Quote:
Originally Posted by RAF74_Winger
This works for fuselage mounted bomb racks, what about the bending relief that you get with wing-mounted bomb racks? You now have two masses attached to either wing which act to reduce the total bending moment at the wing root - i.e. the acceleration x mass forces act in the opposite direction to the applied aerodynamic load. Do you intend to increase the G-limit for those cases or just leave them the same? Just asking.
I'm going to ignore the CofG movement with the added mass - that's different for each plane and probably much more than you intended to consider.
W.
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Thats a good point on Wing Bending relief. Its not a factor in the DT revised G module. Wing Bending relief is something very important in long term Fatigue management in large aeroplanes. Most current large transports for instance keep fuel in the outer wing tanks for as long as possible to take advantage of this relief. In military fighter circles its not such a big player. Even in modern flight control systems with active G limiters I don't believe any increase in G is available because a store is on the wing station. The Flight control computers are aware of whats where and that obviously affects some parameters (like rolling G limits AOA etc). In most cases any store means an increase in weight if that weight results in a value over the design (Nzw thingy) then a reduction in g limit applies. In the case of WWII fighters the documentation shows no bending relief credit for wing mounted stores, you put something on the aeroplane (anywhere) the G limit is reduced.
As to C of G shift with external stores. Thats already there in native IL2. Try the Yak9B with 128 Ptabs in the back. Its longitudinal stability is pretty average, drop the PTABS and you are back to a normal aeroplane. Why we dont see a lot of this in IL2 is that just about every aeroplane in Il2 has its stores close to the C of G.
Flanker35M ... you keep resetting those 811 codes the pilots will keep generating them for you
