-
Posts
17758 -
Joined
-
Last visited
-
Days Won
8
Content Type
Profiles
Forums
Events
Everything posted by Yo-Yo
-
missing info Landing touch-down pitch up moment is too great.
Yo-Yo replied to Terry Dactil's topic in Bugs and Problems
And there is the last but not the least factor - aircraft mass. As usually nobody thinks about it, they try to land the plane with default ME weight, full fuel and ammo. But the higher is the mass the lower must be vertical speed at touchdown. Generally, even for WWII planes, landings were with low fuel. Modern variants of WWII planes are way lighter, so 2 wheels landing is easier. And, by the way, at least for German fighters during WWII, 2-wheels landing caused ***** from the squadron leader. As unsafe. -
Amount of elevator trim required for level flight?
Yo-Yo replied to Art-J's topic in Bugs and Problems
It's not Spitfire. It's a much bigger plane. I can not understand your point completely, but I can say they in RL improper trim can kill you at takeoff because of very high forces at the stick. -
Amount of elevator trim required for level flight?
Yo-Yo replied to Art-J's topic in Bugs and Problems
If some some light added... But actually it has no big sense as you must not be interested how much trim do you have, because it depends on many things that change. The only case it can interest you is takeoff presetting. -
Amount of elevator trim required for level flight?
Yo-Yo replied to Art-J's topic in Bugs and Problems
There is no "4.5" position, just pure 4. 3D parallax... The parrallax depends on the actual camera position, so the right reading is better to see using inner part of the pointer. -
Amount of elevator trim required for level flight?
Yo-Yo replied to Art-J's topic in Bugs and Problems
Either Spit or Mosquito have the same stability characteristics as they had during WWII. If you have proofs that something is wrong in comparison to authentic documents - welcome. Otherwise it's only speculations. -
Amount of elevator trim required for level flight?
Yo-Yo replied to Art-J's topic in Bugs and Problems
You lost. How much money did you bet? -
Amount of elevator trim required for level flight?
Yo-Yo replied to Art-J's topic in Bugs and Problems
Why Why can't you calculate? You have all you need. -
Amount of elevator trim required for level flight?
Yo-Yo replied to Art-J's topic in Bugs and Problems
Very close. If the trim angle is +-7.5 degrees (as I mentioned above) and the whole scale is 4 ticks, how many degrees 2 ticks are? -
Amount of elevator trim required for level flight?
Yo-Yo replied to Art-J's topic in Bugs and Problems
Can you see the difference between 24.5 and 32.5% MAC? Why do you mark 24.5 which you never have at normal flight? Sorry, mistyped curve description: must be STABLE, slightly stable -
Amount of elevator trim required for level flight?
Yo-Yo replied to Art-J's topic in Bugs and Problems
Please read carefully my previous post, where was something about landing gear pitching moment. Your understanding of trim is not completely right, because at any altitude, gross weight and speed CL can be calculated for level flight. And in opposite, knowing just CL you can obtain trim for any actual combination of flight parameters including weight and g-load <>1. So, CL relative chart is a proper (and common) way to have generalized trim characteristics. But sometimes you even have not to calculate something: for example, the curve that is close to horisontal throughout the wide range of CL tells you that this trimmer angle is the same in the wide range of IAS. -
Amount of elevator trim required for level flight?
Yo-Yo replied to Art-J's topic in Bugs and Problems
This graph shows exactly the trim you need to fly the plane in typical full loaded condition LANDING GEAR UP. As we have the plane from WWII, it must fly in accordance to the direction documents and tests relevant to this time, right? -
Amount of elevator trim required for level flight?
Yo-Yo replied to Art-J's topic in Bugs and Problems
You absolutely right, and this 2+ (-3.5 degrees of trim) is exactly what you need to have according the charts. But, you did not catch the point that 2+ nose down is not the right trim for being airborne WITH GEAR DOWN. -
Amount of elevator trim required for level flight?
Yo-Yo replied to Art-J's topic in Bugs and Problems
But it's not the best trim after you airborne. As the plane is on the ground, wheels reaction force create a lot of nose-up moment. -
Amount of elevator trim required for level flight?
Yo-Yo replied to Art-J's topic in Bugs and Problems
And, please, think about the take-off trim directed n the Pilot's notes - 0.5...1 tick nose-down. Then take a look at the huge landing gear creating much drag and nose-down pitching moment. Then, take a look to the weight and balance chart to be sure that the loaded plane has 32-34% MAC CoG, i.e. almost neutral so, as the plane is airborne at relatively low speed (high CL, see the diagram), and it is necessary to compensate the moment of retracted undercarriage by significant adding of nose-down trim. So, for flight 0.5-1 tick will not be suitable at all. -
Amount of elevator trim required for level flight?
