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sdflyer

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Everything posted by sdflyer

  1. I have posted some interesting new facts recently published on Russian news resource
  2. Here some new historical insight in Russian. Short statistic 670 total tanks Soviet loses : 470 tanks German loses: 50 tanks Russian historians and official army sources confirmed - Soveit victory at Prokhorovka is myth created by Soviet propaganda for obvious reason to boost moral of people during WWII https://www.newsru.com/russia/11jul2019/prohorovka.html
  3. I haven't tried to take off in P-47 yet, but I believe real P-47 as in many other aircraft rudder pedals are calibrated with specific resistance (40 lbs or so? ) design to get a better. Most gaming rudder hardware I'm aware of do not have this "force feed". This actually makes a big difference for between depressing rudder during take off or give full rudder during spin recovery. I believe during take off no one depresses full rudder! I'm not saying it's impossible but definitely too awkward. Also there is big chance to overcompensate and make a ground loop or worse. That when I think rudder trim comes handy especially for tail draggers where a lot of small rudder input happening during take off . In sim world my CH rudder pedals have absolutely no feed back. While in real life I have physical sensation that can relate to my muscle memory how much rudder is depressed, in sim I can go from full rudder deflection to 1/3 and feel nothing. There on substitute is to sense foot extension and interpolate to the rudder depression. This effect can completely eliminate need do for rudder trim or manifest noticeable torque sensation. I know some developers that did manage to simulate rudder resistance by decreasing rudder sensitivity during take off, landing or slow flight ( It was TMB930 for X-plane 11 after many patches). I don't think it is simulated in Il-2 that well. I think they simulate rudder authority vs airflow but not vs physical input. Not quite P-47 but good view on rudder work in light tail dragger
  4. Both P-51 and P-47 have rudder trim take off setting because rudder alone is insufficient to compensate toque, slipstream and gyroscopic precession when the tail raised. I don't think they use rudder or aileron trim in combat because it's impractical. During the long haul perhaps? https://www.spruemaster.com/wp-content/gallery/manual/Republic P-47 AAF Manual.pdf
  5. Here is an interesting cockpit cam showing ball going to the right during straight climb at around 28:47. I don't see this in IL2 P47
  6. T-6 is commonly refereed to Texan family there are of course many variations. I flown SNJ-4 during in my post private exploration stage with taildraggers like Citabria and Decathlon. The major difference between all aircraft I flew before and after T-6 was I have never had to give full right rudder to keep it coordinated during power off stall. In T-6 one inch short required rudder input caused immediate inverted stall. Ironically, it exactly what happens with P-47 but then I barely touch right rudder stalls and rolls from slow flight. May be as you recommended I should tweak dead zone on my CH rudders. So far I get by using my CH rudders as is with other IL2 aircraft .
  7. When I did power off stalls in T-6 I had keep full right rudder to keep airplane coordinated just before stall. I mean I literally pressed rudder to the wall, one inch different of pedal deflection cost me inverted airplane immediately after stall, which scared me a lot. LOL Basically T-6 is super stable as long as coordinated. This kind of behavior reversed in the game. When I don't use rudder P-47 is "handing" there at slow speed. However, if I invoke my muscle memory and tap on the rudder, just a little bit, it does exactly opposite. Since we don't have feed back on PC rudders, perhaps rudder efficiency should be reduce by a much?
  8. I have odd experience in game P-47. 1/4 CH rudder deflection to counteract adverser yaw is causing P-47 to do a snap roll followed by a stall. I hope this model is in "work in progress" stage.
  9. Thanks for the help guys. Problem is fixed!
  10. Thanks Would it be this thread? https://forum.il2sturmovik.com/topic/35771-how-to-save-a-broken-career-automission-start-failed-mission-save-error-statsubmitstatfailed/?tab=comments#comment-602078
  11. I’ve been flying Kuban career in Spit about 7 mission or so. After the last mission, which was escort bombers during offensive phase , Il2 hangs while loading next day. It looks like it’s trying to retreat something from the server but unable to do so. Animated cursor freezes but background music/sound is playing . i tried to restart PC several times, and load my Spit career again. But I keep getting stuck at the same place over and over. Does anyone know how to fix it? thanks
  12. I was ”lucky” to get in the wake of other aircraft. Even though its called it turbulence not quite like weather related turbulence. What happens when airplane gets into wake vertex usually results in uncontrollable roll ( which could easily get aircraft inverted ) I don’t think it’s modeled in current version of the game
  13. We are all excited about Po-2. But that is before we notice Bf-109 behind our tail. And then we sincerely wish it was night..:)
  14. Prop wash and wake turbulence two different things. The first one is created by spiraling airflow induced by propeller. The second one (wake turbulence) is generated by wingtip vortices. Wake turbulence is the main reason aircraft are spaced out during take off and landing. This is the most dangerous especially on take off and landing when altitude insufficient for recovery I imagine pretty significant load on CPU modeling proper wake turbulence behind particular aircraft. It greatly affected by many factors including AC speed, configuration , wind direction and etc. Waste of time IMHO for combat sim.
  15. Totally agree! I've been simming since early 90th, and I'm really missing communicating with AI plane. At least it could offset absolutely generic AI behavior ( rather than historic) Also those suicidal persistent AI chases after my XX miles away - is probably the most unrealistic aspect of air combat ever.
