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  • Please see the most recent updates in the "Where did the .com name go?" thread. Posts number 16 and 17.

    Post 16 Update

    Post 17 Warning

A2A/Aircraft Factory F4U Corsair on sale today $12.49 (US)

-DeathFromAFar, that is true, however the product's flight dynamics leave little elevator control under that speed, to a point, and going a typical 130-120 over the top of a maneuver, leaves you with no elevator control left, by the time you need to start pulling into the downward.

For a quite possibly more accurate flight experience, this is what I have found which works quite well:

First, download Fliger's original Aircraft Factory F4U-1A flight dynamics here:
http://www.sim-outhouse.com/sohforums/page.php?lloc=downloads&loc=downloads&page=info&FileID=15645

These however won't work perfectly with the AF release (likely because they were made for an earlier version of it), so follow the next steps:

Take the following data in your AF F4U-1A, C, or D, aircraft.cfg file, and replace these areas in the new aircraft.cfg - the variations, the camera-definitions, the contact points, the viewpoint, the effects, and the fuel section (for the C and D variants, which is different than the A configuration supplied).

Then, you can simply replace the airfile with the example contained, and you're on your way.

As far as I can tell, it feels and reacts as I would expect it to - but be sure to back up your original files just in case you don't agree.


For an aerobatic display, I use 42-inches of MP, with 2550 RPM, with about 85 gallons in the main 'center' tank only. Real crisp ailerons (if you treat them that way), and it is easy to control through a loop or Cuban-Eight, as long as you stay on the rudder, like any high-performance piston-engine aircraft.

A peculiar sensation when flying the Corsair, which I have read mentioned, and if you can imagine it when flying in the sim, is that because you are seated behind the wing, when you pull up, your body actually goes down.
 
-DeathFromAFar, that is true, however the product's flight dynamics leave little elevator control under that speed, to a point, and going a typical 130-120 over the top of a maneuver, leaves you with no elevator control left, by the time you need to start pulling into the downward.
Click to expand...

Sorry, I was thinking the opposite end of the envelope in pitch/elevator. Yeah, there should be fairly good amount of elevator control even at low airspeed & moderate/high AoA with all that big prop blowing down the fuse to the tail over the horizontal stabs and elevators. I think a number of FS FDE's may be lacking in these areas simulated/effect wise while others nail it pretty well.
 
Bomber_12th said:
[...]

For a quite possibly more accurate flight experience, this is what I have found which works quite well:

First, download Fliger's original Aircraft Factory F4U-1A flight dynamics here:
http://www.sim-outhouse.com/sohforums/page.php?lloc=downloads&loc=downloads&page=info&FileID=15645

These however won't work perfectly with the AF release (likely because they were made for an earlier version of it), so follow the next steps:

[...]
Click to expand...

Thanks, John ! :ernae:

Best,
Mark
 
Note that the original file I did, mentioned above was developed in FSX Acceleration. Other versions, particularly SP2 may do some wierd things, such as prop rotation with the engine shut down, contact point vibration etc. Surprising that the different versions o FSX can be so different.

The aircraft was especially optimized for proper carrier approach behavior (misbehavior?). Several hundered arrested landings were done on the CV6 Enterprise. I am a 20,000 hr aviator and fly with lots of Naval aviators and have a pretty good idea of their skill set. I can fly the thing relaibly to an arrested landing, but it does require an active stick, right on parameters etc. I think the difficulty level is pretty realistic. Use of proper trim settings and airspeeds is essential.

I once met Rear Admiral Richerd E (Chick) Harmer who led the Corsair F4U-2 night fighter squadron aboard Enterprise. His thoughts were that in experienced hands the F4U was much more efaceous as a night fighter than the F6F. Eventually as pilot training became up to speed and the parts inventory got into the fleet system the U bird did supplant the F6F on late war carrier decks.

Cheers: T
 
Thank you Tom for all of your time you spent on these flight dynamics, and of course for making them available to us! I've been greatly enjoying the Corsair since I incorporated your FDE work.
 
i dont have this model and havent flown it, but i'm confused.. are yoy losing elevator control at lower speeds or high speeds??
At low speeds, the air coming off the propeller, twists around the aircraft lke a barber pole stripe. This causes the air at the elevators to be dirty and buffeted. At high speeds or high angles of attack, the air spreads out in a cone from the apex of the main wing and doesont touch the elevator.. This is called compressibility.. Low speed loss of yaw control is easily taken care of, but high speed compressibility would be a dream if someone could explain to me how they succeeded in modeling it in fsx..
 
warchild said:
i dont have this model and havent flown it, but i'm confused.. are yoy losing elevator control at lower speeds or high speeds??
At low speeds, the air coming off the propeller, twists around the aircraft lke a barber pole stripe. This causes the air at the elevators to be dirty and buffeted. At high speeds or high angles of attack, the air spreads out in a cone from the apex of the main wing and doesont touch the elevator.. This is called compressibility.. Low speed loss of yaw control is easily taken care of, but high speed compressibility would be a dream if someone could explain to me how they succeeded in modeling it in fsx..
Click to expand...

