Energy–maneuverability
Specific excess power and feasible turns from component forces and moments.
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Energy balance
The dashed contours use energy-height change over one recovered simulation step. Ps = 0 holds speed and height for the trimmed turn to numerical tolerance. Positive Ps is available energy; negative Ps means energy loss. Continuous force-projection Ps is also shown in the inspector. The default axis scale gives 100 km/h the same length as 5°/s.
What is solved
Angle of attack, bank and aerodynamic control deflections balance transverse forces and the discrete angular-rate update. Supported manual trim has its full configured range; native control-power loss and unavailable trim axes are retained. Stick/trim allocation is internal and does not change the forces at a given equilibrium. Settled engine states are averaged. Propeller aircraft use native automatic engine controls by default. The optional idealized manual mode compares settings using re-trimmed Ps. Both include propwash; reaction torque, swirl effects and gyroscopic moments follow the separate torque/gyro option (off for Realistic, on for Simulator). Complete aircraft outputs are averaged across resolved propulsion phases. Unresolved cycles remain masked; a periodic aircraft trajectory is not certified. The optional manual control search is numerical; it does not certify a global optimum. Turns are pre-stall and out of ground effect. Zero sideslip is preferred; where it cannot balance, the solver searches for small sideslip (up to 2°) while keeping the same force and moment tolerances. The solved angle is shown in the inspector. This is a near-coordinated-flight assumption, not a measured game limit or minimum-drag optimization. Turns use retracted airbrakes and retractable gear; fixed gear retains its drag. Propeller radiators are closed. Fuel, boost supply and engine health are frozen, with no ammunition or external stores. Flaps use the held request after native speed and mechanism caps, assuming prior deployment where necessary; deployment time and flap tear-off are not modeled.
Limits and evidence
The solid boundary follows directly solved stall, control-authority and wing-force limits. With limits enabled, a vertical speed boundary uses the lower of the configured VNE (IAS converted to TAS at the selected altitude) and Mach redline, at the selected sweep. No equilibria are solved beyond that chart limit. This total-speed VNE mask is separate from the native longitudinal-IAS check at each equilibrium. An explicit vertical line closes the low-speed edge; its hover distinguishes a refined stall/feasibility edge from the selected speed-range cutoff. The line itself does not fill unsolved performance. Numerical failures are marked separately and remain masked. Smooth contours use interpolation checked against additional solved samples. Experimental Instructor mode constrains the turn by the recovered protected pitch command, including wing-angle prediction, native rate damping, overload protection, automatic trim and actuator authority. Controller histories settle at each balanced operating point; the permitted wing-angle target alone is not the achieved body angle of attack. This is an established-turn calculation, not a replay of a decelerating pull. Interior contours use the same balanced aircraft equations in both modes. Original-code comparisons support the recovered kernels; the EM solver has not been validated against live flight.