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Everything posted by Cmptohocah

  1. One could argue that the contrails linger for longer than the smoke, so I guess it's also important for the "smokey" missiles also.
  2. I don't know if this was supposed to ridicule or not, but I could not agree more with the code above. BTW, MiG-29B has 9G limit as per the manual - absolute limit that is.
  3. Unfortunately this somehow escalated into Red vs Blue or Flanker vs Eagle, which was not intentional. I mention the Flanker only 'cause I have manuals for it - that was the only reason. Anyway the point was that for some reason only the Eagle out of all the contemporary fighters has the ability to create higher G loads in shorter amount of time. Not compered to Flanker only but to all of the flyable fighters. Again I don't have manuals for those, but only for Flanker/Fulcrum. Your question is correct: I was challenging both the faster onset and the effects on it on the pilot. Then I found the video, which I shared, of a pilot sustaining 12G in a centrifuge, so I dropped that argument as it shows to be technically possible. The only question remaining was: why is the Eagle superior in the onset rate to all other fighters? Answer was not satisfactory to me, as there was no documentation reference provided to back this up. Closest explanation was 'cause of the hydraulic system/control flight surfaces combo. I am simply asking for prof of this claim, or any evidence to back this up. Was this onset calculated, simulated taken out of a manual, demonstrated in RL? This is all I am asking. When it comes to comparing structural strength between to fighters: how would this be done? X compred to Y. What would be the reference?
  4. Actually no, I don't care about MP Balance per se but I do care about the things you already mentioned. If you check my post on pilot-g tolerance I was the one to point out that F-16's pilot has no higher g-tolerance compared to others even though its cockpit ergonomics is superior to other fighters (reclined seat, static side stick with FBW, etc.). Dunno where would you get that idea, except of course the fact that I fly "Red" fighters exclusively. Or is it my avatar? The manual that the chart was taken out is for F-15 A/B/C/D versions.
  5. I couldn't find any AIM-9X launches that are leaving contarils behind and from what I know only smokeless A2A we can fire are the AMRAAM and the 9X, but technically yes all of them are missing contrails.
  6. I understand, it was my oversight: so 9G instead of 7.33G.
  7. Don't all DCS pilots have same tolerances? I was not aware of the fact. My bad on the weight as I was tired and didn't pay attention. Not sure what "+1 for the Eagle's G-induced DM for the aircraft and stores." means. Well, there you go: that's the cue for me to bug out. Charts mean nothing 'cause there was a RL Eagle that pulled 12+, 13+ and 12+G again and continued. Complete waste of time from my side here as obviously official documentation means nothing. BTW nominaly (by the charts) Flanker has 8G where as Eagle has only 7.33G limit, so I wonder when should the Flanker brake in DCS? Anyway, it's not possible to have an argument when another side ignores facts, which are indisputable. PS. Su internal components are tested 10x their rated G, so if something is rated for 5G, they test it up to 50G. But again, there's a reason why something is rated.
  8. From RL Eagle manual: max G load without stores for 10.000LB weight is 7.33G
  9. Ok this makes sense. So I guess all friendly transponders need to send an answer with uniform latency in order for the distance to be properly calculated. How does this look like from the pilot's perspective? Are the contacts positioned by their radial position? I am trying to visualize it, but can't really manage to do so. What does FCR stand for?
  10. Any documentation supporting this? Would be great to find answer to my questions I guess. I am very skeptical in taking "just trust me on this one" answers, not because of lack of trust or anything, but simply 'cause I prefer "teach me how to fish" approach.
  11. This guy is pulling 11G for quite some seconds and at a quite a rapid rate I would say, so I guess my pilot tolerance goes out the window. Although he does GLOC at the 3rd spike at 12G.
  12. Actually the Flanker's manual shows a load-TAS diagram and at 1000m altitude with 2xR-27 & 2xR-73 and 50% fuel the line reaches 10G and judging by the line shape it might as well go over 11G, but the same diagram clearly has a 8G limit also. Anyway the point here is not about the Flanker or the Eagle per se. It could be any aircraft and it just so happens that I do have the manuals and graphs for the Flanker/Fulcrum. I actually couldn't care less the specifics of the particular fighter-jet type, but I do care great deal about consistency and facts. So far no one has came up with a single fact about the Eagles excessive G tolerance (again not talking about the structure but the pilot) except hypothesizing that it's right the way it is. I actually never questioned that the Eagle can pull more than 9G. My question was about the reason why it would pull significantly more G in a shorter amount of time than any other jet (so load rate as opposed to total load), which would allow it to exploit badly modeled GLOC as more G equals greater turn rate. Anyway if the charts and articles are not enough to show you guys that what @FoxAlfa showed in his GIF, seriously defies physics and human physiology I guess there's no point to discuss it any further.
  13. Another article talking about the same thing: https://kth.diva-portal.org/smash/get/diva2:1183272/FULLTEXT01.pdf Page #18
  14. From what I found in this article, I will do some more research latter, the higher the onset of G the less time pilot even has to recognize loss of blood pressure to his/her head: https://www.skybrary.aero/bookshelf/books/2759.pdf Page #4 So our Eagle driver should not only be napping at 11+G, but he should not even have cues that he's about to pass out.
