FSX Grumman X10F-1 Jaguar: Review / Phase 1 Flight Test

[Nels_Anderson]

FSX Grumman X10F-1 Jaguar

Review / Phase 1 Flight Test

By PhrogPhlyer

 

This article will document a Phase 1 flight test for the FSX Grumman X10-1F Jaguar.

 

The model was developed by uenoshing and is available on FlightSim.com (download here). His eight years of development are immediately apparent in the high level of photo quality texturing and a detailed and functional VC (3D cockpit).

 

My initial impression when flying was that this is an excellent example of the transitionary aircraft of the jet age. Early jet engines were very low powered compared to newer engines. These aircraft were slow and heavy. And their flight characteristics were similar to the later model propellor driven fighters. If you want to fly at Mach and near Mach speeds, this generation of jets is not for you. The XF-10F is a fun and very visually and functionally detailed aircraft. It belongs in the hangar of anyone who enjoys early jets.

 

The aircraft, being very realistic when initially flow, made me wonder what its full range and capabilities were. This is when I decided to do a full Phase 1 fight test.

 

I will be following a very abbreviated version of the Phase 1 process used for actual aircraft. Some sections have been removed since they either do not apply to this particular aircraft or are not well reproduced in FSX.

 

I referred to Naval Fighters Number Twenty-Six, Grumman Swing-wing XF-10F-1 Jaguar by Ginter Books, and modeled this test program loosely around that actual flight tests.

 

http://www.ginterbooks.com/NAVAL/NF26.htm

 

The specific tasks performed, and observations made, are recorded on test cards, one for each area that is being investigated.

 

1. PRE-FIGHT / CONTROLS CHECK
2. LOW SPEED TAXI and GROUND HANDLING
3. HIGH SPEED TAXI and GROUND HANDLING
4. INFLIGHT TESTS
5. AIRCRAFT DATA
6. CHECKLISTS

Test Flight Location

Edwards Air Force Base in California was chosen for the location to perform the test flights for the XF-10. It has been the scene for so many test flight activities through the years, most notably the historic breaking of the sound barrier by Chuck Yeager flying in the Bell X-1 rocket plane.

 

Edwards also offers a unique location, away from population centers, stable clear weather, and distinct visible landmarks along its 125 miles of ranges.

 

 

These are depicted on the aviation Sectional Chart as Restricted Areas (R-2515, R-2524, and R-2502, and R-2502N.

 

 

Time to get to work. As with every flight, pre-flight is an essential, and regulatorily required activity to ensure that the aircraft is physically safe to fly.

 

Flight #: 1 -- PRE-FLIGHT / CONTROLS CHECK (1 hour)

Objectives

 

• Validate Pre-flight Condition
• Ensure Control Functioning

 

As with real aircraft, preflight is a critical activity to make sure that the aircraft is ready for flight. This is when you can look at areas you cannot while flying and verify that all controls and switches are working correctly.

 

For simulator aircraft, you verify that movable features are functioning.

 

PRE-FLIGHT

• Cockpit Switches
  
• Canopy Full Range Open/Close
• Pitot Extend/Retract
  

• Tailhook Extend/Retract
  

 

CONTROL FUNCTIONING

• Ailerons - Free/Correct (Correct refers to ensuring that the control surfaces move in the correct direction they should with movement of the cockpit controls
• Horizontal Stabilizer - Free/Correct
• Rudder - Free/Correct

• Wing Retraction Angle - 13.5° minimum sweep

• Wing Retraction Angle - 42.5° maximum sweep

• Landing Flaps and Tail Bumper

• Spoilers
  

• Trim (observe full deflections on cockpit indicators)
  

 

NOTES

• Controls smooth, no friction or binding felt, minimal force required
• Aircraft ready for ground handling and flight

 

Flight #: 2 -- LOW SPEED TAXI and GROUND HANDLING (1 hour)

Objectives:

 

• Validate Ground Handling and Taxi Characteristics
• Explore Steering and Braking Characteristics

 

Especially for aircraft you have never flown, low speed taxi and ground handling test give you an initial feel for the responsiveness of the aircraft. It also allows you to determine ramp space needed to maneuver around other aircraft and into parking spots.

