DD_Fenrir

Don't you just love it when people stop by unsolicited to tell you how you should be doing your job?

Wow. Salty!

Is what it is mate; these are the actual, prototypical fuse times as used by the RAF in WW2. Bear in mind that in reality low level bomb releases were far more likely to result in bombs skipping: 1 or even 3 seconds could not guarantee you being clear of your own bomb blast if the bombs travelled significantly after dropping. The RAF didn't come up with the 11 second fuse by plucking a number out of thin air; these timings would have come after much testing and include a safety factor to make absolutely certain you wouldn't get fragged by your own bomb detonation. As for mobile targets, this isn't where you'd use skip bombing; skip bombing was used against shipping and for static precision targets for the very reasons you outline. Mobile vehicle targets are best attacked by dive or glide bombing profiles with pull out at sufficient altitude to mitigate any danger of being caught by the blast of your own bombs.

Correct. The Mk.V has a 30 minute delay fuse. Non-adjustable. Not so. It's 30 minutes front or rear. Ultimately, if you want any other fuse time, instantaneous, 1 sec, 0.1 sec, 11 sec, etc, use any other bomb variant than the GP mk.V. Correct.

And therein lies the primary issue.

I think their next project should be DCS: TAB*. This should feature SSTWF/F** and AFDCSFF(ANNIAM)*** plus a prospective GOAETS**** implementation. *Take A Break ** Spending Time With Friends/Family ***Actually Fly DCS For Fun (And Not Necessarily In A Mirage) ****Go Outside And Enjoy The Sunshine

Precisely. It may be smaller but it physically has to move less mass… unless fapador thinks they weigh the same also…

So, let me get this straight, given all the parameters I outlined that will govern how effective an aircrafts rudder will be at Zero airspeed and power-on (which I would have thought was implicit given the nature of the manoeuvre being discussed), you choose one where the values for the various aircraft are similar and believe that disproves my theory? Furthermore, you present it as a fait accompli, as if this information is somehow a revelatory three-pointer, as if this implicitly proves that all aircraft should stall turn with equal acumen. Wow. Then you say most aerofoil profiles are from those 1920's.... THERE WERE MANY DIFFERING AEROFOIL PROFILES FROM THE '20s. IT DOES NOT MEAN ALL AIRCRAFT USE THE SAME ONE. What about the rudder surface area? I notice you pay lip-service to this aspect when it seems fairly critical given the progressive increase in fin and rudder area of various aircraft sub-variants to cope with increasing power and directional stability issues as the war progresses. What about the rudder pedal foot forces? What about the thrust to weight ratio? What about the torque? What about the yaw-roll coupling behaviour of the airframe? What about the presence of any aileron surface area in the propeller slipstream? What if your aircraft is too powerful to stall turn without torque rolling out of it under power, yet with power off there is insufficient rudder area to provide enough yaw authority at that low airspeed to perform the manoeuvre? I notice you avoid addressing this particular issue: How do you get around this particular fact - not opinion, fact. Who are these pilots you keep referencing; what are the names? What hours do they have in Mustangs/Spitfires/109s/etc. What gives their apparent criticism any legitimacy? Personally, I suspect you troll here in an attempt to discredit DCS. Your posting history is littered with bitter, accusational and tacitly insulting criticism of EDs but the arguments therein lack the knowledge, education or authority to do so in a manner that stands any actual scrutiny. I'm at a loss at what you wish to achieve; unless it's to get DCS turned into some faux arcade game version of itself.

Different aircraft are... different. That these even needs to be said seems surprising, but... Rudder authority at zero airspeed will vary based on a host of factors including: Rudder area Rudder profile Rudder mass balance profile Vertical stabiliser area Incidence of Vertical stabiliser (often off-set to compensate for torque in WW2 era fighters) Rudder position in propellor slipstream Moment arm of rudder (distance from CoG) Given the even superficial huge differences in the format of the vertical flying surfaces seen in the WW2 aircraft is it any wonder that some have better rudder authority than others? As for the example video, that's an aeroplane specifically designed for aerobatics, ergo one assumes that excellent rudder authority at low to zero airspeeds is a requirement. Not so with WW2 fighters. More often than not the overriding concern is speed; larger vertical tail surfaces causes more drag, so the designers calculate the minimum vertical tail surface area to keep the aircraft just positively stable directionally. Else you are slowing the aircraft down. As we see so often, their calculations are not quite enough to account for either (a) the increases in HP that comes with a new improved engine or (b) for the instability introduced in reduction of the vertical area behind the CoG (cutting down the rear fuselage to install bubble canopies, for example). Because of this we see after the fact retrofits of tail strakes/fins or enlarged vertical stabs and/or rudders because they had initially hoped to avoid the necessity of increasing the vertical fin area and thus reduce the effectiveness of that HP increase or form drag decrease by reintroducing more drag inducing empennage area.

Understood and an understandable desire, frankly. It would be a step towards helping the AI RIO relieve the pilot of some workload, which is his job essentially.

This, this and again this. So much of what a RIO does is abstract thought processes; prediction, estimation, extrapolation and gut instinct. Not to mention how much of that is coloured by character and experience. These aspects are some of the the most difficult - if not impossible - to program on AI. Throw multi-bandit groups of different types at varying ranges and azimuths and who do you think is going to best recognise which is the greatest threat? And to what? If you’re on a TARCAP you may want to prioritise threats against your flight; if running escort then you might want to prioritise the threat to the strike package; and if running an intercept against a formation of escorted Backfires threatening the carrier group you’ll want to make sure you’re launching on them rather than the escort. Asking the AI to manage all that nuanced combat decision making is expecting too much.

