Aircraft speed at high altitude

[hhf 0]

Hi, everyone !

 

I fly WoE and tried many aircrafts. But they exceed their maximum speed as specified in the

aircraft ini for "MaxSpeedSL" at any altitude. (I'm using highest realistic flight model in gameplay options)

 

For example:

 

The F-14 maximum speed at sea level is 407.7 m/s = 1467 km/h

("MaxSpeedSL=407.7")

 

If I'm flying at about 12.000 m with the same speed (as the shown data in the lower left corner says).

The aircraft should reach an air speed at high altitudes of about 2400 km/h.

And all other supersonic planes do the same.

 

Is the flight model too dumb? But why You can specify the maximum mach number in the INI's (with real values).

 

Or do I misunderstand something? All You guys out there must recognize the same phenomenon !?

 

Please could anyone tell me, what's the truth ? Thanks!

[MigBuster 2,875]

The airspeed is normally accurately modelled ive been assured - particularly in the 3rd party planes.

 

For a start the Airspeed is measured in Knots and Altitude is measured in Feet in game for the NATO planes. Also there are Indicated Air Speed (IAS) and True Air speed (TAS) readings - both of which are measured differently - I think the HUD reading in the bottom left hand corner gives IAS only - thing is I got rid of that display years ago and only use the analogue cockpit dials so someone correct me if im wrong.

[hhf 0]

Many thanks !!! It's exactly as You said.

 

Ok. I will try to learn to use the cockpit intruments more than now.

[Fubar512 1,350]

Good man, HHF. And thanks, CoolHand.

 

The machmeter is the most realistic way to go about checking one's true air speed (TAS), but those of us who create and tweak the various flight models also have another tool at our disposal: Debug Mode.

 

In the image below, I've activated debug mode, and one can clearly see the disparity between indicated air speed (IAS), and true air speed (TAS), at altitude. Notice the Mach level, M2.82, the maximum permissible Mach level for this bird (in real life), with stores.

 

[Shin_kazama 1]

Good man, HHF. And thanks, CoolHand.

 

The machmeter is the most realistic way to go about checking one's true air speed (TAS), but those of us who create and tweak the various flight models also have another tool at our disposal: Debug Mode.

 

In the image below, I've activated debug mode, and one can clearly see the disparity between indicated air speed (IAS), and true air speed (TAS), at altitude. Notice the Mach level, M2.82, the maximum permissible Mach level for this bird (in real life), with stores.

 

 

ahm,,

how do you make these info (debug mode) show up in WOE?

 

its mighty useful to me.

 

i usually misjudge my indicated airspeed with my actual ground speed.

 

i always puzzle why my talon does 890 KIAS when it might be actually doing 2900 KTAS?

 

thanks for any drop of help...

Edited April 2, 2007 by Shin_kazama

[+Typhoid 231]

i always puzzle why my talon does 890 KIAS when it might be actually doing 2900 KTAS?

 

yup. In fact, at really, really high altitudes you can actually stall with an IAS of 100 and a TAS that is supersonic.

[Fubar512 1,350]

Debug mode is enabled by editing the following line in the Huddata.ini file like so:

 

[Debug]

DisplayDebug=FALSE

 

to

 

[Debug]

DisplayDebug=TRUE

 

Once this edit is in place, you can assign a key to toggle through the whole range of debug and info boxes, from having nothing (clear screen), to the default mode, and on through two stages of debug data.

[FastCargo 412]

A quick explanation of what the differences in indicated, calibrated, true airspeed, and ground speed.

 

Basically, a airspeed indicator measures the amount of air molecules passing through the instrument...the more molecules, the more airspeed the instrument registers. This is indicated airspeed (KIAS)...the speed that the wings 'see'.

 

Calibated airspeed (KCAS) is simply KIAS corrected for things like instrument error, installation error, etc. Usually not too different from KIAS.

