This guy's a riot. It's been a long time since I've seen so many misconceptions about flight in one place
actually, your "torque", its known as adverse yaw effect to pilots...
Ahhh...Torque does not cause adverse yaw, it causes the aircraft to roll and is particularly evident in high power combat prop planes. It has nothing to do with adverse yaw, Torque effect is just the airframe's desire to roll in the opposite direction when the 18ft diameter prop accelerates. Adverse yaw can be an
effect of P-factor but it's only "adverse" if you're turning away from the P-factor effect, otherwise it's called "proverse yaw" and actually helps a coordinated turn (i.e., less rudder required for coordinated flight). "Adverse" yaw (at least it's most basic cause) is that when turning, the up-going wing has greater lift and greater drag than the down-going wing. This drag yaws the nose away from the turn requiring rudder to correct it. If, however, the airplane uses spoilers instead of ailerons the spoilers on the downward wing are deployed increasing drag and yaw into the turn...this is "proverse" yaw.
Also, if you actually flew in RL and not in some sim, you would realize that only an absolute idiot actually holds the rudder out throughout this, as it is much easier to just add rudder trim
Others have commented on this. You DO NOT FLY BY TRIM. You just trim to take off the pressure and assist in holding a stabilized turn.
And in fact, in twin engine jets, it takes two people to go through the entire process to take off (required by law to have full crew).
Obviously he's not aware of the VLJ's coming on line, plus FAA requirements for two pilots is related to safety given the TOTAL environment in which jet aircraft operate not because it takes two guys to "take off".
I also noticed that as the plane approaches a stall, the control surfaces still remain as effective. This is a great flaw, as they would be come less affective close to a stall. First the rudders go, then the elevator, and then the ailerons (they fail last because the inside of the wind actually stalls before the outer edge where they are located).
Each aircraft stalls it's own way. Rudder actually lasts longer than aileron control. Not because the aileron's don't work but because they introduce asymetrical drag and yaw which will cause an airplane on the edge to depart and spin, that's why rudder is used for roll control at high AOAs.
but the one that gets me is how a normally aspirated engine with a float type carb can actually fly upside down. I would think that without fuel, the engine would cease, but not in WWII. Guess they must have secret high tech fuel pumps installed huh?
Carbereted aircraft will fly upside down just fine...and just as long as you keep positive g on the plane. It's not whether it's up or down, it's whether this is positive or negative g.
Oh, and pulling out of a dive going at such a high speed? A real plane would slam into the ground because of a stall. Even though it is pointes forward, its momentum is still carrying it down, so in essense, it has exceeded the critical angle of attack (to the relative wind). Hence, a full stall. But somehow, they can seem to just pull out instantly and not have to vut the throttle and slow their way out of this. (Again with the new high tech aircraft, wow)
Hummmm. Actually the limiting factor for pulling out of a true high speed dive is structural...pull too hard and you pull the wings off...the technical term for this is "structural divergence". I suppose you could argue that once ripped off the wings are "stalled"...lol. I love how he points out "critical angle of attack (to the relative wind)"...is there any other?
There IS yaw when turning, but it has nothing to do with the turn, its the prop. It occurs because lift and drag are directly proportional. Dont forget that the prop is actually an airfoil. You want proof? Fly a twin engine prop that has counter-rotating props. You will never have to touch the rudders when in the air. .. And if thats not proof enough, try a jet and then tell me you have "yaw" when turning. Im am truly sorry, but you are in error.
See previous discussion of adverse/proverse yaw. His comment about lift and drag being proportional has nothing to do with the prop but lots to do with the true cause of adverse/proverse yaw. As far as trying a jet...adverse/proverse yaw is a big deal...that's one of the biggest reasons they spend so much money on automatic stability augmentation systems. He may not have seen any yaw when flying a corporate jet but then he's never flown without SAS or been near the edge of the envelope.
Pulling out of a dive at high speeds... two words "dive brakes". So why can the others do it without dive brakes? Iy they didnt use them in RL they would stall. Are you trying to tell me that that is wrong?
If they didn't use them in real life they would rip the wings off or hit the dirt. Best turn radius for a dive recovery is corner velocity. As previously discussed anything much over that will rip the wings off, anything less than that is stall limited. If you're really slow, the best dive recovery would be to go full power to accelerate to corner velocity in the pull so you get your best G without ripping the rings off.
Those are just a few of the points. I could go on if you would like. But to be quite honest (and frank) I dont think that someone who flys planes in a sim can tell a pilot how flight mechanics work. You can say what you want about the game, but when it comes to this, you are WAY out of your league
OK, I think we need to send this guy back to the minors.