Yeah it’s the shift of both the CoG and the CoP - even when you manually sweep the wings aft at lower air speeds it gets nose heavy as the wings go aft. It depends on where the CoP is in relation to the CoG; CoG must move aft as the mass of the wings is transferring aft. CoP must also move aft but you get a nett reduction of the total lift generated by the wings (wings forward = more lift, wings aft = less lift). If the CoG is forward of the CoP, wings lifting moment around the CoG must increase to justify the requirement to increase in downward force provided by the horizontal tail is to maintain nose attitude, meaning the centre of Pressure must be travelling a greater amount then the CoG. If the CoG is aft of the CoP, wings lifting moment around the CoG must decrease, meaning the centre of Pressure must be travelling a greater amount then the CoG.

It’s cog, not Mach tuck. The wings are fully aft a good ways before you hit the number. Glove vanes were there to bring a measure of instability to help maintain the aircrafts pitch rate at supersonic airspeeds.

Libya complained to the UN. In 1989, what seems to have occurred is an unfortunate combination of RoE, AWG-9 limitations and a crew egged up for a fight. At that time the F-14 crews RoE was if they were committed to an intercept they would make an offset, i.e. turn away from the intercept course - if the bandit adjusted to correct for their own intercept course you make a 2nd offset. If the bandit’s correct their vector then you offset for a 3rd and final time and the bandit commits again then he’s fair game, kill him. This seems to be in response to the 81 shoot down and the increased forward quarter missile threat of the eastern bloc types that were the likely opposition of the time. In the lead RIOs defence he made 5 offsets before committing weapons, with him reporting on each occasion the banditS jinking back in intercept. It’s just that the apparent recommit behaviour of the MiG-23 flight was an illusion, a graphical presentation anomaly of the AWG-9. Even the E-2 controller confirmed he could not corroborate the behaviour of the MiGs that the lead RIO was so sure he observed. Seems the MiGs never even turned on their own radars - again from the E-2 controller. The incident is held in some disregard by the USN and is apparently not looked upon favourably by Topgun. A good example of what not to do.

Question 1: When? The development of the DCS: Tomcat module is still in progress and Heatblur are still fine tuning some of the performance parameters. Ergo, some legacy patches may have given artificially improved performance. Question 2: What atmospheric pressure? Map and weather will define performance as air density significantly effects thrust as greater pressure = greater air density = more oxygen molecules to burn in a given cubic measure of air, whatever the altitude.

Yes. Cos whilst the F110 has much greater static thrust than the TF30, once the aircraft is at high speed the design of the PW engine benefits more from ram-air effects; under those circumstances (high alt/high speed) the TF30 actually develops the greater thrust.

Here ya go: Timestamp is: 1:00:47. Each engine de-rated from 20,00lb to 17,000lb for total of 6,000lb less.

Not off the top of my head: Bio references it in the F-14 Tomcast episode dedicated to the F-14a first fleet deployment.

Don’t forget that early A’s had TF30’s that had significantly more oomph than those in later years; they were gradually de-rated, probably to increase service life and help stop the jets eating themselves. The 2.34 max would have come from early testing before the de-rating; it’s therefore unsurprising that you cannot hit that number in the 135 which is representative of those later models with less thrust.

The Vne is determined by structural limitations and, above supersonic speeds, airframe heating limitations. Go above Vne and you can start to expect deformation, failure or even outright detachment of panels. Windshields and canopies on the 4th gen types tends to be the limiting factor. It is probably likely that the Tomcats windshield was the defining limiter. But like structural g limits there was a safety margin built in to allow for a little… over exuberance. Hence making it to 2.7. IIRC I read that article detailing the 2.7 run; didn’t they lose a panel or two or am I mis-remembering?

That's true for all aircraft. As an alternative let's look at the Spitfire LF.IX: it had, in one test, achieved a top level speed of 411mph. However, there are specific parameters: Clean airframe, no stores You had to be using War Emergency Power of 18lb boost (and were limited to 5 minutes at this power setting) You had to be at 21,000ft (any higher and the horsepower drops and decays airspeed, any lower and the air density increases, increasing drag and again decaying airspeed) Add to this the fact that the 411mph figure is a TAS figure and you find that in cockpit you're Air Speed Indicator would register only~300mph. So, unless you are diving, you'll never as a Spitfire pilot see 411mph straight and level on the ASI. A similar effect is true for Mach number. On a standard atmosphere day: Mach 2.34 at sea level is ~1540 Knots Mach 2.34 at 20,000ft is ~1240 Knots Mach 2.34 at 30,000ft is ~1100 Knots Mach 2.34 at 40,000ft is ~940 Knots So where do you think you'll be more likely to see Mach 2.34?

Top speeds are usually gained at a specific altitude (usually higher) and a particular loadout. A combat loaded Tomcat won’t get much above Mach 1 below 20,000ft. Even above that height you need a lot of space, time and fuel to get to 1.6, but the less ordnance you have hanging off the plane the better. For big Mach numbers you need to be Angels 30 and up. Phoenix are too draggy so a sparrow load out will better assist reaching the Mach 2 region of the flight envelope.