 

True airspeed (KTAS) is where you get your big difference. KTAS is the speed through the mass of air. Air itself becomes less dense as you go up in altitude. This requires you to increase your KTAS to get the same amount of KIAS/KCAS (less molecules per volume...so you have to go through more volume to get the same amount of air molecules). KTAS also gives you a better picture of how you are doing reference the speed of sound.

 

Ground speed (GS). KTAS with the effects of wind taken into account. Example: If you are moving at 100 KTAS pointed north, but the mass of air is moving 100 KTAS to the south (wind is blowing to the south at 100 KTAS) your GS is effectively zero.

 

KCAS, KTAS, and GS theoretically are all equal at sea level, assuming a standard day at sea level.

 

Hope that makes sense...

 

FastCargo

[+Typhoid 231]

KCAS, KTAS, and GS theoretically are all equal at sea level, assuming a standard day at sea level.

 

Hope that makes sense...

 

FastCargo

 

in a no wind situation

[FastCargo 412]

in a no wind situation

 

Yea, what he said!

 

FastCargo

[JediMaster 451]

yup. In fact, at really, really high altitudes you can actually stall with an IAS of 100 and a TAS that is supersonic.

 

 

The bane of the U-2 pilot!

[+Jug 99]

The bane of the U-2 pilot!

 

IAS was about 108 kts and Mach at about .82M, but, in reality, at about 78,000 feet, your running 2 kts IAS below the mach limit and 2 kts IAS above the stall. It is called the 'corner' by all who have spent too much time there. Really hard on you to hand-fly for extended periods (9 hours) like this.

[+Typhoid 231]

IAS was about 108 kts and Mach at about .82M, but, in reality, at about 78,000 feet, your running 2 kts IAS below the mach limit and 2 kts IAS above the stall. It is called the 'corner' by all who have spent too much time there. Really hard on you to hand-fly for extended periods (9 hours) like this.

 

Flying the U-2

 

Maj. Dean Neeley is in the forward, lower cockpit of the Lockheed U-2ST, a two-place version of the U-2S, a high-altitude reconnaissance aircraft that the Air Force calls "Dragon Lady." His voice on the intercom breaks the silence, "Do you know that you're the highest person in the world?" He explains that I am in the higher of the two cockpits and that there are no other U-2s airborne right now. "Astronauts don't count," he says, "They're out of this world."

We are above 70,000 feet and still climbing slowly as the aircraft becomes lighter. The throttle has been at its mechanical limit since takeoff, and the single General Electric F118-GE-101 turbofan engine sips fuel so slowly at this altitude that consumption is less than when idling on the ground. Although true airspeed is that of a typical jetliner, indicated airspeed registers only in double digits.

 

I cannot detect the curvature of the Earth, although some U-2 pilots claim that they can. The sky at the horizon is hazy white but transitions to midnight blue at our zenith. It seems that if we were much higher, the sky would become black enough to see stars at noon. The Sierra Nevada, the mountainous spine of California, has lost its glory, a mere corrugation on the Earth. Lake Tahoe looks like a fishing hole, and rivers have become rivulets. Far below, "high flying" jetliners etch contrails over Reno, Nevada, but we are so high above these aircraft that they cannot be seen.

I cannot detect air noise through the helmet of my pressure suit. I hear only my own breathing, the hum of avionics through my headset and, inexplicably, an occasional, shallow moan from the engine, as if it were gasping for air. Atmospheric pressure is only an inch of mercury, less than 4 percent of sea-level pressure. Air density and engine power are similarly low. The stratospheric wind is predictably light, from the southwest at 5 kt, and the outside air temperature is minus 61 degrees Celsius.

Although not required, we remain in contact with Oakland Center while in the Class E airspace that begins at Flight Level 600. The U-2's Mode C transponder, however, can indicate no higher than FL600. When other U-2s are in the area, pilots report their altitudes, and ATC keeps them separated by 5,000 feet and 10 miles.

