Rudder flight modeling

[Tank-Ace]

Wouldn't mind getting rid of the instantaneous snap from one side to the other if thats something that couldn't really happen.


But if you're asking for HTC to reduce the effectivness of rudders, well all I have to say is that Hitech is a pilot, and not an idiot. Add the two together, and I think its reasonable to assume that the deflection you get from the rudders are reasonably accurate.

[Midway]

Unrealistic feel to it says the person who admits he has never flown a plane. Do you realize how moronic you sound when you post. How can you claim unrealistic feel to when you have never flown?

Have been in many RL aeroplanes quite often, from small single and twin props to a variety of corporate jets.  So I do have some sense of flight.  I made my wish and put my question on the table.  I will leave it at that now even though you think it moronic.   Like I said at the beginning, if some RL pilots want to say it seems realistic to them, I certainly would accept that.  Sounds like one has already opined that in RL what I describe is unrealistic and should result in a snap roll / flat spin or structural failure, both of which Aces High models in other situations.

Wouldn't mind getting rid of the instantaneous snap from one side to the other if thats something that couldn't really happen.

....

Agreed and this is my question / wish, if, as you say that couldn't really happen.  Which is why I wasn't sure if this is a help forum item or a wish forum item. 

Now, more than nuff said on my part.  

[FLS]

Midway even if stomping the rudder in level flight would cause a snap roll that doesn't indicate a problem with the rudder modeling. A snap roll would be caused by unequal lift on the wings even if it was initiated by the rudder. Your question is really about yaw stability and damping at high speed. The point I tried to make earlier is that you can assume that HTC wants the best flight model possible in a MMOG given our hardware limitations and you needn't feel like they are waiting for you to remind them to do this.

[icepac]

He has autotrim on and he's not commanding full trim in the direction he wants to turn the rudder.

He will never see the same amount of yaw as someone who isn't limiting his gameplay with settings.

[10thmd]

Now you are contradicting  yourself midway.

[FLS]

He has autotrim on and he's not commanding full trim in the direction he wants to turn the rudder.

He will never see the same amount of yaw as someone who isn't limiting his gameplay with settings.

Trim does not limit full deflection.

[mechanic]

Doing that rapid a rudder movement in a pitts which I have flown a very small amount would incur two results on me as a rookie pilot in my very limited experiences.

1)annoy my instructor

2)smash my head repeatedly against the canopy sides

although that would be only at 120mph, not 300mph so  

[hitech]

Doing that rapid a rudder movement in a pitts which I have flown a very small amount would incur two results on me as a rookie pilot in my very limited experiences.

2)smash my head repeatedly against the canopy sides

Done that on 4 point rolls more then once.

HiTech

[Midway]

Done that on 4 point rolls more then once.

HiTech

HiTech saw my question / wish and could be considerring it's validity.


Here is another film of the same effect at a starting speed of close to 400mph.

http://www.4shared.com/file/_ZHr6xFN/rudder_extremes_350_plus.html

 

[FLS]

It's different when your chair is moving.   

[earl1937]

earl1937 , with you experience of B29s, how fast could you go, maintaining a set of 3 buffs in formation ?

The reasoning about the question is : how should a correct formation be flying in throttle %.

Now in Arenas Bf110g2s can't even catch a set of lanc's at 20k, and B29s ,, bye bye 

<S> earl

Appreciate your question. Normally, we would have a IAS of 260 to 280, which depending on altitude, would produce TAS of 310 to 330. What I have found in Aces High, a manifold pressure setting of 35 inches and 2300RPM gives you a good true airspeed, yet slow enough to be accurate on bombing and easy for the guys who, for what ever reason, can catch up and join the lead formation. The most lethal formation that I have found in here is the inverted "V" formation.The lead bomber element at 18,000 feet, second element at 17,600 feet and at my 4 O'Clock position. Same thing on other side, a element of bombers at 8 O'Clock position. All other elements of course, form up the same way right and left of aircraft ahead and 400 feet higher. If you have, say 5 bomber elements, (3 aircraft), the top would be at 18,000 feet, the bottom two elements would be 800 feet below the lead bomber. This gives you a very effective "killing zone" behind the bombers as well as in front or from the top.

[Babalonian]

Done that on 4 point rolls more then once.

HiTech

People always wonder why pilots wear helmets. 

HiTech saw my question / wish and could be considerring it's validity.


Here is another film of the same effect at a starting speed of close to 400mph.

http://www.4shared.com/file/_ZHr6xFN/rudder_extremes_350_plus.html

 

Just because you can't fly better, doesn't mean you have to try to limit the rest. 

[bustr]

Is there a difference in how an aircraft with jet engines pushing equaly from the rear versus 12-13 ft dia prop blades rotating in front of the aircraft pulling it forward responds to rudder inputs in this situation?

[earl1937]

Is there a difference in how an aircraft with jet engines pushing equaly from the rear versus 12-13 ft dia prop blades rotating in front of the aircraft pulling it forward responds to rudder inputs in this situation?

Good question! Most single engine aircraft, be it a P-51 or a J-3 Cub, the rudder effectivness is aided by the slip stream caused by the prop. In a heavy multi-engine jet aircraft, nose wheel steering is the "norm" until VR is reached, then the rudder effectivness is a must. In a heavy multi-engine prop driven aircraft, such as the B-29, again the rudder is not as effective until you reach 70 or 80 knots of airspeed. The best answer to your question is by viewing in F-3 mode, different aircraft sitting on the runway for take-off. You will notice right away, the single engine aircraft all have much smaller vertical stabilizers and rudders, than does the bomber aircraft, which all have much larger vertical stabs and rudders. This is of course, is a requirement by the need of speed in the single engine aircraft, where as the heavy iron requires more directional control, hence the larger stab and rudder. Hope this is helpful!

[Karnak]

The very large vertical stabilizer on the B-17E, F and G was added due to insufficient directional stability at high altitude for accurate bombing.  The B-29's vertical stabilizer was large to start with based in prior experience with the B-17 series.