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karasawa

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About karasawa

  • Birthday 01/01/1980

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  1. TOTAL DRAG (not limited to wing drag) = 1/2 * drag coefficient * air density * square of air speed * wing area. This is the DEFINITION. The drag coefficient is acquired in this way: 1) Testing the TOTAL drag. 2) drag coefficient = 2 * TOTAL DRAG / (air density * square of air speed * wing area)
  2. Sorry I didn't make it clear. Put it in EXT and at low speed that amount is adjusted automatically to a percentage. In my case that is near 6%
  3. From 10000 ft and up, the F16 rates better than the JF17, by 1 deg/sec.
  4. Oh boy, that is zero lift drag coefficient, not drag. You need to multiply it by the wing area.
  5. 1. Did you remove wing pylons manually? 2. Did you do the 2C fight above 10000 feet as suggested earlier?
  6. Sometimes I bleed below 280 knots and I found out that with 6% flaps it helps turning. Do not deploy 100%. And it reduces roll and pitch rate, be aware.
  7. Great. I appreciate ED fix the energy loss issue.
  8. You have no idea what dynamic thrust is. Example: A F110-GE-129 at sea level Mach 0.8 produces 35000 lbs of thrust, almost twice as much as a F404-GE-402 produces at the same condition.
  9. Static T/W ratio is sometimes misleading. The thrust profile is changing over speed. I remember some one has made a "dynamic T/W ratio" which is a better metric.
  10. A sample pvp combat: Check 17:00. There is a hornet entering the merge with higher initial energy and the F-16 turned the table after an ascending turn.
  11. 2 tips: 1) Never, never take wing pylons. Remove them MANUALLY (they are included by default even in the "clean" loadout). They are DRAGGY. 2) According to ED's measurement, the DCS viper is under-performing by about 5% at most altitudes, except between 10000 - 15000 feet. Between 10000 - 15000 feet is the sweet spot to max perform the viper. Trust me, at 50% fuel, a clean viper can sustain 1-1.5 deg/sec faster than F/A-18, JF-17 and Mig-29 between 10000 or 15000 ft. keep your speed above Mach 0.7. This is the best BFM trick before the upcoming FM update.
  12. I'vs got a perfect answer for you. The best metric should be measuring the specific energy loss rate in a turn, since actual dogfight involves such turns. Here is an explanation: PS = specific excess power which means how fast the jet gains/loses energy in maneuvers. Q: Why is it insufficient to measure STR (sustained turn rate) alone to verify the energy maneuverability? A: There is an illusion that STR alone stands for energy maneuverability. If the game adopts a wrong drag profile, and tries to compensate the higher induced drag with modified zero lift drag or engine thrust, we may see an accurate peak STR, but the energy bleed rate at higher turn rate will still be higher than the flight manual. That is determined by equations of flight dynamics. That's sometimes misleading. Some people claim the peak STR has small error, while some other people cry for high energy loss and they struggle to recover energy. They are not contradictory. We need to check the PS loss. Q: How to get the ps since Tacview does not show that? A: PS = (thrust-drag)*speed/gravity = longitudinal acceleration * speed / g = longitudinal G * speed. Just check the “longitudinal G” in Tacview, read it, and multiply it by the true air sped (TAS), you get the ps value. Example: (these numbers are for sample only) make a level turn at true air speed of 300 knots (154.3m/s), the lateral G force is 7G, and the longitudinal G force is -1.5G, we have: Ps = -1.5 * 154.3 = -231.45m/s = -795feet/s Level turn rate = square root (7^2-1) * g / speed = 6.92 * 9.8 / 154.3 = 0.4395rad = 25.18deg/sec Read the flight manual for “300knots, 25.18deg/sec” and check if the ps is -795feet/s (We may double check if the Gs are in body frame, but that won’t affect much the result) Q: Why using true air speed instead of mach number? A: The speed of sound in flight manual and that in DCS are slightly different. Using mach number causes some error. The speed of sound in flight manual is about 333.5m/s. This can be proven by picking a point in the E-M chart and do the maths.
  13. I already thought about it. Will post later.
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