Our high-flying living quarters are pressurized to 29,500 feet, but 100-percent oxygen supplied only to our faces lowers our physiological altitude to about 8,000 feet. A pressurization-system failure would cause our suits to instantly inflate to maintain a pressure altitude of 35,000 feet, and the flow of pure oxygen would provide a physiological altitude of 10,000 feet.

The forward and aft cockpits are configured almost identically. A significant difference is the down-looking periscope/drift-meter in the center of the forward instrument panel. It is used to precisely track over specific ground points during reconnaissance, something that otherwise would be impossible from high altitude. The forward cockpit also is equipped with a small side-view mirror extending into the air stream. It is used to determine if the U-2 is generating a telltale contrail when over hostile territory.

Considering its 103-foot wingspan and resultant roll dampening, the U-2 maneuvers surprisingly well at altitude; the controls are light and nicely harmonized. Control wheels (not sticks) are used, however, perhaps because aileron forces are heavy at low altitude. A yaw string (like those used on sailplanes) above each canopy silently admonishes those who allow the aircraft to slip or skid when maneuvering. The U-2 is very much a stick-and-rudder airplane, and I discover that slipping can be avoided by leading turn entry and recovery with slight rudder pressure.

When approaching its service ceiling, the U-2's maximum speed is little more than its minimum. This marginal difference between the on set of stall buffet and Mach buffet is known as coffin corner, an area warranting caution. A stall/spin sequence can cause control loss from which recovery might not be possible when so high, and an excessive Mach number can compromise structural integrity. Thankfully, an autopilot with Mach hold is provided.

The U-2 has a fuel capacity of 2,915 gallons of thermally stable jet fuel distributed among four wing tanks. It is unusual to discuss turbine fuel in gallons instead of pounds, but the 1950s-style fuel gauges in the U-2 indicate in gallons. Most of the other flight instruments seem equally antiquated.

I train at 'The Ranch'. Preparation for my high flight began the day before at Beale Air Force Base (a.k.a. The Ranch), which is north of Sacramento, CA, and was where German prisoners of war were interned during World War II. It is home to the 9th Reconnaissance Wing, which is responsible for worldwide U-2 operations, including those aircraft based in Cyprus, Italy, Saudi Arabia, and South Korea.

After passing a physical exam (whew!), I took a short, intensive course in high-altitude physiology and use of the pressure suit. The 27-pound Model S1034 "pilot's protective assembly" is the same as the one used by astronauts during shuttle launch and reentry. After being measured for my $150,000 spacesuit, I spent an hour in the egress trainer. It provided no comfort to learn that pulling up mightily on the handle between my legs would activate the ejection seat at any altitude or airspeed. When the handle is pulled, the control wheels go fully forward, explosives dispose of the canopy, cables attached to spurs on your b oots pull your feet aft, and you are rocketed into space. You could then free fall in your inflated pressure suit for 54,000 feet or more. I was told that "the parachute opens automatically at 16,500 feet, or you get a refund."

I later donned a harness and virtual-reality goggles to practice steering a parachute to landing. After lunch, a crew assisted me into a pressure suit in preparation for my visit to the altitude chamber. There I became reacquainted with the effects of hypoxia and was subjected to a sudden decompression that elevated the chamber to 73,000 feet. The pressure suit inflated as advertised and just as suddenly I became the Michelin man. I was told that it is possible to fly the U-2 while puffed up but that it is difficult. A beaker of water in the chamber boiled furiously to demonstrate what would happen to my blood if I were exposed without protection to ambient pressure above 63,000 feet.

After a thorough preflight briefing the next morning, Neeley and I put on long johns and UCDs (urinary collection devices), were assisted into our pressure suits, performed a leak check (both kinds), and settled into a pair of reclining lounge chairs for an hour of breathing pure oxygen. This displaces nitrogen in the blood to prevent decompression sickness (the bends) that could occur during ascent. During this "pre-breathing," I felt as though I were in a Ziploc bag-style cocoon and anticipated the possibility of claustrophobia. There was none, and I soon became comfortably acclimatized to my confinement.

