bbrz
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Posts posted by bbrz
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On 3/7/2025 at 11:17 PM, Toriy said:
For ailerons, IRL, by default, they are set to compensate propeller's effects at 250 km/h
Where did you get this info from? To counter the various prop related effects you usually use rudder trim IRL.
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8 hours ago, Reusenfisch said:
For me it is not a desirable feature.
A good pilot simply adapts to the airplane he's assigned to.
Furthermore the weight on the nosewheel is usually only 5-10% of the whole airplanes weight, so nothing serious will happen IRL if the nosewheel isn't perfectly aligned, except nosewheel skidding.
E.g.
5 hours ago, Reusenfisch said:I would be careful with announcing to look up confidential info.
Confidential info???
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9 hours ago, jaylw314 said:
What isn't in there, that is simply my speculation, is that the CG is much farther forward of the main gear than other typical aircraft, resulting in excessive directional stability once the main gear touches down. As such, if you've been tracking the runway centerline correctly, the plane gets yoincked into alignment with the runway when the mean gears land.
Wrong speculation. This has nothing to do with CG. See my above reply.
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12 hours ago, Bob1943 said:
Former military pilot here as well (T-37, T-38, F-111, AT-33, F-100, A-37). Completely agree with Reusenfisch regarding the danger of auto nosewheel steering engagement upon touchdown.
On all airliners I flew, regardless if it's Boeing, Airbus or Canadair, the NWS is always engaged.
I never experienced any directional control problems during normal or xwnd landings.
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16 hours ago, NytHawk said:
The ROKAF employment manual states that sideslipping the F-16 is a valid way to manage excess energy on approach.
Do you have a link? The minimum speed must be pretty high I assume, so it's not really comparable with the high AoA during the flare.
Just look at the speed during this sideslip test:
Idle + speedbrakes + sideslip....That must result in extremely high ROD.
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Wing "down" for knife edge flight? Apart from that, knife edge flight isn't a high AoA maneuver.
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On 2/13/2025 at 11:07 PM, Hyperlynx said:
I'm not sure this is the correct solution. I think Tenkom is probably right, that you do want to stay in the crab and let the wheels skid, with as little pressure on them as possible, until the nose comes down.
That's definititely the correct solution, but you don't wait with decrab until the nose comes down. You start with decrabbing as soon as both main wheels are on the ground.
Just re-read the above procude.
Interestingly in airline aviation this technique, which is the wrong one for an airliner, seems to occur more often since a few years.
Looks like performing a correct crosswind landing isn't thaught anymore, like it's becoming a lost art.
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On 2/13/2025 at 10:57 PM, Cab said:
So, the F-16's FBW prevents cross controls like wing down, top rudder?
Apparently. The only thing cross controlling the F-16 would do, is to greatly increase the possibility of departing controlled flight!
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How many users do you think have all the required manuals and especially the associated performance sections?
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That's not the point. The point is that you asked 6 times within 4 month.
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Wow, is it that important to you?
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That's a much shorter timespan than useful updates for the Yak-52 (and other planes) are released, hence I'm unfortunately visiting the DCS forums less frequent than I used to.
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I did, but I'm pretty sure that this was a coincidence. How many people would be fooled by mentioning a wrong pitching moment?
Bernt Stolle - Art for Sale | Fine Art America
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On 4/1/2024 at 6:34 AM, GOZR said:
and the Yak9 Pitch down
May I ask what's the point in replying to a 6 years old thread and with a completely useless reply?
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On 6/15/2024 at 6:04 AM, Theodore42 said:
I had been flying the Extra 330 in a competing flight sim. SO GLAD I DID!
Curious which sim you are considering a competing flight sim since e.g. MSFS2020 is one of the worst sims from an aerodynamic POV.
Btw. there are still basic aerodynamic bugs in the DCS Yak-52. Suggest to watch a few RW comparison videos in this thread;
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17 hours ago, tmansteve said:
Cal I cant remember if i put any wind in...
Just as reminder if there's a crosswind. Your airplane will weathervane into the wind. If the crosswind is from the left, your plane will turn to the left as well.
Once airborne, crosswind will not affect your aircraft at all
My airplane art:
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On 10/27/2023 at 12:34 PM, Terzi said:
I can keep the nose up for a very short time, but not down to 100 knots or anywhere close to it.
