aaron886

Awesome. This is high quality work, I'm not sure why it hasn't been promoted more strongly by ED. This is the kind of 3rd party effort that the community needs.

That's a classic German proof! Engineering meticulousness. How can you even argue against it?

Nice one, Tim! Good to see you here. Prepare for "when is it released" questions!

In BC? Maybe. I don't think their power to weight ratio is quite that good, that sounds like one of the newer, lighter "Extra-type" airframes. Yes, less than full landing flaps is usually recommended, primarily because you'll tend to settle at a slower airspeed with flaps extended. Try keeping a little more airspeed on that approach, you'll need some time in the flare to straighten the crab angle before touchdown. Your right wing might not have dropped if you still had control/airspeed. Remember that for the first part of the roll-out, all of your control is aerodynamic, and you'll need to keep some air over the control surfaces for that to work! With higher winds, in a tail-dragger you're going to be looking for a "wheel landing" rather than a "three point" touchdown.

Bad comparison, to be sure, but it is interesting to see how little rudder deflection he had on takeoff. (Blast-off? :D)

That's over-simplifying the effect. You have to quantify how it changes stability characteristics. "Spiraling slipstream" or "helical propwash," at low speeds, produces a right-rolling moment until angle of attack is increased so as to induce a stall, in which case the left wing (partially as a result of helical propwash) will stall first and result in a spin. (Compounded by other "left-turning" effects.) Typically, while on the ground at low speed, the intensity of helical propwash is at its highest, and causes propwash to hit one side of the vertical stabilizer more than the other, contributing to the aircraft's low-speed/high-power turning tendency. The FW-190, like the P-51 and most "Western" designs, has a counter-clockwise propeller rotation, and therefore will produce a left-turning moment. Controllability, the counterpart of stability, should be quite high when power is applied at low speeds. In fact this is often part of the problem... a small input by the pilot made in the wrong direction or at the wrong intensity can result in a divergent condition. That's what you're seeing in those ground-loop videos Yo-Yo is posting. It's a "chicken and the egg" discussion in some ways, but the pilot is responsible for each of those situations, therefore largely as a result of the aircraft's controllability rather than its lack of stability. This is very insightful, although difficult to parse in English. This is a reaction that is difficult to learn quickly, and something I regularly attempt (and fail) to teach in real life... it's just tricky. The point is recognizing the difference between yaw angle (officially "sideslip" or "Beta") and yaw rate (how quickly that yaw angle is changing.) If you react by increasing the size of your rudder inputs as a result of yaw ANGLE, you are going to make the problem worse and enter a "pilot-induced oscillation." (PIO) If you adjust the size of your yaw inputs to match yaw RATE, you will have a damping effect and act as an artificial stability. (...powered by beer and snacks.) In my experience, this is difficult for the inexperienced primarily due to the quick recognition required to see yaw rate changes. If you miss the change in yaw rate, the next thing you'll see is the change in yaw angle, and it's too late. There are times when I've questioned the effect of propwash and free-stream deformation in Mr. Yo-Yo's models, but truth be told, that's splitting hairs. The detail in these flight models is fantastic, and they can be flown properly through most of their envelope with each effect attributed to real aerodynamic responses. Sometimes that means adapting to an unfamiliar response, once you've determined that the response is plausible. It's likely that the lack of physical feedback and plastic flight controls are responsible for many serious complaints, but "it doesn't turn when I tell it to" does not qualify.

Buy a motorcycle universal joint from eBay, learn to weld. Worked for me. GP - Questions: What are the stick forces are like in terms of strength? How does it feel when you cross the center of an axis, is there a perceptible "sticking?" Have you considered implementing some form of light hydraulic damping? I have a similar setup and the "springiness" can be challenging at times with a long arm... it tends to act like a pendulum and amplify spring oscillations.

A pretty impressive clip of a transonic roll in there.

Read... the manual? :huh:

Oh. That was just poorly defined "lakes." You may have noticed some of the lakes were fine, even above ground level, as many are now. :)

Yeah. Not sure why that's always been a complaint.

Yes, but that's very different from the other 3rd parties, to be fair. It's a bad comparison though and seems to me like this thread is here mostly to stir "stuff" up.

Cheers. If I manage to find time for some more fun with the crew, I'll post it.

I don't think it will change MP much at all. That's really just dependent upon your internet and specs, and the quality of the server. If you always play in servers located across the Atlantic, you're gonna have a bad time.

It was, then ED restarted work on the map.

I hate it when people re-upload cruise videos for views. 2nd one, original upload: cbIECAI3AXY

Fantastic, great work again John!

Nice work! Don't forget the emergency-release syrup bottle!

I have to pick goofy music for goof-around videos. :D Thanks.

http://forums.eagle.ru/showthread.php?t=127303

Seems to me to be a bit exaggerated. The usually-quoted performance specs for the two fighters were pretty close, although the MiG had a slight advantage in most categories. I think we're seeing the result of the SFM fidelity level.

I like them, but they don't match the other icons very well. Some uniformity is important. It kind of reminds me of Andy Warhol's "Wham!"