Thanks for the detailed explanation Bollok. Its quite a different plane now which is kind of wild since it is so far removed from what we had been accepting as 'accurate' previously for years. Makes one wonder what they were using for a blueprint in the past but on the plus side its nice after 20 years to see the number one player request (please fix the FM's) finally be implemented. Congrats and thanks to all..

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OSX 11.5.2

I thought the number one player request was "Change the BAIL SOUND".

LOL! Thats my request, Art.

That BZZZZZZT AHHHHHHHH is the single most annoying thing I can think of other than waiting more than twice at the same light.

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~Sakai - 坂井
daimyosakai@gmail.com
Tainan Kokutai - 台南

Akatombo | White 576 | Curtiss AVG

"Spit IX is generally deemed to be the ultimate fighter version and sweeter handling plane.
Actually the Spitfire VII/VIII to be honest but these all went to Far East."

The 31st FG had a squad of VIII's in Italy.

Oh yes, went to the Med too! What happened was they came up with the Spit IX as the much needed interim solution so just ended up keeping this in the ETO
and shipped out the Spit VIIs to MED and FAR EAST.

One thing that always bothered me since first looking at FMs was the wings.
A lot of time was spent in the past to get pure "performance numbers" right but nobody ever seemed to look at the wing profiles.
A darn important component of an airplane !

What does it do ?
Well you have a LIFT side that goes UP from 0 degrees up to the maximum AOA set for the plane.
Then you have a STALL side from the max AOA down. This determines how aggressively (or not) the stall is.

In the attached example, the max AOA has been set which does NOT match the wing profile (BLUE LINE)

What does it mean ?
Well instead of losing lift (stalling) at the prescribed AOA of 15 degrees.... it "MUSHES" across that blue line until you hit the downward (STALL SIDE)

One which is set up correctly will have the blue line positioned across the PEAK of the red line
so that when it hits the max AOA, it stalls and follows the loss of lift curve down.

So like I said... a lot of well intentioned effort had been made in the past to get numbers right but was missing a fundamental component.
Planes don't just fly straight and climb on auto. They turn too..

(credit to the backroom FM boffins for making all possible)

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In case you haven't seen one before, this is called VN diagram (EXAMPLE ONLY)
As you can see..
1. This plane has a POSITIVE G limit of 7.5G. Above that risks structural damage (and +11.5G failure)
2. This plane has a NEGATIVE G limit of -3.0G. Below that risks structural damage (and -4.5G failure)
2. This plane has a VNE of 570 mph. Above that risks structural failure


It also give you a couple of curves.... (we wont bother examining the NEG G side as its the same but in reverse).

So for this plane.
At 150mph, you will stall if you pull 3G or more.
At 200mph, you will stall if you pull 4.5G or more.
At 250mph, you will stall if you pull 6.5G or more.

Typically will happen during a banked turn as an "accelerated stall"


- Level flight is 1G
- A 60 degree banked turn requires a load factor of 2G
- Based on structural load limit of +7.5G : the steepest bank turn allowable for this plane would be (a function of cosine) = 82.3 degrees


Of course you can always just yank the stick back and hope for the best

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