Degrees per second

[Klam]

Hi, is there a way to work out the degrees per second I am achieving in a turn?
In a flat turn can I use the G meter to work it out?

I realise the g meter can't be used for this in turns with a vert component due to the gravity effect.

Maybe I am wrong in what I am looking for.  Simply want to get the best out of my plane without
ruining it's performance by over-pulling in turns.

I usually ride P40e and 109e in EW
or FM2 F6F in MW

I don't go LW much

Any help appreciated

Klam

[Messiah]

Klam, first, let me say I have no idea how to calculate DPS. But let me save you a bunch of time by telling you that trying to fly (in combat) while calculating things like DPS, G's, and other mathematical stuff is not going to be practical while in the middle of a fight. Now I know that some people will disagree with me on this(I can already feel the wrath of the g33ks  ), but it really boils down to flying a lot and knowing your plane like the back of your hand.  If you want to get the best out of your ride you have to fly it a lot and fly it to it's strengths(very basic stuff, true nonetheless).  Now I'm not saying to not learn things like corner speed or stall speeds which can be useful to know; but keeping it simple and learning to recognize all the nooks of your ride (by feel) will serve you better in the long run. If you're trying to find the "edge" the best thing you can do is get a buddy on a similar skill level to 1v1 with you in the DA. This will serve you much better than solving mathematical problems while fighting.

[pervert]

Messiah is spot on here, air combat is far to fluid to get into such depth during a fight 

[TequilaChaser]

I agree, one should not be "trying to calculate best DPS or best CV turn" during a dogfight........

the better option would be to "know these things about your plane type / about other opponent plane types" long before you ever take off to fly a sortie

knowing these things can only help you be better at obtaining the best performance one can during a fight

you can find all this information, yourself, by using Badboy's AH BootStrap Calculator ( it has instructions on how to go about testing )

AH BootStrap Calculator Help & Training Thread: http://bbs.hitechcreations.com/smf/index.php/topic,284578.0.html

AH BootStrap Calculator Download Link: http://www.badz.pwp.blueyonder.co.uk/Academy/AH_BootStrap.zip

hope this helps


TC

[TequilaChaser]

Also, one could search for Spatula's AH Plane Comparison Chart that he developed..... it is another good piece of Study Material


<S>

TC

[FLS]

Klam if you film while flying in circles you can time a turn for 360 degrees and figure out your degrees per second. It's easier to time the film than it is to time your turn while holding a flat turn at a given speed and G load. Finding your best sustained turn speed is a painstaking process but you can get close just by finding the speed where you can pull 2.5 G without speeding up or slowing down in a flat turn.

As a general rule if you can't pull 2.5 Gs you are going too slow. There will be many times in a slow fight where you have to pull hard to get a shot or to avoid getting shot but, as soon as you can, just ease your pull and get your speed up again.

[Klam]

Finding your best sustained turn speed is a painstaking process but you can get close just by finding the speed where you can pull 2.5 G without speeding up or slowing down in a flat turn.

As a general rule if you can't pull 2.5 Gs you are going too slow.

Thank you Sir....That is what I was looking for.  <S>

[FLS]

Finding your best sustained turn speed is a painstaking process but you can get close just by finding the speed where you can pull 2.5 G without speeding up or slowing down in a flat turn.

Sorry I typed this in a hurry at work. I should have said the SLOWEST speed where you can pull about 2.5 Gs without slowing down.

[bozon]

Turn performance is one of the least useful things to remember about your plane. The test conditions almost never apply to reality. Max speed makes a bit more sense - it is well defined and there are many scenarios where the test actually apply to reality, like long chases. When was the last time you went round and round in perfect flat circles with an opponent who kept the same speed as you?

The only turn related statistic that may be worth 1 byte of your memory storage is the minimum speed at which you can pull into blackout - above it you know that no one will pull more G than you and they will black out if they do.

[fuzeman]

And note that the numbers you are looking for are very specific for the weight of the plane and other things, like altitude.

[Klam]

Thanks for all the posts to my question. 

All the opinions as to why I would ask are greatfully acknowledged.

One of my reasons was to have a better understanding of my e management.
Pulling a "near blackout" in every turn wasn't doing me any favours.  Blowing too much e getting myself round after a pass left me
with a big disadvantage in a lot of my fights.  I think I was rushing things a little.
I make most of my turns with some sort vertical component but I found I didn't use the e I already had effectively. 
Pulling slashbacks and immel's too tight.  I sacrificed the alt or speed I could have had for a snapshot on the next merge.
Conserving/spending my e a little better and using it more effectively in my limited ACM to make better angles is my goal.
The planes I like to fly don't accelerate too well so it seems a good idea to manage them better.
The G meter I was told can be used as an indicator for drag, which led to my question of degrees per second in sustained turns.

Thanks for the help

Klam   
 

[fuzeman]

You can always go into the TA and just do maneuvers watching the G-meter without having to worry about getting shot while doing them. It can give you a feel for the maneuver and E usage.

G-meter as a drag indicator, new one to me.

[FLS]

You can always go into the TA and just do maneuvers watching the G-meter without having to worry about getting shot while doing them. It can give you a feel for the maneuver and E usage.

G-meter as a drag indicator, new one to me.  

The G load on the wing is from the lift and with the lift you get induced drag in proportion. Some people just fly to the stall horn as if speed and G load don't matter and they end up turning slower than they would at their best sustained turn speed.

[fuzeman]

The G load on the wing is from the lift and with the lift you get induced drag in proportion. Some people just fly to the stall horn as if speed and G load don't matter and they end up turning slower than they would at their best sustained turn speed.

Makes sense, no more head scratching 

[FLS]

Makes sense, no more head scratching 

Personally I think of it as the turn rate meter not the drag meter.