RAZBAM LTV A-7 Corsair II released

Warrant · Aug 14, 2010

How to drop bombs with this baby?

ZEUS67 · Aug 14, 2010

Warrant said:
How to drop bombs with this baby?

1st you have to map the <meta http-equiv="Content-Type" content="text/html; charset=utf-8"><meta name="ProgId" content="Word.Document"><meta name="Generator" content="Microsoft Word 12"><meta name="Originator" content="Microsoft Word 12"><link rel="File-List" href="file:///C:%5CUsers%5CUlricK%5CAppData%5CLocal%5CTemp%5Cmsohtmlclip1%5C01%5Cclip_filelist.xml"><link rel="Preview" href="file:///C:%5CUsers%5CUlricK%5CAppData%5CLocal%5CTemp%5Cmsohtmlclip1%5C01%5Cclip_preview.wmf"><!--[if gte mso 9]><xml> <o

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ontVertAlignInTxbx/> <w:Word11KerningPairs/> <w:CachedColBalance/> </w:Compatibility> <m:mathPr> <m:mathFont m:val="Cambria Math"/> <m:brkBin m:val="before"/> <m:brkBinSub m:val="--"/> <m:smallFrac m:val="off"/> <m:dispDef/> <m:lMargin m:val="0"/> <m:rMargin m:val="0"/> <m:defJc m:val="centerGroup"/> <m:wrapIndent m:val="1440"/> <m:intLim m:val="subSup"/> <m:naryLim m:val="undOvr"/> </m:mathPr></w:WordDocument> </xml><![endif]--><style>  </style>[FONT=&quot]Cabin alert – Seatbelts (on/off)[/FONT] to the joystick trigger button (Usually button 01).

1. Go to the armaments panel.
2. Click on the Master Arm switch to activate it.
3. Click on the station that has the ordnance you want to drop (you can select all of them too).
4. Click the trigger button on your joystick.
5. Enjoy the show.

No explosions on free flight. This is just pure visuals.

dvj · Aug 14, 2010

Folks, before I pay and download what are the system requirements? Will this run on FSX SP2, and without a joystick? Looks like an absolutly fantastic adder to the collection.

d

ZEUS67 · Aug 14, 2010

dvj said:
Folks, before I pay and download what are the system requirements? Will this run on FSX SP2, and without a joystick? Looks like an absolutly fantastic adder to the collection.

d

You can fly it without the joystick, just remember that this is not a plug-and-fly aircraft. As for the SP2, I'm not sure. I used some events/variables that the SDK claims are Acceleration-only.

Prowler1111 · Aug 14, 2010

vora said:
Gosh... she's a handful to fly for sure. I love it!
(wished A-6 and A-4 would get this treatment)

Great work, RAZBAM!
Super FDE, Pam!

Yup, already scheduling them, A-4´s were delayed due to new standards, next product will be improved even further..

Prowler

warchild · Aug 14, 2010

Dag said:
Nahh, not too difficult. I've been doing touch and goes on regular runways, have not dared to take her to the boat yet Any Idea what makes my compressor stall just after take off? Something seems to happen below 1000ft when I go from mid range to MIL or something.

Thanks

accumulated/induced drag is the first thing that comes to my mind. It's not really a compressor stall as i first thought, but it may as well be.. I was having very similar issues in what may be the same exact location ( metaphorically speaking of course ).

On takeoff, I always make a climbing turn away from the runway. Normally, on any plane which has zero or some dihedral ( where the wings are angled upward as they move out from the fuselage ) the air that is incountered on the underside of the wing flows back and outwards towards the tips, so, in a turn the air hits the bottom of the wing, and flows back, outward and past the wing, rather freely. Although there is some degree of drag piled on from the increase in in surface area ( in relationship to the flight path ) it doesnt become any real issue till the aircraft is at so nose high ( in relationship to the path of flight ) that it is no longer really using its wings at all as anything except big flat walls in the wind.

The A-7's wing angles downward from the fuselage as it moves out towards its tip. We call this Anhedral. In effect its upside down. There's a lot of reasons for this plane to use anhedral such as maneuverability, but it does have one litterally massive drawback. As your angle of attack, in rlationship to the direction of travel increases, The air hitting the underside of the wing is no longer happily flowing past and outwards.. it tries to flow past, and inward towards the fuselage. This is because the down angle on the wing causes it to act like a bug cup or parachute. So the air gets trapped up against the fuselage under the wing, doesnt go anywhere because theres nowhere to go, so, it builds up forming a large mass of compressed air ( weighing an unknown thousands of pounds ) which disrupts the flow of air under the wing, stalling the aircraft. The engines, may as well not exist at that point. There is no amount of force they can produce that will overcome that amount of drag. It would be like trying to move a freight train with a motorcycle engine. it just isnt gonna happen, so the plane stalls and falls.

