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glide

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About glide

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  • Birthday 01/01/1967

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  • Flight Simulators
    DCS world.
  • Location
    West Coaster
  • Interests
    Flight sims of course
  • Occupation
    Gamer

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  1. No problem. I had Russian voices coming out of my headset today. Cya later folks.
  2. Sorry, I had target fixation on making the DCS Viper better. Nevermind. It's perfect.
  3. Yes, we established that the increase is due to the N1 fan speed increasing. What's incorrect is that the added fuel is not creating acceleration. It's a straight line increase to airspeed, not a curved increase. But what about deceleration? The jets lose fuel flow as the airspeed decreases. The mechanical nature of the thrust levers would not allow the fuel flow to drop past full military thrust as the airspeed drops. Full military thrust on the ground test was just below 10000 pph. Therefore, in a tight turn, my fuel flow should never drop below 10000 pph because my thrust
  4. I never stop trying to make things better. Just my nature.
  5. The guys who wrote the paper?
  6. They said 85 pla is full non-afterburner power. So, right before the AB detent is my understanding.
  7. You can fly those tests easily in DCS. Start at mach .3, deflect to 85 pla, watch fuel flow until mach .75. I was watching the Grim Reapers turn tests on YT today. I'm going to try some similar tests with the mach increase and without the mach increase.
  8. Figure 9 is interesting. WFE increases as N1 RPM increases while N2 RPM stays relatively constant. N2 is core, so the deflection was constant. And N1 is the fan, so while the core was pushing the mach increase, the fan speeds up and draws more fuel flow? This makes sense, but shouldn't this increase the rate of change in the mach?, ie it should feel like acceleration. More like a curve, less like a straight line. What about deceleration? When you slow down the fan slows down, should the fuel flow drop so quickly so far in a min radius turn, for example? Or would you just los
  9. Good catch. That 15 deg was the angle to the sensor array. That must have been a very gradual deflection to 85 as the mach increases and the nozzle volumes increase at the same time, don't they? Edit. Nevermind. It's a mystery to me how they got those WFE numbers. Fun report. I was a hotshot data center architect in '96. I love how they say "deck". They probably mean a deck of punch cards. We still had them back then.
  10. Climb to cruise. CTC. Note the change in Mach and exhaust volumes in this set. They started at those altitudes, deflected, and let the jet climb to cruise where it was about 15 deg nose up. That's my understanding of the CTC data in table 5. Table 4 was ground. Table 6 was straight and level. Yes?
  11. No sources. I am a pilot, and thermodynamics was one of my favourite classes. The details of the DEEC are not my concern. I am concerned with the realism of the flight model. I am assuming there's some magic involved, but the simulation doesn't care. Once per game loop, DCS will update the sprites with a formula that allows the fuel flow to vary with airspeed. This results in a certain feeling of flight. I am suggesting perhaps fixing the fuel flow variable and getting a much different feeling of flight.
  12. My understanding is there was three batteries of tests: ground, climb to cruise, and straight and level. My understanding is they deflected to 85 and let the jet climb to 15 deg elev in the CTC tests which were acceleration tests.
  13. I think there is some reporting issues on those tables. The tests indicate the CTC were conducted by achieving stable flight, moving the lever to 85 PLA, and measuring the acceleration during climb. However, the tests indicate the START, OH, and END positions were all 85 PLA. This is because of the locations of the microphones and the point in the acceleration when the jet passed the recording zone. This doesn't make too much sense. You deflect to PLA 85, WAIT 5 SEC for the engine to stabilize, then start the climb? What's happening in those 5 seconds? Did they mix that u
  14. I tested this on the Hornet as well. The behaviour is there but not as pronounced. Pull a turn and watch the fuel flow drop in the Hornet by 400pph in 360 degrees. Try the same thing in the Viper. Fuel flow drops like a rock. I don't think either model is correct, but the Viper is at the far end of the spectrum.
  15. well, another week or so, and it could all change with 2.7. Cheers!
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