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AnPetrovich

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  1. You ask us how we work on a simulator? Here is the specification, created 10 minutes ago at the meeting of couple leads... ))
  2. Hi guys, you know I'm not a person who is working on graphics in this project. However, I take care of any stuff that brings this simulator closer to reality. I saw a lot of discussion about the new contact visibility system and even took a part in the discussion at the Russian forum. It's hard for me to do the same here because of language barrier, but seeing the great interest to this subject I would like to post my thoughts here as well. I know, I'm a bit late (the topic is already closed) but anyway. First of all, I propose to turn to the medical data on human vision. A quick search on the Internet gives us an information about the "resolution" of the human eye in the central field of view, which for a person with normal visual is about 1 arc minute. Another source (sorry for Russian) says that "with normal vision, a person can see two points separately from a distance of 25 cm (9.84 inches), separated by at least 0.05-0.07 mm (0.002 - 0.0028 inches) apart." In terms of the angle it is: asin (d / D) = 0.7 '- 1.0'. Well, it corresponds with information from the first source. Now we can apply this formula and calculate the distance at which the human eye is able to distinguish an object of particular size under ideal observation conditions. I mean if the object is not an emitter of light (as a star), and we do not taking into account here illumination, contrast, atmospheric haze, etc. First of all, we need to decide what size of the object we choose. Obviously, this should not be the maximum size of the object (such as the wing span), but the size of the largest round spot that can be entered into the contours of the object. Because, for example, we can see a wire or cable over a long distance based not on the length of the wire, but on its thickness. It is easy to understand that the largest spot can be entered into the contours of our standard aircraft when viewed from the top or bottom. For any other angles of view, the spot size will be smaller (the picture is clickable): For the Yak-7B, the diameter of the largest such spot is 2.9 meters (9.5 ft). Thus, at normal visual acuity (angle a = 0.7 '- 1'), the Yak-7B can be seen at a distance of no more than 2.9 / sin (a) = 10 - 14 km (6.2 - 8.9 statute miles, or 5.4 - 7.7 NM). I would like to repeat: this is in ideal conditions, with an ideal perspective on the plane. Another angle of view, atmospheric haze, camouflage - will affect and the distance will be noticeably reduced. Here is a Russian military textbook about the air combat tactic, from 1945: This textbook says: Translation: "27. Basic methods of spotting enemy aircrafts: - the visual observation - the aircraft can be spotted as a dot at a distance 3000 - 5000 m, a group of bombers at a distance up to 7000 m" On the other hand, there are well-known unmasking signs that, on the contrary, allow you to see the aircraft at a greater distance. This is a contrail, or smoke trail of fire, a bright sunny glare, or a landing light. Many of us have seen contrails of aircraft at much greater distances, especially if the observer is also at a high altitude. But the object itself can not be seen at these distances. As many of you know, I'm a pilot in the real life (FAA PPL, CFI-S, hang gliding and trikes instructor). I have 900+ hours airtime, in different weather conditions, time of day, seasons, in different areas (flatlands, mountains, seacoast), different countries and continents, but to be honest I fly at altitudes below than 3-4 km (10'000-13'000 ft). I have never spotted an "fighter-type" aircraft farther than 5 - 6 km (3 - 4.5 statute miles or 2.5 - 4 NM). There were exceptions due to flares, contrails or smoke (f.e. you can spot MiG-29 much far away because of its engines smoke ). I can tell you a story from my life, when I figured out how hard to spot an airplane even under clear conditions. Once I flew with my student to the practice area, and we heard by radio that "The First Flight" aerobatic team were going to make a photo session at the other practice area close to us. I knew exactly where they were. I struggled to spot them, but nothing. Till the moment they switched on colored smokes. I couldn't see the airplanes from this distance, but I could easy see their smokes. I lost them immediately after they switched smokes off. Than they switched smokes on again and I could spot them, that was repeated several times. Every time they switched smokes off there was no way to spot them. The visual distance to the ground objects was about 40 - 50 km. "The First Flight" aerobatic team were on the bright yellow airplanes, flying at very clear conditions, in a group, only 6 - 7 km away from me. I know this area very well (hundreds hours above this airfield), I exactly know where I was and where was the aerobatic team, and I measured the distances using Google maps. So there is no doubt of distance in my case. If you calculate the visual distance for Yak-52 (round spot of 1.2 meters for the side view) using the formula I mentioned above, you can easy understand why it is impossible to spot the Yak-52 at a distance more than 4 - 6 km. Here you can see some photos from that particular photo session, to make your own opinion about weather conditions that day: So, my personal conclusion is: at altitude below 3 - 4 km it is impossible to spot a fighter at a distance more than 6 - 8 km, except: - smoke or contrail - sun flare - landing lights I understand that many players like to see airplanes in the game at distances more than 20 - 30 km because in this case it is easier to play, and it is more interesting to see many other planes around you, not so boring or something. I got it. I just want these players to understand and accept the fact that this is far away from the real life, and this is not about the 'simulator' or 'historical reconstruction' because it breaks proper tactics of air combat. But still can make fun.