 

RAMP BRAKING

• Release parking brake
• Increase power to start taxi
• Full brake
• Record brake action Strong

 

TURN RADIUS

• Release parking brake
• Increase power to start taxi
• Full differential brake in turn direction
• Full brake and stop after 180 deg of turn
• Record nosewheel displacement/radius 11 feet

LOW SPEED TAXI

• Release parking brake
• Increase power to start taxi ?15 KIAS
• Taxi per Ground Control directions from ramp to runway via taxiways
• Make small S-turns along taxiway
• Stop at approach to runway
• Record taxi characteristics Stable

 

NOTES

• Aircraft is slow to accelerate from a full stop.
• Brakes are firm with no apparent fading with full brake application.
• Turn radius is tight with no lean into outboard gear shock absorber.
• Immediate response to rudder inputs (nosewheel) without any oversteering or lagging after rudder application.

 

Flight #: 3 -- HIGH SPEED TAXI and GROUND HANDLING (2 hours)

Objectives:

 

• Validate Ground Handling and Taxi Characteristics
• Explore Steering and Braking Characteristics

 

High speed taxi gives the pilot an opportunity to become familiar with the aircraft's handling without actually getting airborne (or with very minor lift offs with immediate landings.

 

Acceleration times and runway length requirements are determined during these tests.

 

Keep in mind that runway length requirements should include the length needed to get to takeoff speed AND what is needed then bring the aircraft to a stop.

 

Many pilots have attempted to take off from a short field without considering the second part, stopping distance, with other than optimal results.

 

 

Edwards AFB Runway 4 - 12,000' x 200'

 

TAXI 15 to 50 KIAS - Rolling

• Runway line-up
• Wing forward sweep and mid-flaps
• Release Brakes
• Apply T/O power
• Start timer
• Record time to 15 KIAS (5) 25 KIAS (10) 50 KIAS (15) seconds
• Record distance 15 KIAS (100)' 25 KIAS (275)' 50 KIAS (575)'
• Reduce power to idle
• No brake, decelerate to ≤15 KIAS
• Taxi back for next test

TAXI 15 to 50 KIAS -- Brake Full Power

• Runway line-up
• Wing forward sweep and mid-flaps
• Full Brakes
• Apply T/O power
• 5 second then brake release
• Start timer
• Record time to 15 KIAS (7) 25 KIAS (12) 50 KIAS (20) seconds
• Record distance 15 KIAS (50)' 25 KIAS (115)' 50 KIAS (230)'
• Reduce power to idle
• No brake, decelerate ≤15 KIAS
• Taxi back for next test

Aborted T/O & 50 KIAS

• Runway line-up
• Wing forward sweep and mid-flaps
• Release Brakes
• Apply T/O power
• Accelerate to 50 KIAS
• Rapidly reduce power to idle
• Apply and hold full brakes
• Record braking characteristics, comment in notes (Strong)
• Taxi back for next test

 

TAXI 50 to 100 KIAS

• Runway line-up
• Wing forward sweep and mid-flaps
• Release Brakes
• Apply T/O power
• Start timer
• Time to 50 KIAS (20) 75 KIAS (30) 100 KIAS (48)
• Distance 50 KIAS (575)' 75 KIAS (1350)' 1000 KIAS (3425)'
• Reduce power to idle
• Roll to ≤15 KIAS
• Taxi back for next section

TAXI 50 to 100 KIAS -- Brake Full Power

• Runway line-up
• Wing forward sweep and mid-flaps
• Full Brakes
• Apply T/O power
• 5 seconds then release brakes
• Start timer
• Time to 50 KIAS (15) 75 KIAS (25) 100 KIAS (35)
• Distance 50 KIAS (230)' 75 KIAS (650)' 1000 KIAS (1550)'
• Reduce power to idle
• Mild brake decelerate to ≤15 KIAS
• Taxi back for next section

