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About JG27_PapaFly

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  1. I think that would be a safe assumption. However, after a pilot has exhausted his FBP and maintains a maximum g load on the verge of a blackout, 100 percent of the available oxygen will serve to cover the costs of maintaining consciousness. No oxygen will be available to replenish the FBP. The main question remains: how long and to what extent does the pilot need to relax Gs in order to fully restore his FBP?
  2. I see quite a bit of know-how went into this thread already. My advice would also be too get online and practice with humans. It's a lot more fun, and more predictable. Also, don't get too obsessed of maintaining formation, think of the mission goal first. The closet the formation, the more you have to focus on just that task. Many pilots have been shot down while maintaining a beautiful formation. We fly in combat spread formation most of the time, i.e. wing and lead fly parallel, between 500-2000m apart. Not losing each other can be challenging though. The lead should prepare the wrong for any upcoming changes in heading, power setting, etc. The go-to turn geometry is usually the tactical turn, sometimes the cross turn. When my wing is way out to my right, however, and I wanna do an in place turn, I'll call him in close beforehand, so I don't lose him.
  3. The Bandicam video recorder offers the option to record e.g. TS sound on a different channel.
  4. I hear you. Sad that the issue still persists. I've disabled the trackIR y axis long ago. What you could do in addition to that, is to save 1-2 quick views to duck in the cockpit or take a peek above the cowling.
  5. Did you lock the tailwheel? The Dora is very docile on takeoff if the tailwheel is locked. Perhaps the AI miss that part in their routine.
  6. Damn. Got two updates since yesterday, and both overwrote the QMB.
  7. I fly the 190 series a lot, and often open the canopy to increase drag and steepen my landing approach angle. This is best combined with a stable, crosscontrolled sideslip.
  8. Perhaps something got lost in translation here. By deploying flaps you can climb at a steeper plane attitude / slower speed, whichever you need. Depending on the tactical situation, a pilot might actually choose to do so. One example would be when there's the danger of overshooting you opponent in a climb. Your lift-to drag ratio and climb rate will be worse, but you will be able to slow down and maintain a position on your opponent's low six. I don't know whether the mentioned flap setting improves engine cooling, so that the climb can be performed at a higher power setting.
  9. Here's the maneuver you're looking for @ 20:30 mins. Draw a vertical upline, keep the engine at nearly full power, apply full left rudder, immediately followed by full right rudder. Counter the tendency to roll with left aileron input, and the tendency to pitch down ( induced by gyroscopic forces) by pulling the stick. Vary the speed at which you kick the rudder and see what works best for you. In my hands, this works best at 300kph and below.
  10. Hi folks, have you ever been low on fuel, desperate to make it to a friendly base, but had no idea what power setting would get you there? I've plotted following charts for the FW-190 series at sea level. This is a worst case scenario in terms of fuel consumption, endurance, and range. You should be able to squeeze out a little more endurance and range at higher altitudes. All planes were as clean as possible (no bomb racks, radiator/cowl flaps closed). The endurance and range charts are calculated for 50 liters of fuel. You can easily extrapolate the values for your actual fuel level from those charts. One example: you're in a D9, have 25 liters of fuel, and the nearest base is 40 km away. A power setting of 1.2 ATA, will bring you there in 5 minutes. I've gathered the data over the last few months, and use the charts extensively while flying online. Hope you find them useful. Edit: I just realized that the forum scaled the image down. You can download the full scale image here: https://postimg.cc/LYZZWv1y
  11. That would make a lot of sense IMO. In order to substantially improve the current model, we need a better understanding of the FBP dynamics. The energy store that leads to the observed FBP is actually adenosine triphosphate (ATP) buffer present in the neurons. It's the same energy source that is being used during 100 m sprint runs. The key to modeling a dynamic FBP during air combat is to understand how fast the FBP is being restored under physical strain. Since neurons cannot generate ATP via anaerobic lactic acid fermentation, the brain must be oxygenated in order to begin to restore ATP levels, and therefore FBP. I have no idea how fast or slow this process is. In addition, one should also look at the dynamics of brain glucose levels under physical strain. The expected FBP at the beginning of a fight should indeed be around 9 seconds, but I'd expect that to quickly diminish after the first few seconds of heavy maneuvering.
  12. It's lateral stability is too high. Hardly any rudder inputs necessary during maneuvering. I lost the rudder and vertical stabilizer in a collision lately, and the plane remained perfectly stable. I landed without a glitch and hardly missed the stabilizer at all. A 190 would have been out of control.
  13. Hi there Sock. I'm not saying the game is perfect, but IMO it is by far the best physiology model we've seen in a flightsim. I agree that the functional buffer period should be longer, and that push-pull tolerance should be decreased. But there are also a couple of points in that paper that should be taken with a grain of salt. For one, the dataset is a mixed bag containing all sorts of different experiments: with and without AGSM, with and without g-suits etc. The data should be stratified according to the different experimental conditions as well as subject skill levels and, perhaps even physiological parameters such as body height, bmi, cardiovascular parameters. Many of the subjects were trained airmen, and I'd assume that they performed the standard AGSM. During WWII, AGSM was in it's infancy, and I believe it is safe to assume that the vast majority of WWII airmen did not perform proper AGSM. Same goes for the g-suits which were used back then. And there is one more, fundamental difference between what we experience in game and the published experimental results: the tests were performed in centrifuges, under "sterile" conditions. Subjects were not subjected to the rigors of air combat, but to very controlled experimental conditons. Air combat brings a lot of unknowns to the table: pilots had to use a lot of force in order to move the control surfaces, while at the same time contracting their abdominal and lower body muscles to the maximum in order to limit cerebral blood pressure decrease. We can't really imagine what happens to our G tolerance when we apply stick forces of 50 kg while maximally contracting all lower body muscles. How long will the FBP be after a 3-minute balls-to-the-wall dogfight in a WWII warbird?
  14. Dear developers, thanks a lot for your great work. I use a highly customized set of QMB missions for my gunnery warmup before joining online. The last dozen or so updates and hotfixes have overwritten those missions each and every time. Having to reconfigure them every time is very frustrating. Is there a way to update the game without overwriting the QMB missions, or is there a workaround on the client side?
  15. I'm sorry to disappoint you, but G-LOC recovery is much more realistic here than in the old game, which I, too, flew extensively for 13 years. As a biology/biochemistry PhD, I have great interest in the topic, and have read many of the relevant research papers. G-LOC entry and duration are inherently unpredictable in reality. Speed control, g onset rate control, and fatigue are the main factors to look for when it comes to avoiding a sudden G-LOC. In reality, recovery often takes 30 seconds or more, and is incomplete for several minutes, during which pilots experience not only fatigue, but also spatiotemporal orientation difficulties. This means that, IRL pilots are severely incapacitated for several minutes after a G-LOC, and would rtb ASAP. G-LOCs are extremely serious events and continue to kill pilots.
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