  3. Full news - here is a full text and visual materials
  4. 228 Hello Dear Friends! As you know, to work well one needs to have a good rest. While the summer season continues, and our colleagues go on vacation, I will tell you how important it is for a military pilot to be able to save and properly spend his strength during combat. Probably you have already realized that in today's diary I want to talk about our new pilot physiology modeling, which we are preparing for the release in the next update. Our Beta testers will receive this model for tests today. About Pilot Physiology The focus of the new physiology model is, above all, on a more realistic imitation of a person's tolerance to high G-load. Although this is not the only change in the pilot physiology, you will most likely notice it first, so let's talk about it in more detail. As you know, we all are different, and each of us has different stamina, physical strength, and ability to resist negative environmental factors. Therefore, the ability of a particular pilot to withstand high G-load is, of course, purely individual, and depends on a good number of factors: age, state of health, fitness, whether a pilot slept well the night before, how much he ate and how long ago, and even what his emotional state is. Of course, we cannot collect all this information about you, and take all these factors into account in such detail; such a model would be excessively complex, although it would probably allow the player’s best immersion into virtual reality. Nevertheless, we found that the most reasonable approach would be to choose a certain averaged model of an average pilot physiology. By "average pilot" we mean a trained pilot in good physical condition, who often performs aerobatics. A large number of different medical studies with the collected statistics of experiments with pilots and volunteers come to our aid. Based on them it is possible to establish a “middle way” of the typical human tolerance to high G-load. The first thing that all researchers pay attention to is the fact that the amount of G, both positive (when a pilot is “pressed” into his seat) and negative (when a pilot is “pulled away” from his seat and “hangs on the belts”) depends primarily on the duration of the G-load and on the rate the G-load was applied. For example, at a positive +6G the “average” pilot loses consciousness within the first 5-8 seconds, but the same pilot quite successfully sustains +5G for about 40 seconds, if the rate of G-load application was less than 1G/sec. However, if you create the same +5G in just 1-2 seconds, then loss of consciousness will occur in 5-7 seconds. In aviation medicine, this phenomenon is explained by the “hemodynamics” of the cardiovascular system. The body needs some time to mobilize and begin to effectively counteract overload. This is illustrated in the chart from the article written by Anne M. Stoll, “Human tolerance to positive G as determined by the physiological end points” published in The Journal of aviation medicine in 1956: In our new model of human physiology, all these factors are now taken into account. If a high G-load is applied within 1-2 seconds, the negative consequences (visual and hearing disorders) do not appear immediately, but rather with a 2-3 seconds delay, then a quick “crisis” follows, and then, after a few seconds, the body mobilizes and its ability to tolerate G-loads becomes better. This “crisis” can be avoided, or at least reduced, if you pilot more smoothly and create G-load gradually and slowly. Here is another graph that shows how long an average pilot is able to withstand positive and negative G until he loses his consciousness. The blue line is a summary of data we collected as a result of our various medical studies analysis. Red dots are the results our new model shows: As you can see, pilots tolerate the positive g-loads much better than the negative ones. In addition, now we also take the pilot’s fatigue factor into account, based on the data mentioned above. This means that every pilot’s maneuver performed with a large g-load is no longer in vain, and the more actively a pilot maneuvers, the worse he and his crew will suffer further g-loads. If the pilot is already pretty worn out by maneuvering combat, be aware that a new opponent who entered the battle will have a significant advantage, and maybe you should get out of the dogfight and catch your breath. This may take you a few minutes. Another important part of this work is the reconfiguration of the visual effects of visual impairment. We brought it into a full compliance with the sequence described in the scientific literature. First, under the influence of positive g-load, a pilot begins to lose color perception (a so-called “grayout”). Then his peripheral vision field (or a “tunnel vision”) narrows, until it becomes completely dark in the eyes (a so-called “blackout”). The visual impairment is also accompanied by hearing loss. On a negative g-load, the effect of “tunnel vision” and loss of color perception do not happen, because, unlike a positive overload, there is no oxygen starvation of the optic nerve. But on the other hand, the pilot feels a rush of blood to his head, which is expressed in the appearance of a noticeable red tint of vision (a so-called “redout”), and the sharpness of vision also deteriorates. I have mentioned a “loss of consciousness” several times already. Yes, now we are simulating this state, too. A pilot can lose consciousness at large positive or negative g-loads if the threshold of their physiological tolerance is exceeded (taking into account the duration of g-loads, the pace of their creation and accumulated fatigue). A harbinger of the loss of consciousness at the positive g-load is a blackout, although even having completely lost his eyesight, the pilot is still able to control his aircraft for some time. At the negative g-load