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#31
05-29-2013, 04:15 AM
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Quote:
My understanding is that the Thunderbolt was pretty aerodynamic and that it had surprisingly low drag for its size. It was however, a big heavy sucker with inefficient props (the paddleblades aren't modeled on the razorback Jugs), so I kind of expected that its acceleration would be less than spectacular, especially at these altitudes. However the Mustang, which is a fairly heavy aircraft when you consider the horsepower of the V-1650 (even with the fuselage tank empty), doesn't seem to suffer for it nearly as much as the Corsair at the far end of its performance curve, so that's where I assume the drag coefficient comes in. I'm going to try to quit complaining about the unrealistic trim demands so much, because the Hellcat, the P-47, the Focke-Wulf and even the Zero have it worse. The FW 190A, though, was supposed to be much quicker off the mark even than most models of the Spitfire V, so I really don't know where to assign the blame for that. Someone in an earlier post suggested E-bleed is what is hamstringing these supposedly high-performance aircraft, and that's as good a place as any to start. Most of the victims of this issue appear to have had what was described at the time as 'sensitive' trim tabs or trim controls; the aircraft was described as easy to trim because the trim adjustments were relatively minor as speed or power changed, and the tabs were often described as 'effective'. What I have been finding is that most of the needed adjustments are too small to use button trim--you either go way over or way under with that last click; the happy medium leaves you either pushing your stick forward or pulling it back 5-10 degrees, which is not the best way to squeeze that last 6-8 kph out of your aircraft by keeping her absolutely level. I've tried switching to trim both on a throttle quadrant and on the Saitek X52 throttle (I just couldn't abide that stick, though, so I either use my CH Combatstick or my son's Thrustmaster T.1600). In either case, the increments you have to apply are teeny-wheeny tiny, especially in the elevator trim. I sometimes think that blowing on the damned things can have a measurable effect on my angle of attack at higher speeds. I have tried a variety of curves, but mostly what happens is that the transition point between 43 and 60 is located just where I needed an extra tiny adjustment. What confuses me is that if you actually watch your rudder or elevators from outside the cockpit as you apply trim by button while parked on the ground, it takes about 80 clicks from a neutral position to the maximum in each direction (80 clicks up, 80 clicks down; same with rudder left/right trim). The animation shows no visible movement for four or five clicks (depending on where you are in the motion range), but I am taking it on faith that the single click has some effect when we are 'flying'; if you watch the vector ball in Wonder Woman view, a single click of rudder trim always has a visible effect, so I'm assuming that the elevator trim works the same way, even though it's harder to detect or measure via the vector ball method. You'd think that 160 clicks of range of adjustment on each control surface would confer a little more precision... cheers horseback 
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