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About 72AG_terror

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  1. Please do point at where exactly the manual says anything about 'sharp moovements at 600 kph'. 'Something is wrong ... Definetlly wrong' - please do state what exactly is wrong and how it is wrong? Structural strength of the Yak's wing? Ability to pull to the black-out? 109's stick forces? What? Don't you see that the pilot's quote you gave actually confirms that the passage in the manual about sharp pulling on the stick indeed referes to the accelerated stall and does not contradict the games' current state? [side note: the quote talks about leading edge slats of the 109]. El_Oso clearly showed by his test that you can dive up to 900+ in a 109 (+150km/h to the manual max dive speed of 750) and only up to 760 in Yak (+110km/h to the manual max dive speed of 650). Therefore your claims about too high in-game dive speed limits of the Yak as opposed to 109s are wrong. What relevance LaGG has to Yak? What makes you think that Yaks pilots 'had to take a lot of care abobe 620'? Please clarify the logic behind first stating that Yak pilots had to execute care 'abobe 620' and then saying that it was normal for 109 pilots to dive up to 800km/h? If one manual says '650km/h' and the other '750km/h' why in the first case you should start to worry at 620 and in the second only at 800? From what I know it is not at all that clear what speed an average 109 could reach and it is not a stated fact that 109s could consistently and safely reach 850-950 speeds without breaking anything. Read this post on an external resource for example. As I said before, the devs' approach is pretty consistent - there is a certain safety margin above what manuals advise as max dive-exit speeds to what the actual structural limit is in the game. So you are saying that if something is not written in the manual it does not exist? 109 has no mention of the negative or zero-g flight in the manual but still the 'Red 7' crashes. How so? Then if for example F16 manual says: 'Each feed tank has a horizontal baffle which traps fuel, providing a minimum of 10 seconds of negative g flight at MAX power. No sustained zero g capability is provided, and prolonged transitions through zero g (greater than 2 seconds) may produce a L and/or R BOOST LO caution.' and 109's manual does not say so (is there is such a thing as a 109 'flight manual' by the way?) Does that mean that F16 is not capable of prolonged negative g and zero-g at all, while the 109 is? Or that F16's pilot has more trouble flying than 109's pilot? I re-iterate: prolonged descent is irrelevant to the topic of the dive in a combat situation. It does overcool. Depends on the weather and initial t. Ok, imagine the devs would change the model so it cools faster, but that will mean that it will overheat way later as well. Would you like it more then? In the end - if Yaks start to overcool faster in a prolonged descend, will it help you to win the fight? Why it should? Manual says: 'do not exceed 2800rpm' that is - keep your eye on the tachymetre. It does not say that it will happen. Do you know how constant speed propeller functioned on the Yak? There were issues for example when oil froze in the propeller regulator during prolonged constant speed flight and then the regulator failed to change the pitch, the Pe-2 manual for example recommends cyclying the prop RPM every now and then to prevent this from happening. wouldn't you think that the advice is there for this kind of cases? The armature of the engines at those times were far from perfect. Where would you think this comes from: 'Warning: if you set the aircraft into a dive from all-out level flight or quickly apply full-throttle in flight, you will be dangerously close to over-revving the engine.'? In general, correct me if I am wrong: you're not saying that there is something wrong with the Yak's dive speed but that there are things that are not mentioned in the 109's manual but are in the Yak's one and that these erhh... discrepancies make Yak outright bad plane and that your unhappiness with the outcomes of your online fights is due to the devs' bias. Is it right?