loss of consciousness occurs more unexpectedly, and the only way to determine it in time is by a sharp deterioration in visual acuity. Studies have established that, depending on a number of factors, a usual period of a G-lock can be as long as 10 to 15 seconds, and during this time the aircraft will remain uncontrollable. Keep in mind that each subsequent loss of consciousness will cost you even greater loss of time and energy. WWII fighter pilots were very human, not Superman and they did experience pretty high G-loads even in piston planes. Another feature of this model is an anti-g suit a pilot has. On average, according to various studies, the anti-g suit increases the physiological tolerance threshold to positive g-load by 1.5 - 2G, so pilots with the anti-g suits will certainly get a significant advantage in dogfight. The anti-g suit does not affect tolerance to a negative g-load. In conclusion, I would like to mention that we also limited the pilot’s ability to bail out at the airspeed of more than 400 km/h, or under the influence of positive g-load of more than +3G (which is the physiological limit in terms of the ability of a person to get out of the seat). These numbers refer to a healthy pilot; in case of injury getting out of the cockpit will be even more difficult for a crew. The effect of hypoxia model on g-load tolerance model has also been refined and will take air pressure into account more correctly. Preparing for the release of a new physiology model, we understand that for some players it incomprehensible and not obvious at first. Therefore, we left you the opportunity to choose a simplified physiology model in the realism settings, which will work quite similar to the current model, and will not take into account the pilot’s fatigue, the hemodynamics of his cardiovascular system, or limit the pilot’s endurance according to the duration of g-loads or the pace of their creation. Also, in a simplified model your crew will not be able to lose consciousness. At the same time, this simple model will use the new reconfigured effects of visual and hearing disorders, and the magnitude of the g-load at which these disorders occur will be brought into line with the updated data from the new model. We really hope that the new model of the pilot’s physiology will make the gameplay more interesting, and significantly change the tactics of dogfight. So, the players will now have to take care of the physical condition of the pilot and be more careful about active maneuvering, and this will take us one step closer to the reality of air combat. Andrey “Petrovich” Solomykin – Lead Engineer News from Jason Bodenplatte Coming Along Nicely! We continue to work on the BOBP map and its large list of airfields and urban areas which is something rather new for us. This map has been a challenge like never before and we have it functioning in Beta, but it has a little way to go still. However, our last three Allied planes are coming along nicely. Check out this beautiful formation of vintage American air power and a bonus shot of the Tempest in flight. The Tempest continues to be tweaked and improved after the first round of Beta testing and the P-38 is also in Beta with small tweaking necessary. The P-51D will also be coming to Beta soon. All three aircraft are quite complex. The different design philosophies of each nation have really become evident as we make more and more planes. We must remind everyone that these planes are still a Work-In-Progress so some of these details in these images may change. Saddle Up Cowboy! Our P-51D-15 “Pony” is nearing the Beta stage as we finish the cockpit and external model. Here are the first pics of the P-51D cockpit. Our model team has done another awesome job! Personal Images in Cockpits Another popular request has been the ability to place a personal picture in the cockpit of your plane. We have now added this capability. New View Distance for Airplanes Yes, by popular request, we have increased the visibility of distant airplanes. This has been a difficult technical challenge, but we think Sturmovik pilots will appreciate this new reality. Can you spot the far-off planes? We’re still tweaking the feature, but it’s in testing. Next Collector Planes in Pre-Production And last but not least, we have begun preliminary work on a couple cool Collector Planes. We aren’t announcing them quite yet, but they will available for pre-order later this year and then in your hangar next year. Sorry, no hints quite yet! You can discuss the news in this thread
  5. The value we got from source is ~1200 rpm at 300 kph. In game we have exactly the same.
  6. Good questions, thanks! The order of things is: When we develop every next plane FM we are based on sources we have and check that final flight performances in game corresponds to given refs. Since the FM is rather complicated, there are always slight deviations of in-game flight performances from the real life. We strive to make them minimal, but nevertheless it is impossible to achieve full compliance with the real life, especially given the fact that the data in different sources also differ. After all, we put to the game description the flight performances which we achieved in the game, for let you know what you get in the simulator. So you can compare these data with sources yourself. As for the comparison of the description in RoF and FC, when we worked on RoF we made several corrections of the FM for some planes, but not always corrected their description there. Also we have been made flight tests in RoF in hand-mode, therefore the results might be not very precise. Now, in GB and FC we do these tests using special dev tools, and now the result of these tests is very precise. We are going to retest all the flight performances of the FC planes soon, and then you'll be able to make your own conclusions about their compliance with the sources.
