Patch 4.10 - Development Updates by Daidalos Team

[IvanK]

Gents you are overcomplicating the whole thing, relax and take breath It all works exceptionally well. Each single aircraft has been considered in its own right and role. SBD and JU87 are strong enough to do what they need to ... 6G dive recoveries after release is not an issue. So yes all aircraft are stressed appropriately.

[MikkOwl]

I don't have much concern for what planes changes how (I have confidence it will be fairly realistic, which is all I would want). Any apparent stressed concern is just keen passion to think about the topic (and combined with an excessive verbosity = long posts). Curious I am to learn more. Here I go thinking I had a decent understanding of how aircraft behaved in some aspects and things like these come along to stir the pot.

May have a look around for official figures for some of the aircraft.

[Skoshi Tiger]

Originally Posted by IvanK

Gents you are overcomplicating the whole thing, relax and take breath It all works exceptionally well. Each single aircraft has been considered in its own right and role. SBD and JU87 are strong enough to do what they need to ... 6G dive recoveries after release is not an issue. So yes all aircraft are stressed appropriately.

Good to hear! Cheers!

[Flanker35M]

S!

Interesting read As of modern jets, their FCS software/computers limit the G you can pull with loadout attached. This is achieved by telling the FCS via armament computers what you have etc. This is simplified way of saying this, won't go to details for apparent reasons So basically if a plane can carry say 1000kg of ordnance the G-limit would drop, but carrying the loadout itself won't stress the airframe that much as it is designed for it.

The problems arise if you go over the G limit with ordnance attached. With mild stress the attachment points, like bomb racks, pylons and their attachements, are stressed and the structure of tha aircraft. Yet this is not enough to cause deformation or broken places. The structure must be worn out already to even fail undr mild over G.

Now you pull moderate over G with ordance and this can cause slight damage to attachment points, bomb rack locks, even slight deformations or buckles. Yet structural failure is not imminent unless the structure/attachment point is stressed already and worn out. But this moderate over G will reduce the overall plane life expectancy regarding structural integrity.

Now with heavy over G there will be damage, deformation, loose or even broken rivets. Attachment points can be damaged or even broken thus losing the ordnance and/or structural parts. Usual place is the bomb rack locking mechanism to give away before the pylon or other structure. This is to protect the plane. Heavy over G greatly reduces the life of the airframe if continuous and will cause cracks, dents and deformation in the long run. Planes are afterall designed to tolerate a certain amount of stress before breaking or reduced integrity.

Severe over G can cause loss of structural parts and integrity. But this would require a very sharp high peak value of G. The risk is biger when the airframe is older. Again the structural loss can be due other parts than the structure itself breaking, like in Mustangs the main landing gear uplock mechanism failing in a high speed high G pull up causing it to extend and rip off thus causing a Class A mishap. So basically structure itself begins to break when secondary or tertiary structure/equipment fail exposing the structure to loads above design criteria. A single severe over G maight not break a plane, but it could be a write off due damage it will sustain.

I hope this clarified even a bit of this matter. This all based on my work and all that. Over G is not just simply an on/off situation to lose a part or similar, more like a cumulative event. Everything adds to strain and when the maximum has been reached failures begin and lead to catastrophic results.

Have a nice weekend!