Yo-Yo replied to Art-J's topic in Bugs and Problems
Just three figures for authentic WWII plane. Directed tail adjustment. Metal elevator. Fabric elevator, tail incidence NEUTRAL -
correct as-is Erratic and inaccurate altimeter
Yo-Yo replied to 450Devil's topic in Bugs and Problems
Yes, Spitfire altimeter does have this "weird" behavior, but it's a feature we had the opportunity to implement for this plane. For some planes we have full data that allows to recreate separate part of instrumental error from static and dynamic vents. So, as you change AoA the systems creates errors, you see at altimeter. Mosquito at EA uses, I thnk, Spitfire's system that is not correct. For the planes we have no exact info for it's better not to make this effect than to create something fantasic. -
Все уже разжевывали. Угол стаба на пикирование уменьшили, чтобы исключить возможность избыточного триммирования самолета при начале пикирования, потому что вывод при помощи одной ручки становился невозможным, а при использовании триммера легко можно было получить смену знака усилий на ручке и избыточные перегрузки на меньших высотах. По поводу отличий K от G в пилотировании - спрашивал человека, который, летая в основном на G, по необходимости полетел на К - никаких отличий для пилота не было. Да и странно было бы, если в конце войны, имея большое количество пилотов с разной подготовкой, выкатывать модификацию, требующую переучивания.
-
Удивительно, но попал точно.. именно Спитфайр, н оне из-за эллиптической формы, а из-за тонкого профиля. Кстати, тоже 30-х годов. Да, ФМ отражает все изменения по Маху. Поэтому получается похоже.
-
Я сейчас точно не помню, но, по-моему. несколько лет назад я разбирал "тяжесть" управления 109 по нескольким доступным отчетам, советскому и немецким. Обе строны дали вполне сопоставимые результаты. Из них следовало (опять же, насколько помню), что усилие на единицу перегрузки у 109 получалось примерно 3-4 кГ, что, в общем-то почти идеально для истребителя. Подчеркну - это усилие остается постоянным для любой скорости (см. ниже). Однако, то, что это значение постоянно для любой скорости, справедливо для относительно небольших чисел Маха, поэтому, если на приборной скорости 650 + (условно) у земли усилие на единицу перегрузки можно считать таким же, как и на 300 км/ч, то на высоте 5-7 км все становится много хуже. Во-первых, из-за того, что той же приборной скорости, что и у земли, соответствует намного бОльшее число Маха (истинная скорость больше, скорость звука ниже), зависимость Су от угла атаки изменяется, и чтобы вытянуть какую-никакую перегрузку пилоту захочется выходить на бОЛьшие УА (пусть и с тряской). А это дополнительный расход РВ, значит требуется бОльшая сила. Во-вторых, на больших числах М, растет устойчивость самолета и балансировка сдвигается на пикирование - отсюда еще необходимость болье тянуть на себя. Ну и последнее: из-за всяких локальных изменения обтекания может менять сам шарнирный момент РВ. В итоге: если 109 пикирует с большой высоты, управление становится бетонным на средних высотах, самолет невозможно вывести из пикирования, пилот мысленно прощается с товарищами и семьей. Однако где-то примерно с 3 км выясняется, что ручка все же начинает поддаваться, и, при наличии некоторого везения и запасов физической силы самолет можно вывести из пике. Один случай, как минимум, описан в мемуарах, если не ошибаюсь, финского летчика, а про второй я слышал из первых рук... Что касается разных типов самолетов, то там влияет все - центровки, изменение аэродинамических характеристик по Маху, конструкция и компенсация РВ. Кстати, каверзный вопрос: какой из поршневых самолетов WWII имел самый высокий порог по управляемости по числу М?
-
The test stated RAD CLOSE. Try it and you will be surprised...
-
Только не надо путать ранние истребителеи немцев, от которых Москито просто легко отрывался, с поздними. Да еще и с MW-50. Если уж совсем невмоготу, то попробуйте бросать с высоты по сапогу и при этом выжить, даже просто бросив бомбы в направлении цели. Я еще открою страшную тайну: у Москито ограничения по предельным скоростям существенно ниже, чем у истребителей, т.е. в пикировании особо не оторваться будет. Когда введем повреждения от превышения предельных скоростей.
-
Is it possible to trim this aircraft to fly hands off
Yo-Yo replied to truebrit's topic in DCS: Mosquito FB VI
Generally, the point is not in trim wheel steps in DCS. Mosquito (I mean real life aircraft but the same for DCS) is neutral in pitch both stick free and stick fixed even at 2650/+4lb. It means that it can fly at any IAS (excluding low IAS, where it becomes pitch stable) hands free or even with the same elevator position. In glide condition, especially iif bombs and fuel are off, it is quite stable. So, trim in Mosquito just eliminates forces on the stick but can not be a mean of hands off flying. As the plane is neutral (and for higher power settings a bit unstable) it can trim itself at any AoA due to air turbulence, pilot instant input. etc, and will not return to the old AoA. This is correct for P-47 and 109K. For 109 K one can fill the rear tank and clearly see that the stick position for lower speed is more AFT than the required position for higher speed that is a sign of fixed stick pitch instability. -
Meredith is not a myth, the effect is very common, just a ram-jet. It can not give a significant thrust, though, but can reduce cooling losses. For sure, it's a matter of high speed, where the air passage area can be reduced significantly forming a nozzle to use added enthalpy.
-
Please, take a closer look and more carefully, how the aftercooler works...