  7. Flammabriss != engine fire. These are different cases, don't confuse them. We simulate both. We have many mentions in sources about increasing exhaust temperature, burning and destruction of turbine blades, moving the fire into the nozzle... It depends on engine modification and how a pilot handles a throttle.
  8. My 5 cents are here: ____________________ Yes, for sure, there is always a chance...
  9. We know ) UPD: However I must say - please, don't expect from us a high-detailed level of fuel systems for all airplanes, like a "professional simulator of cockpit procedures". We are going to develop just some really important features, that could increase the interest in the gameplay, nothing more.
  10. We have a plan to improve the fuel system for this year.
  11. 217 Salute, comrade pilots! For some time, we have not covered the work being done in our aviation workshop, giving the news platform to armored vehicle enthusiasts. But today it is time to return to the planes. And I will tell you what our engineering team is working on now. At this time our software engineers are simultaneously developing three legendary airplanes: the P-51D Mustang, the Fw-190 D-9 Dora and the Me-262 Schwalbe, which is the first jet airplane in the "IL-2: Great Battles" series. Undoubtedly, all these airplanes stand out from the rest of the plane-set in terms of their excellent speed characteristics. And as usual making a virtual copy of a new airplane to our stable brings new challenges and tasks we must perform. For example, the Me-262 is the first aircraft in our project with a swept wing. It would seem that the difference is not very big, but this circumstance required us to refine the aerodynamics calculation technology. The result of this work will be more accurate characteristics of the stability and controllability of the airplane in lateral movement, which sweep has a significant impact. Daniel has already mentioned about a turbojet engine in the previous diaries, and now work on the Jumo-004B model is in full swing. A dynamic model of the turbo-compressor was assembled, and now work is underway on the engine's thrust, heat and fuel-flow characteristics. Virtually each of the above airplanes required us to make improvements in the models of units and on-board equipment. For example, this is a powerful developed wing mechanization, including slats across the whole wingspan of the Schwalbe, a new gunsight that the Dora and the Schwalbe will receive - they will be the first German airplanes in our project with a gyro gunsight. There is also an automated control of radiators and superchargers on the Mustang. I should note that the P-51D and Me-262 have a sensitive center of gravity when heavily loaded with fuel and ordinance. For example, the Mustang had such a small reserve of longitudinal stability with full fuel tanks that the pilot flight manual instructed pilots to avoid aerobatics with full fuel tanks because of the risk of stall and spin. This quirk of the P-51D will be present in our simulator. In addition, two new biplanes for the Flying Circus project have entered the “factory testing” stage. These are the legendary Fokker D7 and Sopwith Dolphin, whose 3D models were revamped by our partner Ugra-Media. This stage involves a large number of in-game tests that we perform before giving the airplanes to beta testers. And for such tests, we use special developer tools that allow us to quickly check various animations, visualization of damage models, operation of instruments and visual effects, such as smoke, fires, dust from under the wheels and others. Today I would like to show you a short video with one of these tests. In this video you can see an in-game test (conducted at a special test base on a distant secret island) where the animation of the landing gear damage was checked. I recorded this video in the fall while working on the implementation of the Sopwith Camel to our project. Often, working on "serious games" we forget that our work is also fun. In this video I just wanted to have some fun with my colleagues, to cheer them up after a period of hard work. So today, my colleagues and I decided that maybe it is a good idea to share this video to you. If it evokes a smile on your face - well, then I recorded it not in vain. If you like it, it may possible that we will show you some more in-game tests that our very serious engineers do: And finally, since we have touched on our Flying Circus project, we would like to show you a series of screenshots from the Arras map which our partners at Ugra-Media are actively working on. In these screenshots you can see the step forward in visualization of the map compared to our previous Great War simulation. Plus, here are the first in-game screenshots of the re-furbished Sopwith Dolphin and Fokker D.VII cockpits which are coming soon: Fly for fun! You can discuss the news in this thread
  12. Full news - here is a full text and visual materials
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