Aware29

Haha true. I’d love to be able to ask someone who flew the real jet

If the left aileron going up reduced drag more than the right aileron going to neutral, you should still see adverse yaw id think. Think about it. The left wing would see less drag than the right wing, thus wanting to move forward more. That would give a right yawing force. But then you have to think about the parasite drag from the left aileron sticking up into the airstream. That would cause some drag on the left wing. But even when making full stick deflections you see proverse yaw. And in that situation the upward going wing sees the aileron move down below neutral. I have thought about the stabilators movement during rolls possibly causing the proverse yaw. That very much could be it. And because its text and things are lost, I’m not trying to argue or anything! Just having a nice conversation! In case that wasn’t clear

Right, and in that example you made, you would get adverse yaw. Let’s say it’s a turn to the left. Left aileron is up 10 degrees, reducing lift and induced drag. The right aileron is neutral, so more lift and thus induced drag on the right wing. That drag will want to suck that right wing back, thus yawing the nose to the right with it. Adverse yaw. Now, the adverse yaw wouldn’t be as much as if the aileron was a few degrees below the wing, but it still should be there. That’s why they made the ailerons rest at 5 degrees up. In the GAF manual it says that they are 5 degrees up to “prevent excessive adverse yaw during rolls” it doesn’t say anything about eliminating it or inducing proverse yaw

Where can I find the practical aerodynamics manual?

Wow, forgive me haha. Idk why I wrote spoilers instead of ailerons. I must have had spoilers on my mind while typing because aircraft that use spoilers for roll, like the F14, tend to see proverse yaw. I edited my post to correct yet. Proverse yaw is the opposite of adverse. When making a lateral input, the nose will swing INTO the direction of the turn. Instead of AWAY like with adverse yaw. Which is why I’m puzzled as to why the MiG demonstrates proverse yaw. It’s not from the rudders because if you look in external view you’ll see that the rudders have zero movement when rolling with the stick And I’m not saying the real MiG doesn’t demonstrate proverse yaw, I’ve never flown one. I’m just surprised that ours does in game because everything I know about aerodynamics tells me that it shouldn’t. So I’d love to hear from people more knowledgeable than me as to if it’s correct. I’d be very interested in knowing why it does I’ve done a good amount of testing on this. You can barely see them move with big stick movements, like 2-3 degrees, and only in a dampening capacity it seems. They’ll work against the direction of roll. But you have to really zoom in to see them work

Just wanted to start a discussion on people’s thoughts and observations on the flight model. One thing that immediately jumped out to me during my testing is the proverse yaw. In low to medium AoAs the aircraft has a pretty strong proverse yaw response. Which I found a bit surprising, considering the MiG 29 uses ailerons and a bit of differential stabilizer to roll the aircraft. I read in the real world manual about the ailerons being up 5 degrees from neutral to help reduce adverse yaw, but nothing about eliminating it or proverse yaw. I’m not saying this is unrealistic, as I don’t know, just that I would think the aircraft would have adverse yaw instead of proverse. Anyone out there that perhaps knows any real MiG drivers that can ask if this is indeed accurate? Or if someone has a manual that describes this characteristic? I saw GVad the Pilots YouTube video about the flight model. Seems to be slightly underperforming in high speed flight as well? All in all it does feel great to fly! Doing tail slides is fun and it seems to behave just like how you see in real videos from airshows

Watch at 5:15. It looks like it’s modeled already

If I’m understanding the real manuals correctly: At an AoA of ~26 the stick pusher activates and drives the stick forward to lower the AoA. However, with a force of 17kg, the pilot can override the stick pusher and pull more AoA

Yeah, that’s probably what it is. But the point is, the ARI seems to be absent

I think what he meant was that with the stabilator roll function disabled at high AoA with LEFs extended, all that’s left for roll with the stick is +/- 5 degrees of aileron. Which, like he mentioned, gives you practically zero roll at high AoA. You need to manually use rudder at that point to get some roll And I agree with OP, it seems that the aileron rudder interconnect is either not modeled or modeled incorrectly. If you go into external view, you can see the rudder automatically move at high AoA, but you need to zoom way in because it’s extremely difficult to notice. It looks like they move 1-2 degrees max. And they move against the direction of the stick, not with the direction of the stick like you would think they would to help roll the aircraft