We were in the aircraft an hour later. Preflight checks completed and engine started, we taxied to Beale's 12,000-foot-long runway. The single main landing gear is not steerable, differential braking is unavailable, and the dual tail wheels move only 6 degrees in each direction, so it takes a lot of concrete to maneuver on the ground. Turn radius is 189 feet, and I had to lead with full rudder in anticipation of all turns.

We taxied into position and came to a halt so that personnel could remove the safety pins from the outrigger wheels (called pogos) that prevent one wing tip or the other from scraping the ground. Lt. Col. Greg "Spanky" Barber, another U-2 pilot, circled the aircraft in a mobile command vehicle to give the aircraft a final exterior check.

I knew that the U-2 is overpowered at sea level. It has to be for its engine, normally aspirated like every other turbine engine, to have enough power remaining to climb above 70,000 feet. Also, we weighed only 24,000 pounds (maximum allowable is 41,000 pounds) and were departing into a brisk headwind. Such knowledge did not prepare me for what followed. The throttle was fully advanced and would remain that way until the beginning of descent. The 17,000 pounds of thrust made it feel as though I had been shot from a cannon. Within two to three seconds and 400 feet of takeoff roll, the wings flexed, the pogos fell away, and we entered a nose-up attitude of almost 45 degrees at a best-angle-of-climb airspeed of 100 kts. Initial climb rate was 9,000 fpm.

We were still over the runway and through 10,000 feet less than 90 seconds from brake release. One need not worry about a flame out after takeoff in a U-2. There either is enough runway to land straight ahead or enough altitude (only 1,000 feet is needed) to circle the airport for a dead-stick approach and landing. The bicycle landing gear creates little drag and has no limiting airspeed, so there was no rush to tuck away the wheels. (The landing gear is not retracted at all when in the traffic pattern shooting touch and goes).

We passed through 30,000 feet five minutes after liftoff and climb rate steadily decreased until above 70,000 feet, when further climb occurred only as the result of fuel burn. On final approach Dragon Lady is still drifting toward the upper limits of the atmosphere at 100 to 200 fpm and will continue to do so until it is time to descend. It spends little of its life at a given altitude. Descent begins by retarding the throttle to idle and lowering the landing gear. We raise the spoilers, deploy the speed brakes (one on each side of the aft fuselage), and engage the gust alleviation system. This raises both ailerons 7.5 degrees above their normal neutral point and deflects the wing flaps 6.5 degrees upward. This helps to unload the wings and protect the airframe during possible turbulence in the lower atmosphere.

Gust protection is needed because the Dragon Lady is like a China doll - she cannot withstand heavy gust and maneuvering loads. Strength would have required a heavier structure, and the U-2's designer, Clarence "Kelly" Johnson, shaved as much weight as possible-which is why there are only two landing gear legs instead of three. Every pound saved resulted in a 10-foot increase in ceiling.

>>

>> With everything possible hanging and extended, the U-2 shows little

>> desire to go down. It will take 40 minutes to descend to traffic pattern altitude but we needed only half that time climbing to altitude. During this normal descent, the U-2 covers 37 nm for each 10,000 of altitude lost. When clean and at the best glide speed of 109 kts, it has a glide ratio of 28:1. It is difficult to imagine ever being beyond glide range of a suitable airport except when over large bodies of water or hostile territory. Because there is only one fuel quantity gauge, and it shows only the total remaining, it is difficult to know whether fuel is distributed evenly, which is important when landing a U-2. A low-altitude stall is performed to determine which is the heavier wing, and some fuel is then transferred from it to the other. We are on final approach with flaps at 35 degrees (maximum is 50 degrees) in a slightly nose-down attitude. The U-2 is flown with a heav 1.1 VSO (75m kts), very close to stall. More speed would result in excessive floating. I peripherally see Barber accelerating the 140-mph, chase car along the runway as he joins in tight formation with our landing aircraft. I hear him on the radio calling out our height (standard practice for all U-2 landings). The U-2 must be close to normal touchdown attitude at a height of one foot before the control wheel is brought firmly aft to stall the wings and plant the tail wheels on the concrete. The feet remain active on the pedals, during which time it is necessary to work diligently to keep the wings level. A roll spoiler on each wing lends a helping hand when its respective aileron is raised more than 13 degrees.