The NATOPS says it takes four to six thousand feet to recover from one of these stalls. It even gives an altitude chart for recover-ability. Everything below 4,000 has a big X in the box. it means your dead.

So how do you deal with it??? well, there are several ways. The easiest is dont turn the plane untill you have attained a speed over 200 knots. the next easiest is if you have to turn, dont pull back on the stick, at all. just bank the plane and let it turn on its own. You'd be surprised at what your hand is actually doing with that stick when your not paying attention ( please guys, no puerile jokes ). The hardest way is to watch the IAS for a drop in speed. As the speed begins to drop, let off on the stick and drop the nose till she regains momentum. With practice you can get pretty darned good.

Now, there is one last thing that you can do to help yourself in addition to all of the above things.
In the aircraft.cfg file there is an entry called thrust_scalar. When i create fde's all the scalar values get set to 1.0. You can increase that scalar minimally ( to 1.25 )and achieve some very satisfactory results. What the value does is this..
While sitting at idle, you have zero thrust, so there is no change in thrust at all, but as you increase thrust to 100 pounds, the actual thrust increases to 125 pounds. at a thousand pounds the actual thrust would be 1250 pounds at 10000 pounds it would be 12500 pounds.
As you can see a little but helps a lot. In the case of the A-7 it means you gotta watch your top end as going over 585 knots is real easy, but on the bottom end, it might just be enough to save your flight.

now, if you do this, dont think that all you have to do is go to full throttle and she'll blow her way out of there.. She wont.. Even though i gave the engines a ridiculously short amount of time for spool up, it still isnt instantaneous. The engines used in this plane and several others from the same time period ( including some F-111's ) were turbo-fan engines. normal spool up time from idle to full throttle was 16 seconds. however, they deliver enough power that the pilots adrenalin/pucker factor can go from 0 to 5 within just a couple of seconds. In a stall below 4000 feet, even on full mil power, there is no way the engines can respond fast enough with enough power to guarantee recovery. Learning to handle the plane properly is the best and truly the only way to avert these situations.

Keep in mind, this plane is classified as a light bomber. She carries one 20mm M-61 gattling gun. Unlike her sister, the F-8 crusader, she cant dogfight for ****. She can however run like hell, and out turn anything of similar size and weight as long as she is moving at speed.

Hope this helps

Pam

Dag · Aug 14, 2010

Very good reading there Warchild, very ;-) I have conquered the bird btw, no throttle-slamming F-16 style and it'll be good

warchild said:
accumulated/induced drag is the first thing that comes to my mind. It's not really a compressor stall as i first thought, but it may as well be.. I was having very similar issues in what may be the same exact location ( metaphorically speaking of course ).

On takeoff, I always make a climbing turn away from the runway. Normally, on any plane which has zero or some dihedral ( where the wings are angled upward as they move out from the fuselage ) the air that is incountered on the underside of the wing flows back and outwards towards the tips, so, in a turn the air hits the bottom of the wing, and flows back, outward and past the wing, rather freely. Although there is some degree of drag piled on from the increase in in surface area ( in relationship to the flight path ) it doesnt become any real issue till the aircraft is at so nose high ( in relationship to the path of flight ) that it is no longer really using its wings at all as anything except big flat walls in the wind.

The A-7's wing angles downward from the fuselage as it moves out towards its tip. We call this Anhedral. In effect its upside down. There's a lot of reasons for this plane to use anhedral such as maneuverability, but it does have one litterally massive drawback. As your angle of attack, in rlationship to the direction of travel increases, The air hitting the underside of the wing is no longer happily flowing past and outwards.. it tries to flow past, and inward towards the fuselage. This is because the down angle on the wing causes it to act like a bug cup or parachute. So the air gets trapped up against the fuselage under the wing, doesnt go anywhere because theres nowhere to go, so, it builds up forming a large mass of compressed air ( weighing an unknown thousands of pounds ) which disrupts the flow of air under the wing, stalling the aircraft. The engines, may as well not exist at that point. There is no amount of force they can produce that will overcome that amount of drag. It would be like trying to move a freight train with a motorcycle engine. it just isnt gonna happen, so the plane stalls and falls.

