produced a better picture.
The flaps still deploy so the camber of the wing is altered but because the slats don't drop too, the line drawn from the front of the wing to the trailing edge of the flap means that the effective angle of attack has been increased. The nose can then be lower with an effective high aoa on the wing. If the slats were down too then the effective aoa reduces again so your nose would have to be higher and your approach could be slower.
The TPs looked at it and putting the slats up produced a better picture.
The high nose attitude was an issue in the early days too. We played with opposing effort between the flaperons and the canards to reduce it, but ultimately the TPs thought it was manageable. The slats and flaperons simply adjust the wing's coefficient (actively), the interaction with the canards is a WAY bigger effect.
You would not beleive how much this complicated an already complex fight control software.
You would not beleive how much this complicated an already complex fight control software.
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Thanks for all the interesting info, folks. Courtney, was the flaperon/canard interaction more efficient/effective than the current configuration do you think?
Last edited by mysterywhiteboy83; 3rd Oct 2012 at 22:30.
There is no manual slat option.
Scheduled automatically and proportionally throughout the flight envelope with a very clever anticipation factor built in. When the FCS sees a large stick input it will start to deploy slats in anticipation of the AOA rising through the point where they would deploy if the AOA was rising more slowly.
The gear down retraction of slats comes from the fact that the overall lateral/directional characteristics are better (for the task of approach and landing control) with the slats retracted. Early FCS sw loads had slats with gear down, but the jet wandered about a little so it was binned.
This is the story of the slats, let it be told.
Tarnished
Scheduled automatically and proportionally throughout the flight envelope with a very clever anticipation factor built in. When the FCS sees a large stick input it will start to deploy slats in anticipation of the AOA rising through the point where they would deploy if the AOA was rising more slowly.
The gear down retraction of slats comes from the fact that the overall lateral/directional characteristics are better (for the task of approach and landing control) with the slats retracted. Early FCS sw loads had slats with gear down, but the jet wandered about a little so it was binned.
This is the story of the slats, let it be told.
Tarnished
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Tornado Wing Sweep
Good day Gents, very interesting bit about the Tonka; are you referring to the F3 - I always thought it had Auto Wing sweep ! Tho to be fair I never noticed a switch for that.
As for G+10 is that a certain ex-228OCU Instructor G****bridge ? A great bloke always full of banter signing out & back in the Toom F700's in the Line Hut !!
Even better at beer calls !!
regards
H
As for G+10 is that a certain ex-228OCU Instructor G****bridge ? A great bloke always full of banter signing out & back in the Toom F700's in the Line Hut !!
Even better at beer calls !!
regards
H
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AWS IN THE F3
I was lucky enough to be on the F3 OEU for a number of years and one of my trials was the AWS on the F3. The trial was to evaluate the tactical employment of Blah, Blah, Blah the AWS. Air Warfare Centre (CTTO) words to describe the trial. Results were very favourable. Only one part of flight regime where we recommended to over-ride into manual. However, in the meantime the OCU received its 1st jets with AWS. Since they were new and shiny they were used by Fred for his aeros. As Fred did not trust anything automatic, he moved the wings and slats manually, but without the system disabled. Within a couple of weeks the jets were grounded as the follow-up motors were screwed (a technical term). Alarm at Support Authority, lack of understanding at Group and months of prevarication. After 1 1/2 years, and due to a lack of interest the system was shelved. Not too sure who made the final decision but it was almost certainly based on mis-information and a total lack of knowledge.