The aircraft comes to rest, a wing tip falls to the ground, and crewmen appear to reattach the pogos for taxiing. Landing a U-2 is notoriously challenging, especially for those who have never flown tail draggers or

sailplanes. It can be like dancing with a lady or wrestling a dragon, depending on wind and runway conditions. Maximum allowable crosswind is 15 kts.

The U-2 was first flown by Tony Levier in August 1955, at Groom Lake (Area 51), Nevada. The aircraft was then known as Article 341, an attempt by the Central Intelligence Agency to disguise the secret nature of its project. Current U-2s are 40 percent larger and much more powerful than the one in which Francis Gary Powers was downed by a missile over the Soviet Union on May 1, 1960. The Soviets referred to the U-2 as the "Black Lady of Espionage" because of its spy missions and mystique. The age of its design, however, belies the sophistication of the sensing technology carried within. During U.S. involvement in Kosovo, for example, U-2s gathered and forwarded data via satellite to Intelligence at Beale AFB for instant analysis. The results were sent via satellite to battle commanders, who decided whether attack aircraft should be sent to the target. In one case, U-2 sensors detected enemy aircraft parked on a dirt road and camouflaged by thick, overhanging trees. Only a few minutes elapsed between detection and destruction. No other nation has this capability.

[FastCargo 412]

Maj. Dean Neeley

 

Otherwise known as 'Hairboy'...:).

 

FastCargo

[FastCargo 412]

I peripherally see Barber...

 

Otherwise known as 'Spanky'...

 

FastCargo

[GwynO 16]

Good man, HHF. And thanks, CoolHand.

 

The machmeter is the most realistic way to go about checking one's true air speed (TAS), but those of us who create and tweak the various flight models also have another tool at our disposal: Debug Mode.

 

In the image below, I've activated debug mode, and one can clearly see the disparity between indicated air speed (IAS), and true air speed (TAS), at altitude. Notice the Mach level, M2.82, the maximum permissible Mach level for this bird (in real life), with stores.

 

 

Erm excuse me to jump into this thread but im having problems getting any of the Foxbats past Mach 2.6, in fact i usually start to blow up anywhere past Mach 2.51, i put some screenshots including debug data here

 

what should i have to do to get up there as fast as you Fubar?

[+Dave 2,319]

I would open up the data.ini, scroll to the engines and adjust the following.

 

SLThrustDry=86300.0

SLThrustWet=110000.0 <--------------- I would try to increase that.

[GwynO 16]

I would open up the data.ini, scroll to the engines and adjust the following.

 

SLThrustDry=86300.0

SLThrustWet=110000.0 <--------------- I would try to increase that.

 

Thanks for pointing me in the right place, i noticed this issue with the first release of the Foxbat and fireengineer sent me an alternative data ini for Mig-25PD which i thouroughly read through comparing with the orginal and that was where the diference was, in his ini the wet thrust value is set at 333000 and dry thrust is set at 220000. I forgot to change the data ini after installing the package, i can now go zooming past Mach 2.6 without blowing up which is good but without sounding overtly ungrateful "Yes, indeed. A slightly boosted MIG-25E went off the mach scale at 4.2. A zoom climb from sealevel at mach 3.2 I achieved an altitude of......... 255,524 feet! I kid you not. The simulation stops the grapice at 112,000 feet but you are still in the game so to speak." ^^kind of nulls the realism for me. It's amazing how thouroughly this community researches real life data for the mods so maybe its a flight engine issue? Am just guessing values for the ini but i havent the foggiest what am doing or what the numbers represent in real terms, if anyone has a definitive set of numbers that wont cause either blowing up at below maximum operational limits or turn it into some kind of ramjet it would be mucho appreciated :fan_1:

[Fubar512 1,350]

First off, setting the thrust level overly is not the way to achieve accurate performance (assuming that's what you're after).

