Remodeling the flight model

[ZePolarBear]

ummm this isn't really a flight model suggestion as it is a use case suggestion.

Would it be possible for the FE to ignore control inputs when a pilot is in black or red out due to G's or wounding?  This would include hitting the autopilot button.

ummmm lessee I guess I should come up with a flight model question to keep this on topic.

How about vibration modelling due to guns firing?

Sorry, I got nothin.

ZPB

[Ack-Ack]

Will the revised flight model finally do away with the auto-retracting flaps for all planes except those that had them in real life?  

Speaking as a dedicated P-38 driver in AH, auto-retracting flaps seriously hinder the P-38.


Ack-Ack

[funkedup]

Originally posted by Straiga
I know the Flight Dynamics are being reworked, But I have noticed that when the tail sect (empinage) is shot off the nose pitches up. The center of pressure(lift) moves aft on the main wing the faster the plane goes, the horizontal stab create"s down force for the plane to be in balance. When the tail section is shot off the nose should pitch down not up.

Depends on CG location.  For a lot of WW2 fighters, the CG is between the wing's aerodynamic center and the tail's aerodynamic center.  Which means that the tail provides lift in 1-g flight, and when you remove the tail, the airplane pitches up.

[rshubert]

Did you want that with or without the weather interface??

[Fariz]

Originally posted by Ack-Ack
Will the revised flight model finally do away with the auto-retracting flaps for all planes except those that had them in real life?  

Speaking as a dedicated P-38 driver in AH, auto-retracting flaps seriously hinder the P-38.


Ack-Ack

Would like them as option. We already have helpers like "autotakeoff" "autotrim" etc., why not to add "retract flaps" there?

[ccvi]

Good to see that Pyro and Hitech obviously know what they're doing


Can you please check the prop of the g10? Either the prop is too heavy, too large or transmission is off, at least gyro effect feels a bit too pronounced.



When you're done with the flight physics, do you plan on checking the structural physics, too? I heard some planes break easier when the wings are heavy (e.g. fuel wing tanks or bombs on the wings).

[AKWeav]

One aspect of the flight model that always makes me scratch my noggin is e retention when your engine conks out. Planes like the P-51 are very hard to lose airspeed with even a slight down nose angle, despite full flaps and the drag of lowered gear.

[2Hawks]

Originally posted by Ack-Ack

Speaking as a dedicated P-38 driver in AH, auto-retracting flaps seriously hinder the P-38.


Ack-Ack

I agree to this statement, nothing like using a little brake and have it go away the faster I move...


If we overspead we should get the same effect as lowering the gear and going too fast.

[Tilt]

Originally posted by AKWeav
One aspect of the flight model that always makes me scratch my noggin is e retention when your engine conks out. Planes like the P-51 are very hard to lose airspeed with even a slight down nose angle, despite full flaps and the drag of lowered gear.

Reduce rpm to initiate more prop drag.

[Straiga]

When you take a WWII taildragger on takeoff with a lot of power
and high nose attatude, the effect of torge increase in direct proportion to engine power, airspeed, and airplane attitude.
If the power setting is high, the airspeed slow, and angle of attack high, the effect of torge is greater. During takeoffs and climbs, when the effect of torge is most pronounced, the pilot must apply sufficient right rudder pressure to counteract the left turning tendency maintain a straight takeoff path.

As soon as the tires turn on takeoff you have increasing relative wind. "P" factor increase, slip stream increase, torge is high. Yes torge is a rolling moment on the airframe, but on takeoff the left tire carries the weight of this force,which tends to pull the airplane to the left.
Ailerons can not counter the left turning tendency on takeoff.

I see what your saying about cg on WWII airplanes. The horizontal stabilizer creates lift in a downward motion on all airplanes for equalibrium. The center of pressure moves forward and aft on the main wing depending on airspeed, angle of attack.
If the cg is in a certian location and the airplane is say is above 200 kts its more than likely that when the tail is blow off, that the tail would pitch down and nose would pitch down. The center of pressure was holding up the weight of the entire airplane and would be have more force over weight. When a palne is fast center of pressure moves aft on the main wing and would pitch the nose down.

[Straiga]

Tailwheels on most airplanes are free wheeling and have no control to them. P-51s and b-17s when taxi on to the runway straight, you have to lock the tail wheels into postion. This in order to have at gear retraction time to have the tail wheel clear the gear bay doors. and not jam. Plus on take most takeoffs the tail wheel is airbourne and is useless anyway.
Taxiing and airplane on the ground just requires indepentant brake application on trycycle and taildraggers. Some try gear airplanes have no steering ither except for brakes.

[bod]

Just for the record

Torque = Force * arm
Power = Torque * angular velocity

All the torque that tries to rotate the plane is actually lost power, totally wasted (could be as much as 20-30% of total shaft power).

Wings and fins will naturally counteract the torque through the slipstream. A clockwise rotating propeller (seen from cockpit) will produce a clockwise rotating slipstream. This produces a torque on the plane rotating the plane counterclockwise. When the slipstrean (clockwise) hits the left wing it will cause a force in upward direction, when it hits the right wing it will cause a force in downward direction (the same goes for the horizontal stab), when it hits the vertical fin it will cause a force in clockwise (right) direction. The force on the vertical fin causes a torque in clockwise direction about the longitudinal axis and a torque trying to rotate the plane left in yaw. When applying right rudder to compensate for the yaw you actually adjust the force on the vertical fin so that it is zero (no yawing motion). This means that the vertical fin no longer contributes in conteracting the torque, thus the overall torque rotating the plane will actually be larger.

A counter-rotating propeller (one just ahead of the other rotating in opposite directions) produces no torque trying to rotate the plane, and also have better theoretical efficiency (20%) because there is no rotating slipstream (the wind blows straight bacward). A high bypass ratio turbofan used on typical airliners has stationary vanes to straighten up the slipstream, thus no torque trying to rotate the plane (the torque on the stationary vanes and the torque on the rotating vanes are equal but opposite in direction). "Torquewise" the wings and fins on a typical propeller plane is a low efficiency version of the high efficiency stationary vanes in an enclosed fan.

When flying slow with a small amount of power and suddenly hit max power several things happend. First the propeller is accelerated, this causes a tremendous amount of exess torque (unbalanced torque). Just about all of the horsepower and torque in the engine is used to accelerate the propeller (and rotate the airplane) instead of producing thrust. Then the speed governor starts reacting by increasing pitch to reduce the speed of the propeller. When doing this, more and more torque is used to produce thrust, thus the exess torque dicreases.

[culero]

Originally posted by AKWeav
One aspect of the flight model that always makes me scratch my noggin is e retention when your engine conks out. Planes like the P-51 are very hard to lose airspeed with even a slight down nose angle, despite full flaps and the drag of lowered gear.

This is a gripe for me, as well.

culero

[Ack-Ack]

Originally posted by Tilt
Reduce rpm to initiate more prop drag.

I think that is part of the problem when your engines cut out.  I heard that your props automatically get feathered when your engine cuts out in midflight.

I have noticed that when I turn off my engines in mid-flight, there's a noticable drag but when  my engines cut out from damage or lack of fuel, there's hardly any noticable drag and I can glide for a long time.  


Ack-Ack

[Maniac]

I would be happy if they brought back the pre 1.3 flight model... Was way more fun than now.