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Everything posted by Gavrick

  1. Please make new topic for "moon conspiracy" and other space things. It is interesting, but offtopic here.
  2. The first flight into space was the first orbital flight. Therefore, Gagarin was both the first man in space and the first in orbit. Flight of A. Shepard (second flight into space) was suborbital.
  3. Yes. In case of P-51 - 100% of fuel - wing tanks and fuselage tank are full. ~68% of fuel - fuselage tank is empty, wing tanks are full.
  4. When you fly below 3000 ft at combat or WEP mode, check throttle lever position and MAP. If you move throttle past take-off stop position, MAP more that 52 inch (or 64 at WEP mode). About critical altitude. From P-47D-28 model specification: Critical altitude is 24500 ft. Ingame - 23000 ft, 5% error. Not best result, but acceptable.
  5. It is good reference. Data from this report correlate well with data from "model specification" at 64 inch MAP (+-10 mph). Also it is corellate well with ingame P-47 at 52 inch MAP (ingame top speed 407 mph at 29500 feet and 410 from report). Probably. Ingame top speed is 700 kph TAS (485 IAS) at 7000m.
  6. In various tests from various references, the weight of the aircraft was mainly about 13,000 pounds. For example, from different references (from wwiiaircraftperformance): NACA stability and control tests of P-47D-30 - gross weight 12810 ... 11870 pounds, P-47D-10 43-75035 - 13244 pounds, P-47D 42-26167 - 13230 pounds, Comparison of P-47D-30, P-47M and P-47N Performance - 12731 pounds.
  7. With 8 guns and 50% fuel in simulator gross weight of P-47 is 13220 lb. It is near to gross weight from model specifications of P-47D-28 - 12958 lb - with 6 guns and 205 gals of fuel. If you chose this variant ingame (205 gals - 55%), you has gross weight 13025 lbs. The difference appears in general due to the fact that in the simulator only one version of the filling with oil (full tank). In reality, dressing with oil could also be partial. But 50% of the fuel and 8 machine guns - just easier to remember and advise to use.
  8. Reference for P-47D-28 top speed: Check top speed at standart atmosphere, +15C temperature and 760 mm.hg pressure AGL. In quick mission - on autumn maps. Airplane - 50% of fuel, 8 guns, standart ammunition. 64 inch MAP, 2700 rpm, auto rich mixture (80% of lever), cowl flaps and oil cooler flaps closed, intercooler flaps - neutral (50%).
  9. When you turn on water injection switch on throttle lever: - water solenoid valve opens, - water pressure actuaters boos re-set mechanism, which connected to turbosupercharger control unit (you can see at external wiev hov exhaust manifold wastegates moves), - mixture leaner valve opened. So, MAP increased by turbosupercharger, and it is not a bug. If you mean take-off stop - it is modelled. At ground level, with prop pitch control fully forward at 2700 rpm you has 52 inch manifold pressure at approx. 95% of throttle lever position - it is take-off stop position. At altitudes above ~3000ft. - you has 52 inch manifold pressure with all interconnected controls at prop pitch lever position according 2700 rpm (full forward).
  10. Here we mentioned the report, which says about the speed of 530 km / h at the ground and 610 at an altitude of 5800 m. Yes, we have this report. However, the notes in this report refer to the unsatisfactory quality of this particular aircraft (problems with cracking of the skin and paint, defects in the sealing of engine cowling are noted). At the same time, the characteristics of seven other serial aircraft significantly differ for the better (although they are not identical to each other). Therefore, in this case, averaging the characteristics, considering a deliberately defective aircraft - will not be a "gold middle". And the average characteristics of serial aircraft are directly given in the report, which I showed above.
  11. Seven aircraft, from May 1943 to December 1943.
  12. I'm afraid of upsetting someone, but the serial La-5FN in 1943 really had very good characteristics. Despite the numerous quality problems, it was a good aircraft with a good engine. For confirmation, I quote from the report on the testing of serial aircraft in 1943 year. I draw your attention, these were tests of serial aircraft, without any special modifications. The tests passed seven La-5 FN of different series, from May to December 1943. In general, the aircraft showed similar results: The maximum speed at the ground level is an average of 578 km / h. (from 570 to 587 km / h). In the simulator - 583 km / h, in the range. The maximum speed of 6 km is an average of 634 km / h (from 629 to 640 km / h). In the simulator - 646 km / h, only 1% faster. So in the simulator La-5FN speed it is quite consistent with the test data of serial aircraft.
  13. That is, even at high speed the plane could develop such a high g-overload that there was a risk of breaking the structure.
  14. This is wrong point of view. It is necessary to take into account all available sources, not one "convenient". Once again. http://www.spitfireperformance.com/x4922.html http://www.spitfireperformance.com/w3134.html http://www.spitfireperformance.com/aa873.html Different airplanes, but similar top speeds. So, this data and these speeds can be trusted. http://www.spitfireperformance.com/aa878.html Report with information about +16 mode. But, at the same altitude as the previous three aircraft ("reliable data"), this slower by about 12 mph. So, at the ground level should be the same thing - this airplane should be slower. If we extrapolate speed graph at +16 to ground level, we have near 315 mph. 315+12 = 327. In simulator - 331 (40% radiator). near 1.5% mistake. Lets take a look at this graph. http://www.wwiiaircraftperformance.org/Spitfire_V_Level_Speed_RAE.jpg This plane a bit slower, that first three, but not so much as previous aircraft. And this airplane has a smaller speed increase, that previous aircraft (36 m.p.h. and 28...32 m.p.h.). Because of these circumstances, we can lose 4...8 m.p.h., depending on how to evaluate. But okay, let's say that 317 miles per hour from the chart is an exact figure and comparable to the simulator. 4% mistake, under ideal conditions in simulator (In the simulator, the aircraft can ideally withstand course and altitude). And it is still less that permissible error of 5%. And do not forget that the +16 mode is not eternal. Three minutes later the brougham turns into a pumpkin. 2 min "cooldown" is an error, and should be fixed, of course.