Since touchdown should occur at the same AoA, regardless of weight, you should check if the external loads you are carrying are shifting the CG forward.
Even a slight fwd shift would noticeable increase the pitch down tendency.
Another factor might be thrust reduction. If you reduce thrust to idle before touchdown, the speed will decrease faster at higher weight, hence touchdown might occur at a higher AoA.
My airplane art:
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On 10/5/2021 at 11:24 PM, Callsign112 said:
Interesting video showing how good the Yak is at gliding.
The real one has a pretty bad L/D ratio of 7 in clean config at 160km/h.
With the gear and flaps down it decreases to 5.5.
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On 9/20/2021 at 5:31 PM, Callsign112 said:
2. You don't see value in the Yak as an aerobatics platform as there are faster more powerful aircraft that can make an easier job of it.
Nowhere did I write this. IMO the Yak is IMO the best aircraft to learn/train aerobatics in DCS.
You are again misinterpreting what I wrote!
You wrote: It also allows the player to experiment with maneuvers at a lower rate of speed in a plane that is arguably easier to recover in
I replied that lower speed (energy) makes performing aerobatics more difficult than higher speeds (and/or a higher power to weight ratio)
Lower speed doesn't imply that it's easier to recover from mishandled maneuvers. It's almost the opposite. Lower speeds/energy means less room for error.
Aerobatics in a C152 are a lot more difficult than e.g. in an Extra. (at least IRL)
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45 minutes ago, Callsign112 said:
I think your stretching it a little though to suggest that the model isn't even flyable, or that it is so far out that it has no resemblance to realistic aircraft handling.
I don't know if you are trolling or just intentionally misinterpreting what I wrote. Anyway, it's obvious that a further discussion with you doesn't make any sense. I'm out.
Bye.
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I don't know why you are including the CEII in this thread. (and you conveniently omitted the fact that the CEII weighs 50% less than the Yak)
It's you who mentioned aerobatic competitions. Both aircraft aren't suitable for such events and not even remotely comparable to real high performance aerobatic aircraft like the Su29 or Extra 300L.
Why on earth should someone expect a Yak-52 to handle the same way a CEII does? Did you even comprehend what I wrote?
The DCS Yak-52 doesn't handle like the real in important areas.
While these details might not be important in military aircraft which serve a very different basic purpose (I don't even see the term FLIGHT in DCS), they are IMO essential in a trainer aircraft which should teach you realistic aircraft handling.
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On 9/18/2021 at 10:46 PM, Callsign112 said:
The Yak generates a lot of lift, and while it is not the most powerful plane, it is also very light.
And what bad techniques will the Yak teach you? Can you explain the basic maneuvers and how the flight model is going to contribute to learning the wrong techniques?
Very light? It's the heaviest aircraft for aerobatics I can think of!
Weight is your worst enemy in aerobatics, especially when combined with a mediocre power to weight ratio like in the Yak-52.
It severely limits your upward maneuvers, but at the same time it accelerates like crazy when pointing straight down.
I haven't used DCS since quite some time, but the last time I checked it, e.g. gyroscopic precession was missing.
IRL, (according to the Yak-52 pilots I've talked to) this means that you need to apply a considerable amount of rudder (especially on the Yak with its heavy and large prop) during the initial pull up.
You have to be really careful that the pull up is perfectly straight without a hanging wing. You don't need to do this in the DCS Yak.
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On 8/21/2021 at 5:04 PM, Callsign112 said:
For me personally, the Yak is different from the TF51 in that it takes off, and lands more like a jet.
It also allows the player to experiment with maneuvers at a lower rate of speed in a plane that is arguably easier to recover in.
That goes without mentioning that it was also known as a decent aerobatics platform
I don't agree that the Yak takes off more like a jet.
Lower speed means lower energy which in turn makes aerobatics (energy management) a lot more difficult than in faster and higher powered aircraft.
Aerobatics in the DCS Yak will teach you wrong techniques, even very basic maneuvers like a loop due to missing basics in the flight model.
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I'm not a fan of the DCS Yak52. Not only because of it's unfinished state, but mainly due to the lack of realism in basic areas concerning the flight model.
Even MSFS is more realistic in some areas.
best trim to use
in DCS: Mosquito FB VI
Posted
Exactly. I've never flown any prop driven plane IRL which requires aileron trim to counteract prop etc. effects.
The only time you usually need aileron trim is a misrigged airplane and/or fuel imbalance.