Aborted T/O & 100 KIAS

• Runway line-up
• Wing forward sweep and mid-flaps
• Release Brakes
• Apply T/O power
• Accelerate to 100 KIAS
• Rapidly reduce power to idle
• Apply and hold full brakes
• Record braking characteristics, comment in notes (Strong)
• Taxi back for next test

 

Repeat all sections above with aft wing sweep. Note is any variance in acceleration times.

 

NOTES

• With the power reduction at 50 KIASs aircraft Continued to accelerate to 60 KIASs before decelerating.
• 100 KIAS aborted T/O, 11 seconds to full stop. Tracked straight with no tendency to swerve left or right.
• Acceleration times for all repeated sections had the same time to speeds with forward or aft wing sweep.
• Approx. 50% ground roll reduction with brakes and full power applied for 5 seconds (95% engine rpm) before brake release.

 

Flight #: 4 -- INFLIGHT TESTS (3 hours)

Objectives:

 

• Validate Flight Handing Characteristics in Various Configurations
• Determine Maximum Level Flight Speeds
• Determine Stall Speeds
• Determine Maximum Obtainable Speed (dive)
• Determine Service Ceiling

 

Takeoff and Climbout

• Wing forward sweep and mid-flaps

• Wing forward sweep and mid-flaps
• Release Brakes
• Apply T/O power
• At 120 KIASs smooth pull back until 10° nose high
• Hold pitch attitude to start climb
• Record speed at lift off from runway. (140) KIAS

• Retract Gear at 1,000' AGL (use radio altimeter)

• Do not change throttle setting, until passing 2000' AGL (use radio altimeter)
• Climb out at 160 KIASS
• Climb to 8,000' MSL and level off

 

Slow Flight

• Verify wing forward sweep and mid-flaps
• Setup 50% RPM
• Check engine gauges
• Record Exhaust Temp (440) °C and Oil Press (31) psi

• At 8,000' trim for hands-off level flight
• Record TAS (120) KIASs
• Yaw with rudder left and right 5 degrees
• 360 degree clearing turns (10 degrees bank)
• 360 degree clearing turns (20 degrees bank)
• Decrease speed to 140 KIASs
• Apply full flaps
• Slowly decrease speed to 120 KIASS -- maintain altitude
• 360 degree clearing turns (20 degrees bank)
• Apply full flaps
• Slowly decrease speed to 100 KIASs -- maintain altitude
• 360 degree clearing turns at 20 degrees bank

 

Cruise Flight

• Check engine instruments
• Increase throttle (85% RPM)
• Maintain stable level flight
• Record speed (180) KIASs

 

Power-off Stall -- Forward Wing Sweep

• Check engine instruments
• Throttle (50% RPM)
• Slowly decrease speed to 120 KIASs
• Throttle to Idle -- maintain altitude until stall
• Decrease AOA (angle of attack) and increase throttle (50% RPM)
• Climb back to 8000'
• Record speed at stall (100) KIASs

 

Power-off Stall -- Aft Wing Sweep

• Check engine instruments
• Throttle (50% RPM)
• Wings set to aft sweep
• Slowly decrease speed to 120 KIASs
• Throttle to Idle -- maintain altitude until stall
• Decrease AOA (angle of attack) and increase throttle (50% RPM)
• Climb back to 8000'
• Record speed at stall (110) KIASs

 

Power-on Stall -- Forward Wing Sweep

• Set wings full forward
• Check engine instruments
• Throttle (Max RPM)
• Climb at 40° nose up
• Maintain attitude until stall
• Decrease AOA (angle of attack) and decrease throttle (50% RPM)
• Descend back to 8000'
• Record speed at stall (85) KIASs

 

Power-off Stall -- Aft Wing Sweep

• Set wings full aft
• Check engine instruments
• Throttle (Max RPM)
• Climb at 40° nose up
• Maintain attitude until stall
• Decrease AOA (angle of attack) and decrease throttle (50% RPM)
• Descend back to 8000'
• Record speed at stall (85) KIASs

 

With aft sweep, Rapid pitch up when high AOA is maintained with immediate wing and nose drop to spin entry. Normal spin recovery is immediate with minimal loss of altitude (less than 2500').