  2. Regarding the original post - you misread the manual. It does indeed say: 'Pulling out of the dive should be made at an airspeed no less than 340-350km/h. Avoid sharp movements of the elevator since otherwise, no matter the airspeed, the plane will rock from one wing to the other and this delays the dive recovery.' But it in no way means that the plane will fall out of the sky or break apart if you yank on the stick. What it does say is that plane can be made unstable, if you do. Note that it says only 'sharp movements' and not 'pulling too much', that is you can pull however much you want but do it gently. The most obvious explanation to this is that the pilot at any airspeed should be aware that sharp yanking on the stick can cause accelerated stall (the reason of the wing rock) if the controls are moved sharp enough. In other words it is possible to exceed critical AoA in the dive if the controls are yanked hard enough. Do bear in mind that AoA is the direct determinant of Gs and if you say that the pilot is 'able to reach max-AoA at the given moment' that is the same as to say that 'he can pull as much G as the plane can sustain' at that moment. That is all the manual says here. I do not see how this can have anything to do with stick forces as compared to 109 or structural integrity, or instability in the dive, or anything else people talk here about. Regarding the 650 speed limit, the over-rev and the over-cooling the manual says: 'Diving is allowed at any angle up to 650km/h airspeed with closed or wide-open throttle. Do not exceed 2800rpm in the dive. In a prolonged dive do not allow the water temperature to drop bellow 40 for P-model and 60 for PF.' The 650km/h number is not max-allowed airspeed of the plane otherwise it would be plainly stated as such. It is the speed at which you should start your recovery from the dive. It is rather obvious that, as seen in the videos posted here, that if you delay and start your recovery from a steep dive at greater speeds then your risk to overspeed the plane and lose the control surfaces or a wing, so it is a warning number for the pilot: 'start the recovery NOW!' The over-reving – it says clearly that 2800 is max-allowed, so no worries up to this revs, but it does not say or imply that you will necessarily exceed this figure in any dive and should reduce throttle or RPMs before the dive. The overreving can happen if the max-coarse position of the airscrew blades is reached and speed increases still or at very-sudden throttle movement or speed changes. So again manual has nothing to do with max-revs or reducing revs prior to the dive. The over-cooling – as people said before it concerns only prolonged dives and have nothing to do with steep dives in combat. Lastly regarding the oil-pressure drop with negative Gs – it concerns all airplanes, even modern, not only those Yaks, and so as Sgt_Joch said, the SOP is to enter a dive from a turn or half-roll. The manual does not say anyhow that oil-pressure will drop immediately to zero or the engine will immediately seize as soon as you push some negative Gs. To conclude – there is nothing in the manual that contradicts the current state of the sim.
  3. Correct me if I'm wrong, but as far as I remember the Shift+N rev limiter is there only on 'easy' settings, that is no rev limiter or other AI helpers for you when online, isn't it?
  4. 72AG will fly reds again. We expect to have 8-10 of our pilots to be more or less active during the campaign. Good luck and happy hunting to all!
  5. They did have 'auto prop pitch'. Constant-speed propellers in fact. Roughly the same as, say, the F4U had. What does the constant-speed propeller have to do with performance loss (in a dive for example)?
  6. It is not an IAS-TAS issue, it is bit simpler than that. IAS is basicaly the ram air pressure the Pitot tube 'feels' and if the ram pressure changes for the Pitot tube, it changes by the same amount for the whole plane including the propeller. If you fly a constant IAS, the ram pressure on the propeller is constant as well and so is the driving force rotating the propeller. On the other hand however as the prop's blade moves through the air it pulls some air with it and hence experiences a certain amount of drag as it stirs the air and as you decend this drag increases proportionaly to the air density (it is easier to stir, say, water than honey). It is obvious that since the driving force is constant while drag (slowing down force) is increasing the prop will 'try' to slow down with the descent. If the prop was of fixed pitch we would see a constant RPM decrease while descending at constant IAS, our prop however can compensate by lowering its drag through decreasing blades' angle of incidence, but there is a limit to that and as the governor reaches prop's shallowest angle of incidence and is unable to reduce the prop's drag any further the RPM begins to drop.
  7. Ground kills and combat missions are not counted somehow in the total statistics: http://taw.stg2.de/pilot.php?name=72AG_terror
  8. Not sure if it's still needed and also not sure what La-5 is doing in the "FW 190" thread, but here is the translation (I've tried to stick to the meaning of the original):
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