  15. About Spitfire maximal speed in level flight. First. About speed difference between +9 and +16 mode. We have two sources for +16 engine mode. That: http://www.spitfirep....com/aa878.html (Difference in speed between +9 and +16 below full throttle altitude is near 36 m.p.h.) And that: http://www.wwiiaircr...l_Speed_RAE.jpg (Difference in speed between +9 and +16 below full throttle altitude is 28...32 m.p.h.) In simulator, under ideal conditions, speed increases by approximatly 34.5 m.p.h. (below full throttle altitude). And it is close to both (36 m.p.h. and 28...32 m.p.h.) sources. Ok, now second. About maximal speed at +9 mode. If we compare that http://www.spitfirep....com/x4922.html , that http://www.spitfirep....com/w3134.html , and that http://www.spitfirep....com/aa873.html sources, we find that in all of them we have similar maximum speed in lewel flight (375 m.p.h., 371.0 m.p.h., 374 m.p.h.,). In simulator top speed - 367 m.p.h., but we hawe a snowguard, which decrease top speed. But in this report (which we already considered above, when talking about +16 mode) http://www.spitfirep....com/aa878.html top speed at +9 mode is only 359.5 m.p.h., and this is considerable slowly that top speed from other three reports. And, finally, we have that http://alternathisto...9_0-640x330.JPG data for lend-lease Spitfire with Merlin 46 from NII VVS tests (left kolumn, in k.p.h.) And this data close to Spitfire in simulator with Merlin 46 (near 10 k.p.h difference, less that 2%). So, after all, i think that Spitfire top speed in level flight in simulator close to real test flight data.
  16. In this report http://www.spitfirep....com/aa873.html stall speed - 81...90 m.p.h. with flaps and undercarriage up and 71 m.p.h. with flaps down. And, dont forget, that airspeed indicator has position error. -4 m.p.h. at low speed, that statued in flight manual. So, real stall speeds near- 85...94 and 75 m.p.h. (flaps up/down). And, if the stall speed were 73 miles per hour from pilot manual, then lift coefficient Cl should have been about 2.0 (for 3000kg Spitfire). This is fantastic value. I think, that is theoretical number, recalculates from early Spitfire. In the report above there is an example of such a recalculation with similar numbers.
  17. The Spitfire really had an interesting feature in longitudinal channel controlablity. As already mentioned, Spitfire was a statically neutral airplane. As one of the manifestations of this - during acceleration or braking, the balancing position of stick does not practically change with it (see the excerpt from the NACA report). Unlike a conventional stable airplane, in which the lower the speed, the more you have to pull on yourself to maintain the balancing. That is, if you, for example, dive on the Spitfire - hold the stick the way it is set, the plane will accelerate and fly straight. But, at the same time, due to the peculiarities of the weight compensation of the elevator, force on the stick is changing, and strongly. And indeed, if you accelerate in a dive, then as the speed increases, stick will tend to go "on yourself", so the pilot has to push it away more and more from itself (that is, apply the same effort as on a stable aircraft), or twist the trimmer On the dive. Note - the forces applied to the stick vary, but the stick itself is practically stationary. Therefore, yes, indeed, as the speed increases, the aircraft must be trimmed to dive, and at the maximum permissible speed the trimmer must be twisted to a dive for the greater part of the stroke. By the way, on the indicator of the position of the trimmer, which is on the dashboard, the neutral trimmer on the handlebar is an arrow half a turn up from the neutral on the instrument. The range of the deviation for the dive is greater than for the trimming three times.
  18. The recovery time of the engine after a limited mode will be checked.
  19. About Spitfire stall. Spitfire is keep controllability in the stall. NACA report from Spitfireperformance: http://www.wwiiaircr...-V-Stalling.pdf Conclusion from this report: In general, from flight records from this report: Spitfire has unusual stall characteristics, motion beyound the stall is not violent and airplane still have lateral controllability. If you hold stick in position, required to start stall, airplane does not have a strong tendence to roll. If you continue pull stick, you may control aircraft by rudder and elevator beyound the stall. And from british flight tests (http://www.spitfireperformance.com/aa873.html): "At about 90 m.p.h. A.S.I. a considerable amount of buffeting around the hood commences. The A.S.I. can be reduced to 81 m.p.h. but at this speed sharp fore and aft pitching occurs together with increase of buffeting. This sharp fore and aft pitch prevents the control column from being held fully aft. In general the stall of the aeroplane is not clearly defined. There were no signs of either wing tending to drop. The elevator is moderately heavy though effectiveness has fallen off considerably."
  20. Thanks to everyone for the technical details found. Some materials I have not met before. As time will be, I will study and take into account.
  21. Yes. And you can check brakes by pressure in brakes gauge, at left side of control panel.
  22. Lets take a look to fig.9 and fig.11 from you link (NACA test report). Data at this figures taken from a sustained horizontal flight with different airspeed. We can evaluate the grade of static stability of the aircraft, based on these data. fig.9, Gliding condition (flaps and gears up), elevator angle at 100...120 mph is near 4...5 degree down. fig.11, Landing approach condition (flaps and gears down), elevator angle at 100...120 mph is near 3...4 degree down. That is, in this way, when flaps and gears down, elevator (and stick) remains almost in the same position as when flaps and gears up. Stick movement induced by pitching down moment is very small.
  23. As I understand, this video uses inserts from the movie "The First of Few", 1942.
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