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Victory205

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About Victory205

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  1. Anyone have a recommendation on how to make the HUD readable with a bright background? I notice that the combining glass is already slightly tinted, is there a way to change the character color by editing a .lua file, etc?
  2. So you referenced, over and over, your “precise” testing using True Mach off of the info bar, and it doesn’t exist? Man.
  3. Can you share how to make the info bar display True Mach number?
  4. I did some investigation last night, including timed runs, and am in the process of reducing the data. The problem includes interfacing the cockpit indication with the performance charts. A pilot flys the instrument that are available in the air, not an info bar. The idea that an info bar is the holy grail was never valid. A pilot uses the instruments in the cockpit to maximize performance in combat, therefore, the cockpit information should be correct and valid with respect to the EM charts. One must be mindful of the references on those charts. Most provide IMN or IAS (a few don’
  5. About time you got your act together. Was about to send you off to the Air Force due to boarding rate issues. Must have been all of that F14 pilot mentoring you got. That info would be in an Aircraft Recovery Bulletin specific to the ship. The T45 CQ instruction mentions that the wind will be “between 20-30 knots”. All things considered, I’d recommend 20 knots of WOD. The higher the wind for a given glide slope, the less hook to ramp clearance, and the flatter the approach. The approach speed is so low that 20 knots of Recovery Wind results in a leisurely closure rate.
  6. It is amazing to see the difference in mindset. There is a reason I say that “ego is the enemy”. The goal is not to be right, it’s to find the accurate answer. Pretty easy to see the effects of “you don’t know what you don’t know”, and how people who presuppose outcomes are a waste of time. When flight testing, every instrument is calibrated before being used for data acquisition. Does anyone here know the basic means of verifying something as simple as airspeed? Hint, it doesn’t involve asking a vendor if an instrument is “accurate”.
  7. Don’t forget runway slope. What are your acceptable distance parameters? Ten, fifteen feet or so?
  8. Lots of interesting information in the publication concerning turbojet performance considerations, high speed flight dynamics, including Mach effects, stability, etc. We used it as a base document for advanced strike aerodynamics. Everyone should have a copy sitting on their shelf.
  9. You’ll need to provide OAT, Pressure Altitude, Gross weight, CG, flap position, mil or max (I recommend FF and Mil for granularity) and rotation speed for takeoff distance. Landing distance assumes speed brakes and spoilers extended, DLC in use, 15 unit approach AOA, anti-skid on, but do not include aerodynamic braking using the stabilators. Add 40% for no speed brakes no spoilers.
  10. Doesn’t extend the takeoff distance. Wonder why? It’s almost like, I dunno, someone did something to make the peanut butter and jelly come out even? What is the landing distance for say, a 45,000 F14A using normal braking, zero wind, standard day? How about max braking?
  11. If you pay attention to the Climate Change Doomers, not only is it possible, it’s inevitable…we’re always ten years from complete, utter disaster. It’s going to require longer runways and longer wings, that’s for sure.
  12. Short answer on the “burble” is that I don’t know. It may end up being aircraft specific as well. There are two aspects, the flow over the deck and the wake of the island, both nuanced and dépendant on the strength of the natural wind, which dictates weather the apparent wind direction is axial or down the angle. Axial winds produce a disturbance from the island which is more of an annoyance. Stronger natural winds move the balloon/sink farther from the ship, and make it more pronounced. However, under those conditions, the pilot is up on the power a bit, which makes the engine re
  13. Density altitude is pressure altitude corrected for non-standard temperature. The short answer, is that it affects lift, including within the engine, which reduces thrust. I am not typing up the formulae. Think of the effect of temperature on takeoff performance of a jet, even at a constant pressure at sea level. Grab yourself a copy of Aerodynamics for Naval Aviators. It’s all over the net in pdf form. Lots of information there, starting on page 2.
  14. Who is that? Should I be impressed?
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