  15. E-M diagrams are the fighters limits - they are everything. I know for a fact that Su-27SK's manual has in it an absolute G limit of 8. This is regardless on the flight configuration, speed, altitude, weapons etc. This is a do-not-exceed G limit. So how much G should the Flanker sustain in DCS before something bad happens? 8.1G, 20G, 200G? You get the point. You are personally attacking me now and yet no facts were presented. I say no, because physics and common sense say no. What's your argument or reasoning? Because maybe Eagle has a super hydraulic system? Ok, cool I have the same argument: I think that the Flanker should have double the load rate that of the Eagle 'cause I think its hydraulic system is superior to that of the Eagle. Can I prove it? Most certainly not, just like you can't prove the same for the Eagle. Can't put much valuable info here as I don't have any relevant info on the topic.
  16. I was talking with respect to DCS: all pilots have the same suits and same G tolerances. I am trying not to get into the structural limits debate as we don't really have any valid data to compare, so I focused it solely on the pilot limit. If I understood correctly, and please feel free to correct me, the Eagle pilot does not black out at 12G 'cause the Eagle's rate of load is much higher than any other fighter's. Again, as I said couple posts ago: where's the proof that such a thing exists in the Eagle? That is, why is the Eagle special in this regard? If you look at most modern fighters, all their E-M diagrams are limited by a line that is somewhere around 9G. There is no "time spent" in above region, they are just limited to that specific load and most of the time it's pilot-limited. To wrap it up, there is a bug/exploit and for following reasons: 1. Eagle in DCS should not have any advantage in pulling Gs quicker than any other contemporary fighter, since there is no proof that it should - feel free to convince me otherwise, but fact only please 2. There is a clear bug in G tolerance for the pilot in DCS, since there is a finite amount of time above 9G that the pilot can spend without blacking out regardless of the G load. These two things clearly are wrong Because real life E-M diagrams show a different story , or should I say: "other jets seem to follow the laws of physics and real world performance data."
  17. Doesn't matter. Eagle producing 11+G or {insert aircraft here}, there should be no difference in when the pilot goes out. I think you would be a great politician @GGTharos: "I say apple is green and round and can't be flat", and you reply: "Screwdriver is metal with a plastic grip and its tip is flat." Anyway that's all great, but you failed to explain why would something like this be possible in the Eagle and not in any other modern fighter we have in DCS.
  18. From what I can tell from the animated GIF, highest G that F-15 pulled was in excess of 13G, not to mention that 12Gs were exceeded 3 times.
  19. Just to separate things a bit. G tolerance of the air frame is something I wish not to discuss at the moment, I just mentioned in a context that current max G is pilot related and topped off at 9G, in essence that IS the G-limit. I am pretty sure that all those mentioned fighters F-18, MiG-29, Mirage 2000 etc. have structural limit higher than 9G, but as I said they are limited by the pilot. Please don't put my BFM in the mix, as this is not the topic of discussion. The topic is that you are able to pull well above 9G in the Eagle without blacking out. The general answer was that it's possible 'cause of the Eagle's rate of "load", but since there is no documentation to support this, what are we talking about then? There's no E-M diagram for the Eagle available? Doesn't even matter, 'cause as I mentioned earlier we are mostly pilot-limited at 9G. Argument that the pilot can stay conscious in the Eagle at 11Gs holds absolutely no water, unless someone can provide documentation that the Eagle is able to produce loads at much higher rate than other already mentioned fighters.
  20. I can't imagine this being the case. Imagine everything airborne in the area somehow getting their clocks synchronized. How would that even look like? How would the information be passed around? What if it doesn't reach someone? How can you even verify if it did?
  21. Unless someone can provide "load-time" curve for the Eagle that is different to other modules, this argument goes out the window. It's clear that the max G in DCS for most of the fighters, except Eeagle, is pilot-limited to 9G and since DCS doesn't simulate any sort of failure when exceeding G tolerances this is quite a bug I would say. I mean 11G is 11G. Whether it's produced by the Flanker, Eagle, washing machine or a toaster. Also where would one even get this information about the speed at which the Eagle can produce max G? Is there an "apha-time" diagram available somewhere?
  22. I highly doubt, but again I am not an expert, that it can send position reports as this would mean that verifying which aircraft is friendly depends on the accurate position of both the transponder and the interrogator, which can be questionable. Changing delay also doesn't really make sense as this would mean that all of the transponders/interrogators need to be synced and re-synced. IMHO what makes sense to get the ranging info for the IFF system is the fact that all of the transponders that are friendly need to have same "delay/latency" so that the interrogator can time the response and then calculate distance in order to match it to the radar contact. I could be completely wrong about this also, so it would be great if someone can give more insight. Basically the question I am trying to ask is: if we have two contacts on the radar that are on the same radial from us but at different ranges, how does IFF know which one is friendly and which one is foe?
  23. I always wondered: how does the system match a blimp from the radar with a ping from the transponder to paint a friendly? I mean it can't rely on the timing of the return, so how does it do it?
  24. I feel like a crazy person. Is it me? Would you be able to provide a track @okopanja? I don't have access at the moment to DCS.
  25. My highest was 0.093 for M1.0, but that's probably 'cause I am missing the calculation at M1.2. What did you use for CFD? Just out of curiosity.
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