[GwynO 16]

First off, setting the thrust level overly is not the way to achieve accurate performance (assuming that's what you're after).

 

Yes, accurate performance is what I would most value in any sim I don't want to feel like a little kid playing a top gun sim as fun as that kind of thing can be when your 8 im almost 25 years old and have always had an interest in Cold War era jets in particular, always wanted to be a pilot but things did not work out so basically this is the closest i will ever get to flying a real Mig-25 hence i would really really like to know how much i need to set the thrust level, naything else that needs changing etc? Thanks

[Fubar512 1,350]

SLThrustDry=73532.0

SLThrustWet=120417.0

 

But it's not simply a matter of thrust at sea level.

 

The altitude tables in that FM are probably using the original, simplified SF default, with values set at 3048 meter intervals. I've redone them using 304 meter graduations (ala Streakeagle's F-4B FM).

 

[Engine1]

ReferenceName=Soyuz/Tumansky R-15BD-300

SystemType=JET_ENGINE

InputName=THROTTLE_CONTROL

EngineID=1

HasAfterburner=TRUE

NumAfterburnerStages=2

SLThrustDry=73532.0

SLThrustWet=120417.0

ThrustAngles=0.0,0.00,0.0

ThrustPosition=-0.65,-3.00,0.00

ThrottleRate=0.22

NozzleAnimationID=8

IdleThrottle=0.10

IdleRPM=0.68

IdleNozzle=0.0

CruiseThrottle=0.90

CruiseRPM=0.90

CruiseNozzle=1.0

MilThrottle=0.99

MilRPM=0.99

MilNozzle=1.0

MaxThrottle=1.0

MaxRPM=1.00

MaxNozzle=1.0

FullABThrottle=1.10

FullABRPM=1.06

FullABNozzle=0.0

AltitudeTableNumData=90

AltitudeTableDeltaX=303.8

AltitudeTableStartX=0.0

AltitudeTableData=1.0000,0.9952,0.9840,0.9556,0.9393,0.9145,0.8908,0.8680,0.8460,0.8247,0.8041,0.7843,0.7653,0.7472,0.7300,0.7138,0.6986,0.6843,0.6609,0.6585,0.6468,0.6358,0.6244,0.6145,0.6050,0.5957,

0.5865,0.5772,0.5679,0.5583,0.5484,0.5380,0.5273,0.5160,0.5042,0.4919,0.4791,0.4658,0.4520,0.4380,0.4236,0.4090,0.3943,0.3805,0.3658,0.3513,0.3370,0.3031,0.2895,0.2761,0.2634,0.2515,0.2606,0.2493,0.23

1

9,0.2209,0.2004,0.1918,0.1857,0.1780,0.1706,0.1513,0.1344,0.1286,0.1590,0.1299,0.0995,0.0909,0.0878,0.0798,0.0699,0.0680,0.0584,0.0493,0.0442,0.0385,0.0336,0.0294,0.0251,0.0212,0.0163,0.0114,0.0089,0.