Surely you just introduce a condition in the CFG? You could induce an elevator fault after a certain speed has been reached, and stop the fault when the speed lowers.
 
Skittles said:
Surely you just introduce a condition in the CFG? You could induce an elevator fault after a certain speed has been reached, and stop the fault when the speed lowers.
Click to expand...

I truly wish it was that simple for me.. i wanted compressibility in the P-36 so bad i spent an entire month focusing on nothing but that. however.. nothing i did would work, and its just as easy to pull out of a dive at 600 mph as it is at 300 mph..

I just downloaded a new airfile manager and its different enough that i need to relearn everything to use it, but it alows me to build airfiles that include allowances for stuff that wasnt able to be done before, and almost impossible to do with nothing but a calculator, and a severe need for a formal education..
 
warchild said:
I truly wish it was that simple for me.. i wanted compressibility in the P-36 so bad i spent an entire month focusing on nothing but that. however.. nothing i did would work, and its just as easy to pull out of a dive at 600 mph as it is at 300 mph..

I just downloaded a new airfile manager and its different enough that i need to relearn everything to use it, but it alows me to build airfiles that include allowances for stuff that wasnt able to be done before, and almost impossible to do with nothing but a calculator, and a severe need for a formal education..
Click to expand...

Rumor has it that either the FSD or the Sky-Unlimited P-38 for FSX "suffers" from compressibility, so they pulled it off some how. I just forget which one, without taking each of them up for a death dive! But, I always read that compressibility was something only the "fast" fighters ever encountered (P-47, P-51, P-38). Was it even possible for the P-36 to get that fast?
 
PRB said:
Rumor has it that either the FSD or the Sky-Unlimited P-38 for FSX "suffers" from compressibility, so they pulled it off some how. I just forget which one, without taking each of them up for a death dive! But, I always read that compressibility was something only the "fast" fighters ever encountered (P-47, P-51, P-38). Was it even possible for the P-36 to get that fast?
Click to expand...

The problems associated with loss of control in WW2-era aircraft isn't neccessarily compressability issues, it could be flutter, or simply too much airflow over the control surfaces to be able to move them etc.

Edit: And all my A2A aircraft (Bf109, Spitfire, Mustang) suffer from the problem. Build up too much speed in a dive and your next words are "Oh sh......."
 
PRB said:
Rumor has it that either the FSD or the Sky-Unlimited P-38 for FSX "suffers" from compressibility, so they pulled it off some how. I just forget which one, without taking each of them up for a death dive! But, I always read that compressibility was something only the "fast" fighters ever encountered (P-47, P-51, P-38). Was it even possible for the P-36 to get that fast?
Click to expand...

Structural integrity began breaking down a little over 480 mph.. Compressibility set in between 500 to 530 mph. also, the elevators on the p-36 were canvas, which hypothetically subjected them to possible shredding at those speeds.. Could the plane reach those speeds?? hypothetically in a dive, its possible.. In FS, i can get very close to it..
 
PRB said:
Rumor has it that either the FSD or the Sky-Unlimited P-38 for FSX "suffers" from compressibility, so they pulled it off some how. I just forget which one, without taking each of them up for a death dive! But, I always read that compressibility was something only the "fast" fighters ever encountered (P-47, P-51, P-38). Was it even possible for the P-36 to get that fast?
Click to expand...


SU 38 is a handfull pulling out of a overspeed dive.
 
it is possible in the airfile to create the major cause of planes augering in from high mach numbers, mach tuck. What happens in a simple way is that the center of lift moves aft as a transonic shockwave developes on an airfoil. This causes a nose down pitch moment. The elevator becomes innefective due to a similar shockwave developing on the horizontal stab. Hence the development of flying tails on transonic aircraft.

Typically a WWII plane getting into transonic conditions would enter an ever steeping dive and eventually have some airframe part fail. At lower altitudes a given airspeed will have a lower mach number due to the higher temperatures. Sometimes pullout was then feasable.

Increasing mach drag in the airfile is also a part of getting the behavior right.

I did a FM for Milton's XP-47J that replicated this fairly well.

Cheers: T
 
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