i think what blackarcher meant was: in software controlled flight, gripen does not exceed 26 AoA,
software will see to it that it doesnt go further.
i wonder if its common to override software limit among regular pilots ?
is there disciplinary measures taken if they do ?
it may not be the smartest thing to do in a many vs many scenario,
but i think the pilots will have an itch to pull 12g on occasion
I doubt that the pilot is allowed to over-ride the FCS to pull it over 26 deg alpha during regular missions.
This Region II of the FCS and the auto-recovery that is mentioned, is a contingency measure that is taken to avoid the loss of control and possible stall, due to an inadvertent event that may lead to exceeding the 26 deg max alpha. Such as the loss of the Gripen during a training flight where the pilot entered into the wake vortices of the leading aircraft.
SHK’s final report – not available in English – concluded that the plane had passed through the other aircraft’s wake vortex while in a steep (−70 degrees) dive. When passing, the pilot’s pitch command was “up”, but instead the vortex inflicted a large aerodynamic transient on the aircraft, throwing it down into an almost vertical (−85 degrees) dive. These factors combined to create an angle of attack that was too large for the command to be obeyed, and so the ground-collision warning system alerted the pilot that a turn to avoid a crash would require more than 10 g. The pilot elected to vacate the aircraft in accordance with the flight manual. At the same moment the vortex effect ceased, reducing the angle of attack to within flyable limits. Although the aircraft could theoretically have been saved, the ejection sequence had already been initiated and could not be stopped.
The flight status at the moment of ejection was: altitude 750 m, flight angle −75 degrees, speed 350 km/h, angle of attack −8 degrees, and load −1.5 g.[5]
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