0

75,0.060,0.046,0.034,0.023,0.012,0.009,0.002

DryMachTableNumData=25

DryMachTableDeltaX=0.05

DryMachTableStartX=0.0

DryMachTableData=1.0,1.0,1.0,1.0,1.0,1.0,1.0,1.0,1.0,1.0,1.0,1.0042,1.0080,1.0133,1.0205,1.0296,1.0410,1.000, 0.9713,0.6908,0.3134,0.1394,0.00,0.00,0.00

WetMachTableNumData=22

WetMachTableDeltaX=0.1

WetMachTableStartX=0.0

WetMachTableData=0.9842805,0.9915914,1.0004157,1.0029738,1.0092311,1.0103222,1.0560442,1.1012654,1.1314681,1.2330341,1.3844839,1.5556399,1.8760589,2.0332034,2.1909406,2.3390799,2.4647821,2.5867926,2.6

835739,2.756534,2.8496669,2.9270453

MaxInletTemperature=155

GyroscopicInertia=

TSFCM0=0.880

TSFCM1=1.290

AfterburnerTSFC=1.930

MinFuelFlow=0.01

AfterburnerEffectSize=1.5

ExhaustEmitterName=DirtyExhaustEmitter

ExhaustPosition= -0.854,-5.9751,0.579

AfterburnerNodeName=afterburner1

AfterburnerEmitterName=AfterburnerEmitter

MinExtentPosition=-1.13,-3.68,-1.02

MaxExtentPosition=-0.14, 2.36,-0.04

FireSuppression=TRUE

GasTempMaxRPM=750.0

GasTempIdleRPM=420.0

GasTempChangeRate=5.0

OverheatTemp=980.0

DamageTempDelta=200.0

OilPressMaxRPM=35.0

OilPressIdleRPM=55.0

OilPressChangeRate=0.5

LowOilPress=12.0

LowOilTempDelta=400.0

 

[Engine2]

ReferenceName=Soyuz/Tumansky R-15BD-300

SystemType=JET_ENGINE

InputName=THROTTLE_CONTROL

EngineID=2

HasAfterburner=TRUE

NumAfterburnerStages=2

SLThrustDry=73532.0

SLThrustWet=120417.0

ThrustAngles=0.0,0.00,0.0

ThrustPosition=0.65,-3.00,0.00

ThrottleRate=0.22

NozzleAnimationID=8

IdleThrottle=0.10

IdleRPM=0.68

IdleNozzle=0.0

CruiseThrottle=0.90

CruiseRPM=0.90

CruiseNozzle=1.0

MilThrottle=0.99

MilRPM=0.99

MilNozzle=1.0

MaxThrottle=1.0

MaxRPM=1.00

MaxNozzle=1.0

FullABThrottle=1.10

FullABRPM=1.06

FullABNozzle=0.0

AltitudeTableNumData=90

AltitudeTableDeltaX=303.8

AltitudeTableStartX=0.0

AltitudeTableData=1.0000,0.9952,0.9840,0.9556,0.9393,0.9145,0.8908,0.8680,0.8460,0.8247,0.8041,0.7843,0.7653,0.7472,0.7300,0.7138,0.6986,0.6843,0.6609,0.6585,0.6468,0.6358,0.6244,0.6145,0.6050,0.5957,

0.5865,0.5772,0.5679,0.5583,0.5484,0.5380,0.5273,0.5160,0.5042,0.4919,0.4791,0.4658,0.4520,0.4380,0.4236,0.4090,0.3943,0.3805,0.3658,0.3513,0.3370,0.3031,0.2895,0.2761,0.2634,0.2515,0.2606,0.2493,0.23

1

9,0.2209,0.2004,0.1918,0.1857,0.1780,0.1706,0.1513,0.1344,0.1286,0.1590,0.1299,0.0995,0.0909,0.0878,0.0798,0.0699,0.0680,0.0584,0.0493,0.0442,0.0385,0.0336,0.0294,0.0251,0.0212,0.0163,0.0114,0.0089,0.