The NATOPS says it takes four to six thousand feet to recover from one of these stalls. It even gives an altitude chart for recover-ability. Everything below 4,000 has a big X in the box. it means your dead.

So how do you deal with it??? well, there are several ways. The easiest is dont turn the plane untill you have attained a speed over 200 knots. the next easiest is if you have to turn, dont pull back on the stick, at all. just bank the plane and let it turn on its own. You'd be surprised at what your hand is actually doing with that stick when your not paying attention ( please guys, no puerile jokes ). The hardest way is to watch the IAS for a drop in speed. As the speed begins to drop, let off on the stick and drop the nose till she regains momentum. With practice you can get pretty darned good.

Now, there is one last thing that you can do to help yourself in addition to all of the above things.
In the aircraft.cfg file there is an entry called thrust_scalar. When i create fde's all the scalar values get set to 1.0. You can increase that scalar minimally ( to 1.25 )and achieve some very satisfactory results. What the value does is this..
While sitting at idle, you have zero thrust, so there is no change in thrust at all, but as you increase thrust to 100 pounds, the actual thrust increases to 125 pounds. at a thousand pounds the actual thrust would be 1250 pounds at 10000 pounds it would be 12500 pounds.
As you can see a little but helps a lot. In the case of the A-7 it means you gotta watch your top end as going over 585 knots is real easy, but on the bottom end, it might just be enough to save your flight.

now, if you do this, dont think that all you have to do is go to full throttle and she'll blow her way out of there.. She wont.. Even though i gave the engines a ridiculously short amount of time for spool up, it still isnt instantaneous. The engines used in this plane and several others from the same time period ( including some F-111's ) were turbo-fan engines. normal spool up time from idle to full throttle was 16 seconds. however, they deliver enough power that the pilots adrenalin/pucker factor can go from 0 to 5 within just a couple of seconds. In a stall below 4000 feet, even on full mil power, there is no way the engines can respond fast enough with enough power to guarantee recovery. Learning to handle the plane properly is the best and truly the only way to avert these situations.

Keep in mind, this plane is classified as a light bomber. She carries one 20mm M-61 gattling gun. Unlike her sister, the F-8 crusader, she cant dogfight for ****. She can however run like hell, and out turn anything of similar size and weight as long as she is moving at speed.

Hope this helps
Pam

warchild · Aug 14, 2010

Warrant said:
Just got it. The droppable bombs (especially the high drag ones) and the extremely cool appearance of the bird got to me.

Off to fly her, between painting F-35's :salute:

The high drag flaps are called retarders ( or were ).. Soo, first they made smart bombs, and then they made them retarded.. typical military ::

:...

warchild · Aug 14, 2010

Dag said:
Very good reading there Warchild, very ;-) I have conquered the bird btw, no throttle-slamming F-16 style and it'll be good

Fantastic Dag..
:

: Fantastic Dag.. I'm afraid i still have my training wheels on for this one, but thats because i work on so many planes all at once i dont get to spend a lot of time getting to know any of them. Like today, I'm working on a Stearman, a P-61 and an A-10.. Theres so many differences between those three that i wont be able to get a clear idea about flying any of them for a while yet..

i DID however, install AIcarriers and the USS Nimitz specifically for this bird, but i'm having some issues there too. The entire fleet disappeared off the screen and i couldnt get it back.. :;sigh:; I'll figure it out.

..

Shes a great plane. Ron and the guys at Razbam did an excellent job on her..

hschuit · Aug 14, 2010

Prowler1111 said:
Hi gents: (...) Once again, thanks, and..well...no pics??
Prowler

Been too busy just flying it, here a few shots - USS Nimitz near Key West:

View attachment 15445 View attachment 15446 View attachment 15444 View attachment 15447

hschuit · Aug 14, 2010

Here comes the scary part... trying to get back on the boat in one piece :wiggle:

View attachment 15449 View attachment 15448 View attachment 15450

ZEUS67 · Aug 14, 2010

hschuit said:
Been too busy just flying it, here a few shots - USS Nimitz near Key West:

View attachment 15445 View attachment 15446 View attachment 15444 View attachment 15447

I'm glad that some of you are already doing A-7 carquals. :applause:

ZEUS67 · Aug 14, 2010

hschuit said:
Here comes the scary part... trying to get back on the boat in one piece

View attachment 15449 View attachment 15448 View attachment 15450

The second image shows that you had a Master Caution warning (the stripped rectangle in the HUD). Care to say what it was?

dmaloof · Aug 14, 2010

want this one, but does fsx have destructible scenery or is it just simulated drops with the weps? Thx.

