NightRush

Hi, posted this in the videos page, but think its pretty appropriate here as well! If you have time please leave me some feedback! Thanks

Hi! This is my first video of a detailed test flight, I cover the systems of the aircraft with schematics and diagrams. The diagrams are pulled directly from real world manuals, and have some pictures and there is clip of a real world F-86 start up. All the photos and diagrams I edited or recorded myself while working on the aircraft in real life. The editing is really not that great, but this is a work in progress! Anyway I would really appreciate any feedback if this sort of video is wanted, or if there should be more/less detail. Good/bad I want it all! Thanks!

Yeah its as simple as the old model of the RPM was incorrect

In the real aircraft you should only be able to go over 3000 RPM in a dive with incorrect ppower setting. Or momentarily RPM will surge past 3000rpm with no or low airspeed, and fast application of full power, for example at takeoff you might see a surge to 3100 and then slow back down. The aircraft was capable of surges to 3200 odd RPM (I think it was 3250 but I have to confirm that), but application of power with prop pitch at full forward should never be able to exceed 3000RPM in normal conditions

Yeah as Hummingbird said, disregard what I said about G and deployment. I have a vague memory of there being an issue with G-Loading and slats but its probably just mush!! The effect I was alluding to is the efficiency of the slats as G increases at high airspeed.

This is actually a great view showing what I was talking about before! The extension of the slats there is not from the movement of the ailerons, but instead small changes in AoA as the aircraft moves around in the air. The lower wing has a slight increase in AoA, which moves the center of pressure forward slightly. Which sucks the slat out. The pilot corrects the slight low wing with aileron, as the bank angle returns to straight and level, the slat retracts due to the lower AoA. So the ailerons look like they are causing the slat deployment, but the use of ailerons is simply the corrective action of the pilot to bring wings level. But everything happens nearly instantly, so it is hard to tell what is the case and what is the effect. Good video find though!

This is incorrect, leading edge slats deploy/move purely in response to the forward movement of the center of pressure as AoA is increased towards the stalling AoA. So for a given AoA, airspeed and G loading the centre of pressure will be at a certain MAC %. IF the center of pressure is not positioned far enough forward, there will not be enough aerodynamic forces to "suck" the slats out completely against the free stream air holding them in. This is true for any aircraft with aerodynamic leading edge slats, including the F-86 and Lysander for example.

I dont believe there should be ANY engine icing on a Mustang. For one, the Merlin 266 does not have a true carburetor. Its called a carburetor but that's just to trick you, its a development of a carb but not actually; its somewhere between a fuel injection engine and a carb. But the British and not that inventive when naming things. The fuel is actually atomized through a fuel injector upstream. There is no real venturi inside the neck of the carb, instead there are pressure sensors that control the fuel flow to the injectors. Second to this, is the temperatures the engine runs at, the temperature of the charged air/fuel ratio at the aftercooler (its technically not an inter-cooler) is huge, you will have to forgive me I cant remember the temperature but its 100's of degrees Celsius. The supercharger stages are literally in contact with the carb body, that heat transfer would stop almost 100% of icing. However a situation when you *might* see icing is at those extreme low temperatures, high humidity and a small throttle opening. Basically the throttle butterfly being in a closed position creates a venturi effect. This would be a very very specific case!

The damage model of this aircraft is a bug/problem. The frequency of governors and generators being hit with bullets is completely unrealistic. I have had my governor/electricals shot out, while being hit from behind and from high deflection shots. I almost want to conceit that the prop governor should be easily damaged from the ground, but no. That too is incorrect. A bullet would need to not only fire THROUGH the propeller, but also go THROUGH the prop blade hubs, then through the propeller backing plate, and then hit an object the size of maybe two of your fists. Losing a governor while being shot from behind would literally mean a bullet has passed completely through the engine block, and then still hit this two fist sized object at the far far front of the aircraft. If what is actually is being modeled is the prop governor control being shot out, well that should be the same percentage chance of a elevator/aileron control cable being shot out, again not at the frequency that it currently occurs. The generator is the same, being on the extreme side of the engine, protected by the cylinder heads. The only likely way this would be shot out would be an attack from a 3 o'clock position. Losing a generator to ground fire *could* be likely in a left hand turn exposing that side of the aircraft. However, if the generator was being hit by ground fire in this attitude so is the rest of the engine so there will be larger problems Secondary too this, even IF the generator was shot out the battery would take the load. The opposite is also true, if the battery was shot out, the generator would continue to power electrical systems. So a complete electrical failure would require both the battery AND the generator to be shot out at the exact same time. I have attached a photo showing the placement and how well concealed these two items are, hopefully illustrating how unlikely it is for these two objects to be hit or rendered unusable. Hope this helps.

Sry double post

Hmmm are you running a lower resolution on your monitors?

Hey everyone! After a few requests here is another follow up video! This video has an overlay showing exactly where I am looking on the screen. I think this will help with a lot of the questions and core concept of how the eye tracking movement coincides with eye movement. Anyway hope this is helpful!

