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Tiger-II

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  1. We would be here all day and face forum bans if we posted what we thought. There are threads galore about it in the JF-17 forum.
  2. I did both. First, I attempt the inverted spin from a loop. I show the slats are deploying as a result of high AoA, then after the second attempt I unload and show the slats retracting in response to reduced AoA. The aircraft does not behave as described in the OP video. Second, I show a +1 g stall, then attempt an upright spin (but it doesn't properly enter a spin state). I did provide some commentary as I was flying but it got split out to a seperate track and isn't in the video uploaded to YouTube.
  3. Do you want a straight stall, or want me to try and replicate what we are discussing here? What we are discussing here is inverted spin entry during a loop maneuver, but DCS doesn't simulate this specific phenomenon.
  4. We can stall in the sim. All it means is the wing is no longer producing lift. The video linked showed a stall with the aircraft climbing nearly vertically. The problem with this is it puts the gravity vector immediately behind the aircraft and will simply result in a tail slide/tumble. What we're discuissing here is an accelerated stall during a looping maneuver, where there was insufficient airspeed at entry, and over the top the aircraft experienced an accelerated stall. Due to the AoA effects of this particular aircraft, and the position of the gravity v
  5. I see the same thing with the hydraulics. It jumps from zero to 1000 psi.
  6. Interesting they really are destroyed in seconds! I'll stop trying to break it now!
  7. I got the P-47 earlier this evening and taken her out for some flying... The roll due to torque/spin is quite controllable if you're on the rudder as you add power. Even slamming the throttle from near-idle to max power is controllable with rudder and some aileron. I tested empty, full aux tank (aft CoG), and low speed/high AoA (~100 MPH). Accelerated stall entry is a bit harder to deal with, but unload, power, and anti-spin control inputs can really help get you out even at low altitude. Just don't go trying to bury the airspeed needle below 100 kts and you
  8. Her mass might dampen things a bit. Sounds like you're at high power when this happens? What is your speed on entry?
  9. DCS has a chronic problem of too much drag/aircraft unable to achieve their stated level-flight performance. Things get even worse in a turn (AoA induced drag is too high). They are starting to address it (A-10C II notably), but it's still far from where it should be. If you want to see if the P-47 is affected, shut down the engine, feather the prop, close all flaps, and see how far she glides. Check against charts. Fly accurately, and at the correct glide speed for the weight!
  10. 52" is WITH boost (war power takeoff). 45" or so is max power WITHOUT boost (normal takeoff). For an empty takeoff, 40" is recommended until rudder becomes effective, then use 46" or so.
  11. P-47 has some quirks for sure! I'm a "jet guy", but I love the P-47 because she's hard to fly (IRL) due to her mass. I think the P-47 was the heaviest fighter of her type/size?? Not to be confused with "heavy fighter" (role). I totally missed that it was released over Christmas! I'll pick it up tomorrow. As for handling: if you don't fly coordinated, she'll spin easily. IMHO, DCS over-exaggerates p-factor/yaw inertia seems a little too high. I remember the DCS:P-51 had quite a large problem with this upon initial release.
  12. ECS was ON, so this wasn't the issue.
  13. OK - I'll try that. I saw the new axis and tried it just in case, but no difference. I'll try it again.
  14. * Shutdown * Open canopy * Remove data cartridge * Re-arm/refuel * Request position update * Request DTC update * Ramp start
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