ZEUS67 · Aug 14, 2010

View attachment 15451
HUD Symbology explanation.

ZEUS67 · Aug 14, 2010

dmaloof said:
want this one, but does fsx have destructible scenery or is it just simulated drops with the weps? Thx.

Explosions and destructible scenery is only possible in flight missions. In free flight mode, all you have is the visuals of weapons drop.

I'm currently designing a mission package for this bird to make use of its full capabilities in ordnance delivery and navigation.

hschuit · Aug 14, 2010

ZEUS67 said:
The second image shows that you had a Master Caution warning (the stripped rectangle in the HUD). Care to say what it was?

Not sure what happened but the AOA indicator shows I was a bit slow, or could it have been because I had less than 20% fuel left?

ZEUS67 · Aug 14, 2010

hschuit said:
Not sure what happened but the AOA indicator shows I was a bit slow, or could it have been because I had less than 20% fuel left?

Could be the fuel. You get a FUEL LOW Master Caution if you have less than 1350 gallons in the main tanks (Center1).

warchild · Aug 14, 2010

hschuit said:
Question: I experienced quite a bit of sluggishness at slow speed. Is that done on purpose? I noticed the MOI values are quite high given the A-7 empty weight and dimensions.

Cheers, Henk.

Actually no..nothing like that was ever done on purpose. The MOI's are a but difficult to explain, but i'll do my best ( to the best of my sometimes befuddled little mind's ability )..

in all honesty, i didnt have the time to calculate the reynolds numbers for the aircraft, so basically, i cheated. Moi's use the reynolds number to calculate a cross sectional coefficient for each axis. but since i didnt have time to calculate the reynolds number and i already have coefficients for an F-111, F-105, grumman goose and others ( lots of others :;shudders:

i averaged the coefficients dor the two planes that i thought were the closest in cross sectional design, and used those numbers to generate the values you see in the tables. In this case, i believe i used the f-111, and the F-4 Phantom. The F-111 had the high wing, and the F-4 has a rather broad fuselage. technically, i think the numbers may be a little low except for the cross coupled yaw. That may be a little high. Now Cross coupled yaw is not used by most engineers in FSX, but it defines adverse yaw, so i always use it..

Now, the sluggishness that your experiencing I "believe" is more attached to the relationship between thrust and weight/drag. At slow speeds, the engines are producing enough energy to get the plane aloft and keep her there, but, any additional drag you pile on from banks turns weapons loadouts etc, is going to adversely effect the length of time it takes for the thrust to overcome it. So, at low speeds ( below 250 knots ) she's going to wallow a bit. Remember, its taking over 6 seconds for those turbines to spool up, but even then, they're sucking air through a 27 foot straw with a tiny little opening at the front. For a while, they're doing all they can just to breathe. So not only do you have spool up time involved, you have the time needed to reach airflow equalization to consider. ( i'm not sure thats the correct term. the engine needs a specific amount of air flowing in to obtain a specific amount of air flowing out. this is its equilibrium.) a way to work with the machine to increase air flow efficiency is to not jam the throttle forward. Use a steady, gentle increase in throttle. That doesnt mean to take half a lifetime to go from zero to full throttle, but a nice even acceleration from zero to full instead, so that the air intake remains constant and doesnt turn into a partial vacuum half way down its throat.

One big lesson i learned while working on the F-14 and other jets, is that it's ok to be excited. its ok to have a high pucker factor, but it's not ok to let that influence your actions. Stay chilly i guess is what they say these days.. feel it, but dont do it. This gets even more apparent with the more sensitive and responsive aircraft. The Su-37 is perhaps the greatest example of this, but certainly the F-16, 15, and others are just as demanding.. Keep the smiles inside, keep your mind on your training..

Sorry. Guess i got a lil carried away.. yeah, it really sounds like the thrust drag issue part of which i was explaining in a post above in regards to the wings..

bruce448 · Aug 14, 2010

View attachment 15458

not sure if it's my system but the height of main gear on the ground needs lowering slightly, and oleos are too spongey, (if I slew the aircraft it bounces forever afterwards).

Bruce

RAZBAM LTV A-7 Corsair II released

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