0

75,0.060,0.046,0.034,0.023,0.012,0.009,0.002

DryMachTableNumData=25

DryMachTableDeltaX=0.05

DryMachTableStartX=0.0

DryMachTableData=1.0,1.0,1.0,1.0,1.0,1.0,1.0,1.0,1.0,1.0,1.0,1.0042,1.0080,1.0133,1.0205,1.0296,1.0410,1.000,0.9713,0.6908,0.3134,0.1394,0.00,0.00,0.00

WetMachTableNumData=22

WetMachTableDeltaX=0.1

WetMachTableStartX=0.0

WetMachTableData=0.9842805,0.9915914,1.0004157,1.0029738,1.0092311,1.0103222,1.0560442,1.1012654,1.1314681,1.2330341,1.3844839,1.5556399,1.8760589,2.0332034,2.1909406,2.3390799,2.4647821,2.5867926,2.6

835739,2.756534,2.8496669,2.9270453

MaxInletTemperature=155

GyroscopicInertia=

TSFCM0=0.880

TSFCM1=1.290

AfterburnerTSFC=1.930

MinFuelFlow=0.01

AfterburnerEffectSize=1.5

ExhaustEmitterName=DirtyExhaustEmitter

ExhaustPosition= 0.854,-5.9751,0.579

AfterburnerNodeName=afterburner2

AfterburnerEmitterName=AfterburnerEmitter

MinExtentPosition= 1.13,-3.68,-1.02

MaxExtentPosition= 0.14, 2.36,-0.04

FireSuppression=TRUE

GasTempMaxRPM=750.0

GasTempIdleRPM=420.0

GasTempChangeRate=5.0

OverheatTemp=980.0

DamageTempDelta=200.0

OilPressMaxRPM=35.0

OilPressIdleRPM=55.0

OilPressChangeRate=0.5

LowOilPress=12.0

LowOilTempDelta=400.0

 

 

There's also a matter of inlet and oil temperatures. In deference to its engines, The real MiG-25 had an operational maximum of Mach 2.83. Above that speed, engine life could be measured in minutes. I have my MiG-25PD FM set to blow the engines after a few minutes at Mach 3.

 

Also, IIRC, I went through the drag and lift tables on that bird, as well.

[GwynO 16]

I overwrote the engine section of the data ini with the info from the last post with little success, the performance is now worse than the default, flaps are needed just to stay level at 28,000 feet with full AB, curiously the thrust drops to 0 at regular intervals when climbing then returns to positive numbers so where do i need to change these lift and drag values? If it's not awfuly rude of me to ask, perhaps you would be so kind as to post the entire data ini?

[Fubar512 1,350]

perhaps you would be so kind as to post the entire data ini?

 

Sure, not a problem. Just keep in mind that this data.ini is "unofficial", and that sounds and afterburner entries may point to unique files that I'm using in my personal install.

[GwynO 16]

Sure, not a problem. Just keep in mind that this data.ini is "unofficial", and that sounds and afterburner entries may point to unique files that I'm using in my personal install.

 

Thank you very very much indeed Fubar! That has certainley fixed the issues i had before and more over i now have flares and chaff that work, ECM that works, nav lights, sound for the RWR... none of these where working before, maybe you should put in the downloads section as a fix/update for anyone like myself who for whatever reason just wasn't getting the optimum out of the bat? I am very happy now just need to finish 12,000 words of a dissertation for tuesday then when i got free time im going to read through the other Foxbat data ini's see if i can figure out how this stuff works! You must be a genious to understand all that stuff,i wouldn't even attempt to bring a Garuda up to the same spec as quite likely there might be a square centimeter of diference here and there that makes a big diference in the physics of real life and therefore deserve the time and attention to figure out in game physics, as an admiring user of community mods i just hope one day i will understand enough to be able to help contribute something back, for now though thank you very much and happy hunting

[Fubar512 1,350]

I'm glad you like it

 

It simply represents my estimation as to what the original developer of the '25PD's flight model would probably have come up with, had he released it today.

 

I have quite a few older flight models that I've gone through like that, but releasing most of them might be a bit too much.