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jcdenton

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About jcdenton

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  1. The Yak 52 requires lots of left rudder to remain in-plane in looping maneuvers, which is correct. Similarly, on downlines or at hi speeds it requires right rudder. The Christen Eagle has very strange high AoA rolling behavior. If you get to stalling AoA you can rock the wings back and forth (with aileron) at snap roll speeds, spontaneously changing direction. After the first 90 degrees the airplane falls out of the snap and reverts to the slow roll rate, which is unexpected. Both of these suggest that there is no rolling inertia. The plane feels weightless in the roll axis. Beside
  2. Scandalous! It requires some context so I'll post it in a different thread rather than cluttering this one.
  3. That's sort of a general question. Did you see this thread already? One change I noticed with this update is that it takes less forward trim to fly inverted, although it's a slight enough difference that I could be imagining it. The inverted fuel tank is still not modeled.
  4. What are good settings for aerobatics? I've been using 90% RPM, 7.5 [units of pressure] at 2000', both cooling things fully open, and maximum pressure and minimum temperature in the mission editor. Each flight lasts ~16 minutes before the engine quits (not seizes), but I got up to 25 minutes just by lowering the RPM and not the power setting. I guess what I'm asking is, what's an intuitive relationship between RPM, performance, and engine longevity? In the Bf 109 module, low RPMs are much worse for the engine but the same approach (max RPM, manifold pressure below some threshold) doesn't se
  5. Hi, spreadsheet Microsoft Sidewinder Force Feedback 2 Joystick CH Products Pro Pedals USB Flight Simulator Pedals
  6. It's $210/hr to rent an 8KCAB with an instructor. If you don't mind listening to old people talking about clouds and/or bathtubs, then the local soaring club is the most economical and fun way to fly, but there are only a handful of places where you can do glider aerobatics. For a fully authentic psychosomatic experience, a gym membership and a swivel chair are necessary, to aggravate the hemorrhoids and induce motion sickness respectively. (Don't forget to hydrate.) That's exciting. It will be a useful supplement to aerobatic training, once the energy retention and p-factor/torque/
  7. Thanks for posting this. It appears that the rotor assembly doesn't like it when the force vector isn't perpendicular. Once I started noticing low-g states the incident rate dropped dramatically. Also, I was using a lot more cyclic input than necessary. So theoretically if a student pilot gets into a R44, increases rotor rpm, and moves the control stick to the stop, will the same thing happen? Will you feel vibrations or know when the parts are colliding? I guess it's about as bad as applying down elevator when taxiing a conventional gear fixed wing aircraft...
  8. Hello nerds, Can one of you please expound on the exact conditions under which the blades will pop off? This happens quite a lot and I am often unsure of the cause. Converting energy (e.g. by pitching back in forward flight) audibly loads the blades, but does not cause them to pop off. Meanwhile my totally perfect flawless landing (pictured) caused the blades to pop off even though there is no evidence that they collided with the tail boom or whatever, assuming that is even possible. My daddy flew F-45s in Vietnam and he said the blades did not just pop off together like that. The blades, s
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