  16. I believe Spitfire has elevator trim tab horizontal stabilizer. There is way anyone can determine from any photo if airplane is flying straight and level unless you take synchronized shot of external airplane attitude and internal instrumentation indication that can tell you that. In most airplane I flown including T-6 a "neutral" trim position would be equivalent to modern" take off" position. Which mean elevator or rudder trim must be set to predetermined notches/degrees prior the take off. That is the only time where you care about your trim position indicator. Every other phase of flight trim position is irrelevant. Pilots trim by feel. From pilot stand point of view trim is way to reduce pressure from flight controls. Therefore, we often refer to elevator trim as "to trim for speed". We do automatically without any indicators purely relying on physical sensation. Also, I wonder in which universe pilot would trim during tight turn. It doesn't make any sense at all! When you pull stick to tighten your turn load factor increases so is airplane angle of attack. Experienced pilots receive physical feed back from the stick pressure and audio/visual cues of impending stall. This how experts ride at the edge of particular flight envelope. If in this glorious moment of finesse airmanship pilot add trim (to tighten the turn) he opt to f--- it up very quickly, loose positive control aircraft, and find himself thumbing into embarrassing incipient spin or stall. In simulation, trim function is very limited as player only perceive visual effect of pitching up or down. Unfortunately, this is not how trim works in real life. So simmer be aware!
  17. Do you really need it? I'm pretty sure you guys are going to spend all your immersive time on the ground flooding your engine sand cleaning spark plugs LOL
  18. By the way does anyone know maximum landing weight for Pe-2? By default before each mission in SP my tanks filled up way more than needed
  19. Pe-2 POH states that upon engine failure pilot must immediately compensate with opposite (to the failed engine) rudder. Then establish bank 10-25 degrees toward the working engine and speed 280 km/h. In modern times we refer to this procedure as "slip the ball, raise the dead" Basically if you don't compensate for increase drag and slip you pretty much ended to sinking to the ground as described. Flying as usual but on one engine won't cut it. I would imagine if Pe-2 found in single engine operation at high altitude it would be forced to trade some altitude until off it can settle (considering lack of thrust) But it definitely should take one home . Although it not mentioned in POH, a common sense suggests it would be much easier to fly on one engine by ejecting extra weight such bombs, rocket, tanks and etc Density altitude does effect engine performance, but mostly in regards of take off and landing performance. You rarely find +30C at altitude unless there is temperature inversion. Standard atmospheric lapse rate is 2C each 1000 ft - meaning each 1000 ft of altitude gain temperature drops 2 degrees C. I had a privilege to fly piston single/multi engine (none turbocharged) and somewhat under-powered aircraft in weather condition +40C and more. I don't remember a single day where I was unable to climb to 10000 ft. However, I do remember trouble gaining altitude right after take off - but it was mostly due to my ignorance/stupidity at the time
  20. No my friend in real life you either can fly on one engine or you can't. The pressure/density altitude (give current load) only dictates what altitude you can hang on abovet minimum control airspeed. P.S. By the way here is Pe-2 POH in Russian where there is a short paragraph about flying on one engine https://yadi.sk/d/B-UBJ-2VoNdPr
  21. Rare instances when I don’t sleep in flight
  22. I believe article was written by CFI not by A&P on avweb. What myth or what is not can be easily find out by actually owning an airplane. I have seen CFI with thousands of hours mishandling engines and were thinking it was ok. Just because someone else is maintaining aircraft for them, they wouldn't know sh@t about tear and wear they do. We don't have to go far with even simple horizontally opposed engine such as Lycoming O-320. One would think it can take nearly anything with it, but the truth is - no. 50 hours oil sample sent to the lab will quickly expose the truth. In contrary, if CFI instructed on their own airplane, their pocket would quickly reminded them what myth or what not
  23. I don't think so the myth that was debunk about prop vs mp management order. But then again when you servicing aircraft there is very quick way to find whether it myth or not
  24. I've been talking to some WWII pilot and my impression that engine resource was limited from non combative life span due due to stress and simple mismanagement. Even modern piston engines of post WWI (50th and 60) require to pay attention in every aspect of flight. Turbo charged engines in particular can be stressed easily. So yeah I believe many WWII pilot did mishandled their engines. However, I think this effect was not imminent but rather over short period of time. And of course as it mentioned above there are sign that things about to go wrong that pilot shouldn't ignore
  25. I wonder if any of you guys check relative humidity before flight or dewpoint spread. Anyways this is exert from the web site: Water exists in three states—solid, liquid, and gaseous. Water vapor is an invisible gas. Condensation or sublimation of water vapor creates many common aviation weather hazards. You may anticipate:1. Fog when temperature-dew point spread is 5° F or less and decreasing.2. Lifting or clearing of low clouds and fog when temperature-dew point spread is increasing.3. Frost on a clear night when temperature-dew point spread is 5° F or less, is decreasing, and dew point is colder than 32° F.4. More cloudiness, fog, and precipitation when wind blows from water than when it blows from land.5. Cloudiness, fog, and precipitation over higher terrain when moist winds are blowing uphill.6. Showers to the lee of a lake when air is cold and the lake is warm. Expect fog to the lee of the lake when the air is warm and the lake is cold.7. Clouds to be at least 4,000 feet thick when significant precipitation is reported. The heavier the precipitation, the thicker the clouds are likely to be.8. Icing on your aircraft when flying through liquid clouds or precipitation with temperature freezing or colder.
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