hawker111

Hello, I have been studying a couple of charts from the F-106 Delta Dart flight manual, and the speeds shown are in mach. Since mach changes at different altitudes, I was curious to know if the charts in the manuals showing mach numbers use static mach numbers (1Mach = 661.47knots). Or, do the mach numbers on the charts need to be converted to knots with an aviation calculator such as the one on this page: http://www.hochwarth.com/misc/AviationCalculator.html If you would like to see the charts in the F-106 manual, you can download the manual here: http://www.f-106deltadart.com/manuals_documents.htm The manual I downloaded is: T.O. 1F-106A-1 (1969, rev.1972) Please take a look at pages 6-8 to 6-18. I appreciate the help very much!

I just flew the stock F-16A in SF2 for the first time. I brought the speed up to Mach 1.2 at low altitude, and I pulled all the way back on the stick (with the down arrow key) and I looked at the G meter and it read: 27 Gs! Is there a realistic F-16A add-on available? Thanks, Hawker111

Hello to all, What aircraft have the most realistic over-G damage modelling? If you could recommend a few to download I would appreciate it. Thanks, Hawker111

Excellent point Baffmeister. I have also heard that this is true. But you don't think this is modelled in SF?

Thanks for the reply Caesar. So in your opinion, having the engines damaged or having them go on fire would be a good way to model engine mount failure due to over-G?

If the engine mounts broke on a fighter because it pulled a high G for too long, what would happen? How could this be modelled in the sim?

Yes Migbuster, that is my question. Thanks, hawker111

Hi to All, What would be the average minimum airspeed needed for a jet fighter to obtain zero-G? For example, if the F-104 Starfighter was in a zoom climb, and its airspeed dropped to 70 KIAS, would the F-104 probably be able to get into zero-G at such a low airspeed? Thanks, hawker111

What exactly causes a fighter aircraft to sustain high G turns at higher airspeeds? For example, let's say you have a jet fighter than can sustain, say, 7 Gs at 500 knots, but if the fighter started the 7 G turn at, say, 425 knots it would not be able to sustain the 7 G turn, but would bleed its airspeed down. What exactly causes the fighter to sustain the 7 G turn at the higher airspeed? Is it: 1) A lower AOA at the higher airspeed 2) At the higher airspeed a jet engine produces greater thrust 3) A combination of both 1 and 2 Thanks, hawker111

What information would one need to have in order to create an E-M diagram for a particular fighter aircraft? hawker111

Hi all, How do you turn on the cockpit G-meter? And in real life, when in a climb you loose a G, and when in a dive you gain a G. Is the cockpit G-meter supposed to show you the -/+ G when performing vertical maneuvers? What is the difference between "radial G" and "Cockpit G?" http://navyflightmanuals.tpub.com/P-1276/Fig-1-Vertical-Plane-Maneuvering-Egg-8.htm Thanks, hawker111

Here is a drawing of the vertical maneuvering egg: My question is, even if a fighter did not loose a G going up, and gain a G going down, wouldn't the vertical turn still be egg shaped? Because the fighter will loose airspeed going up, reducing Gs, and gain airspeed going down, gaining Gs. Thanks, hawker111

How do you run the sim in debug mode? And, is it possible to run WOV in debug mode?

Could the F-104 Starfighter, if it was flying fast enough, pull 10 + Gs?

Streakeagle, I'm flying WOV and I would like the Gs I am pulling to be displayed at the bottom of the screen. At the bottom of the screen there is a translucent box that shows: Speed: Altitude: (in red color) Heading: Throttle: Is it possible to display Gs in a translucent box at the bottom of the screen? Thank you, hawker111

Did the F-104 have a "pitch-up" problem like the F-101 did? They both have the "T-tail" design. hawker111

When an aircraft's weight increases, do the G stall line numbers increase, and when an aircraft's weight decreases, do the G stall line numbers decrease? Here are the G stall line numbers for the F-105D Thunderchief, obtained from the V-G diagram contained in the aircraft's flight manual. These numbers are for a clean aircraft: 1G: 160 2G: 220 3G: 275 4G: 320 5G: 360 6G: 400 7G: 440 8G: 470 9G: 500 Do these numbers increase when the aircraft is heavier, and decrease when the aircraft is lighter? For example, if the F-105D was really heavy, loaded down with external ordnance, would it still be able to achieve 7Gs at 440 KCAS, or would it have to be going faster in order to have the lift required to pull a 7G turn? Would it still be able to take off at 160 KCAS, or would it have to be going faster that that? Could it still pull 4Gs once it reached 320 KCAS, or would it need to be going faster? Thanks, hawker111

What jet fighter aircraft could attain Mach 1 at sea level at military power? Thanks, hawker111

Here is a link to a film that features the F-86 Dog Sabre: The Sabre pilot takes off and climbs to 30,000 feet (7:43). He runs out of oxygen (8:23) and has to dive down to a lower altitude. At 9:24-9:30 the pilot says: "Better watch that fuel though*. This can is really gulpin' it down at this altitude." Later on the pilot is running low on fuel. At 13:35-13:41 the pilot says: "If I just had some oxygen I could have stayed at altitude and cut down my fuel consumption." My question is, if the Sabre is cruising at 30,000 feet, its engine will consume less fuel at that altitude than at a lower altitude with the same throttle setting? Thanks, hawker111 * or does he say: "Better watch that fuel load."

Do all of the aircraft in Strike Fighters II have very accurate fuel consumption rates at all altitudes? Thanks, hawker111

As an example, let's say two F-105D Thunderchiefs are flying together. The first is clean, and has an empty internal bomb bay, and only 2,000 lbs of internal fuel. The second F-105 is clean also, but has a full internal bomb bay and an almost full internal fuel load. Will the first F-105 be able to both accelerate faster and attain a higher maximum level flight airspeed than the second? Thanks, hawker111

In this film Doug, an F-4 pilot, says that an F-4 pilot must learn to roll the aircraft using two different techniques. One for low AOA, and one for high AOA. He says that when you have low AOA you can roll the aircraft in the conventional way, pushing the control stick left or right and rolling with ailerons. But Doug says that if you want to roll at high AOA you must keep the stick centered and use your rudder to roll the aircraft. If you use aileron to roll at high AOA the aircraft will suffer adverse yaw. So if you push the stick left to roll left, the fighter will yaw right, and will roll in the direction of the yaw. Here is the film (9:30 -11:05): What F-4 Phantom flight model best simulates adverse yaw at high AOA? And, did all of the Century Series fighters suffer from adverse yaw at high AOA? Thanks, hawker111

Is it true that the F-16A can pull a 9 G turn at a lower airspeed than the F-16C? Does anyone know the lowest airspeed the F-16A can pull a 9 G turn? Thanks, Delta

Has anyone seriously analyzed the flight modeling of stock Third Wire fighters to see if the flight modeling is very accurate? hawker111

Streakeagle, Thank you very much. I really enjoyed reading all that you wrote. I would like to ask you a question about something you had wrote: "For instance, t-tail aircraft like the F-104 and even the F-4 have control/stability issues caused by the wings disturbing the airflow to the horizontal stab/elevator at high AoA." Could you explain exactly what happens when the F-104 and F-4 exceed a certain angle of attack? I know that the F-101 Voodoo had a "pitch up" problem. Here is a film: Thanks, hawker111