I have not! Thanks for the heads up, Ill have a look into it and a play around! Thank you

There are settings within the calibration that allow for glasses or contact lenses. I dont wear either, so I can not comment on its functionality with them unfortunately.

You can not use EyeX outside of Windows 10 as a clicking device, the software does not allow it. That might change, but right now the ONLY program that supports "clicking" with the EyeX is Windows 10. Personally if this happens it will be amazing. The possibilities here are endless, and I dont think the technology for it is far away. I mean the Oculus is working on that exact thing right now. Why this is great not just for consumers, but people with disabilities can fully control a computer with just their eyes. Now that is really exciting.

Well I will be very interested to hear your thoughts once you get yours! I havent had much of a chance to use mine more...Hopefully that will change today! Dogs of War server here I come!!!

Here is a second video for anyone thats interested, its a quicker video and illustrates the issues better

Here Brix That shows the intensity of the red lights, I have my PC tower beside the monitor and its less bright than it. You cant get away from there are 3 red lights at the bottom of your screen, but I ahve not found them to be annoying. You just know they are there. Ill pass on the commission but thanks for the appreciation! Its interesting how the company has wanted to spread itself, where it seemingly has a profit share arrangement with youtubers that provide reviews. But what this seems to have done is stifle any criticism from the reviewers. If they criticize the product, no one will buy it using their "codes" and they dont make money. I dont want to believe that they as a company did that intentionally as a plan, just what naturally happened from the reviewers seeing an opportunity to make some money. Id prefer to keep my critical opinions my own and not effected if someone was paying me or not.

1. I dont have TrackIR with me here in Canada, however I believe there would be a conflict within DCS with axis assignments. Also, I cant help but think having both would feel like being inside a washing machine. If you became uncoordinated with TrackIR/EyeX I would probably just eject to make it stop :megalol: 2. Do I notice them? Yes, are they obtrusive? No. At night or in a dark room they can be a little bright, however in a dark room (ie no lights on middle of the night type thing) the eyeX seems to loose some quality but is still very usable. I dont get on with TrackIR myself. It is functional and I can use it to good effect, but in a flight sim its just not realistic or natural. I dont like the disconnect between where your head is pointing and where your eyes are (with TrackIR). FOr me its more natural to track a target/object with my eyes. Also Ill point out, that with the eyeX your head does NOT need to stay perfectly still. I can turn my head, have a beer, what ever. As long as I am looking at a target/object on the screen. I mean, Im not advocating drinking and flying.....But then again drinking IS a favorite past time of pilots.

I tend to agree, the issue of looking to the rear of the aircraft with the way the software works right now equals death. TrackIR's advantage here is once you have the muscle memory of positioning your head in a certain spot, the camera moves to that position. With the eye tracking, its exactly that, you have to "track" to the rear of the aircraft. But again, I personally think this is a software issue. Once the product has some maturity and development, I am sure someone will come up with a solution. For arguments sake ill post the video of furball combat, but again it really just shows its strengths and weaknesses. Its great for a view point 60 degrees either side of the nose. But looking behind the wings is just awkward.

Here we go, hopefully this might answer some of the previous questions! Like I say in the video, there are some issues with the hardware, and there are some things it just doesnt seem good with. But I think that is just a software maturity thing and will eventually be a good product! Hope its useful!

Video Incoming, I just got mine today. Ill post something up, as a out of the box system test to see if it integrates without too much stuffing around

Thanks for giving back to the community! Seasons greetings :-)

Hi! I might be of some assistance! My day job involves working on these type of aircraft (warbirds). In a modern world this is indeed a SOP, including the Mustang that we operate in the collection There are several reasons, the first one is the obvious one. If a tyre is damaged on take off, if it is spinning when it enters the wheel well. You can imagine the damage it would cause. Even if you did retract with hot brakes; I would be far more concerned with brakes that are hot enough to seize, in a wheel well; around flammable liquids. I cant imagine a time you would excessively heat the brakes enough during a taxi to cause this while operating the aircraft correctly. A side note to this; is most brakes that are used on Warbirds today are from modern material. Modern steel disks and modern wear material, heat dissipation rates etc are all far far better than they were. But still even then; I cant imagine any reason for an war time operational aircraft ever having issues with brakes on the ground. The second and often missed reason is gyroscopic precession, a wheel spinning whilst being retracted puts huge load strains on the undercarriage and retraction mechanism through precession loads. There is a surprising amount of force generated by even a small wheel spinning at 90 knots. Typical after take-off checklist is to indeed touch the brakes before retraction. Its a touch not hold the brakes on, then retract the gear. Most large modern airliners; as soon as the gear starts its retraction cycle, an automatic brake system stops the wheels before the gear even starts moving. For both the above reasons, blown tyre damage and precession loads. Hope that helps

Sapphire ATi R9 290 in crossfire