A quick explanation of CatI/Cat III (Stores Config)
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It does also limit the G that the pilot can induce, but this is dependent on airspeed, and is usually 9 G. Here is an excerpt from the F-16 C/D Block 50/52 “Dash One” manual:
With the STORES CONFIG switch in CAT I, it’s very simple. G is limited to 9, and AOA is limited to 25’. But with the switch in CAT III, the behavior changes. At very low speeds (100 knots) AOA is limited to 7’. As airspeed increases, so does the maximum AOA until you get 15’ at 420 knots. 9 g is available at AOA lower than 15’. So, if you go fast enough, you can pull 9 g in CAT III. In fact it’s pretty easy to do.
Very nice post
I would like only to make a small illucidate if you permit me, so our friends dont misunderstand the words CATIII = G limiter
From my knoledge we can not say (is wrong) that CATIII reduce the G’s. But as a result of the rest that you explained AOA indirect afect’s the the G’s.For the history of CAT limiter
In the first models A&B was analog in the new one C&D is digital (rapide and accurate)If Iam wrong please tell me so to del this post so wee dont confuse the rest
Thank you for your nice post.
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one of the main purpose of cat switch is to decrease roll rate performances in order to avoid roll departures
read FLCS2article on website
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I think Toad’s post must be added to Falcon 4 BMS Wiki.
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I think Toad’s post must be added to Falcon 4 BMS Wiki.
Already on its way … Toad will be writing for the WIKI… YAY
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There is also another thread in here about the same subject, and some posters there have provided good and accurate information.
https://www.benchmarksims.org/forum/showthread.php?5599-SMS-Jetison-problem-and-CAT-1-CAT-III-issues
This (present) thread is good anyway, has all the info in one place.
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Excellent explanation, very clear. Thank you very much!!
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In the first models A&B was analog in the new one C&D is digital (rapide and accurate)
If Iam wrong please tell me so to del this post so wee dont confuse the rest
You are a bit wrong here:
F-16A/B/C/D/AM/BM/K=blocks 1 to 32=analog FLCS.
F-16CG/DG/CJ/DJ/I/S/U=blocks 40 to 60=digital FLCS. -
had an interesting read on this yesterday…
salute gums…!
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had an interesting read on this yesterday…
salute gums…!
Interesting reading…
I work/worked on blocks 10,15,30,40,52+ so I know for sure DFLCS started with block 40. -
In short CAT III with A/G stores
CAT I for A/A of after having jettisoned or used A/G stores
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Thanks
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Great post! Thanks Toad!
BTW, I’ve been always curious about the number. We have CAT I and III. What happens to CAT II ? Is there any historical background to missing CAT II ?
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Cat II loading distinction did exist for small horizontal tail models (old, like block 10 A). It is in between I and III. With switch in Cat III you could do anything, with switch in Cat I you had to be careful about how big a max roll rate roll you did (full turn max at low AOA, half turn max at high AOA).
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Its been mentioned a couple times on F-16.net. apparently CAT I applied to air to air loadouts, and CAT III was A-G loadouts with wing tanks… And now I cant recall whether CAT II was to be AA plus wing tanks or AG without tanks…
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As Gums would say, “back when the Earth was still cooling”, external wing tanks with A-A were Cat II. The only difference between Cat I and Cat II is bank angle change for full stick rolls. Since that is a pilot-observed limit, there are no control law differences between I and II. .