 

Landing Configuration Stall

• Check engine instruments
• Throttle (50% RPM)
• Wings set to full forward sweep
• Set full flaps
• Slowly decrease speed to 120 KIASs
• Landing gear down and locked
• Throttle to Idle -- maintain altitude until stall
• Decrease AOA (angle of attack) and increase throttle (max RPM)
• Climb back to 8000'
• Configure for cruise
• Record speed at stall (100) KIASs

 

High Speed Level Flight

• Climb to and maintain 10,000'
• Wings forward sweep
• Establish max. cruise at 85% RPM
• Increase to full throttle
• Record speed (180) KIASs
• Wings to aft sweep
• Record speed (240) KIASs

Service Ceiling -- Forward Wing Sweep

• Climb to and maintain 10,000'
• Nose up 20° and decelerate to 140 KIASs in the climb
• Increase power to maintain 140 KIASs
• When full power is reached, maintain airspeed above stall until reaching service ceiling
• Record initial rate of climb (2,500) fpm
• Record stabilized rate of climb (1,200) fpm
• Max altitude is obtained when aircraft is at full power above stall, and VSI reverses from climb to descent
• Record maximum altitude (20,990)' at (110) KIASs

Service Ceiling -- Aft Wing Sweep

• Descend to and maintain 10,000'
• Nose up 20° and decelerate to 140 KIASs in the climb
• Increase power to maintain 140 KIASs
• When full power is reached, maintain airspeed above stall until reaching service ceiling
• Record initial rate of climb (4,500) fpm
• Record stabilized rate of climb (1,500) fpm
• Max altitude is obtained when aircraft is at full power above stall, and VSI reverses from climb to descent
• Record maximum altitude (21,650)' at (110) KIASs

Maximum Speed - Dive

• At service ceiling nose down 45°
• Apply full power in the dive
• Approaching 6000' throttle back to minimum rpm
• Gentle back stick to stop decent and level off
• Power to 50% RPM
• Record max speed obtained (550) KIASs

Landing

• Depart test range direct to Edwards AFB

• Contact Edwards Tower, Request the break for Rwy 4
• Maneuver to lineup on runway heading direct for the runway, 160 KIASs; A break is an airport pattern entry procedure, mostly used by the military, to enter the pattern from over the runway to the downwind leg

• Break at the upwind numbers

• During the 180° turn to downwind configure the aircraft for landing (flop, chop, drop)
• Flop, 60°
• Chop, power reduced for pattern speed

• Drop, lower gear and flaps as required

• Fly pattern at 140 KIASS
• Position abeam the numbers, slow to 120 KIASs
• The military uses a 180° downwind to base to final pattern. This is different than the civil squared pattern with a defined base leg.

• At the 90
  

• At the 45
  

• Short final, Full flaps with tail bumper for landing

• Over the threshold, 110 KIASs

• Flare/round out (small bounce)

• Touchdown, 100 KIASs

• Not my best landing, but safely on the ground.
• Taxi back and "Grin"

 

NOTES

• Generally, very stable handling.
• Responsive in pitch and roll allowing most aerobatic maneuvers.
• Nose drops on rapid roll during pattern break. Anticipate and/or add up trim during break line-up.
• Cross threshold at 110 KIASs to minimize floating during flare.
• Autopilot was not evaluated.
• Shipboard tail hook was not evaluated.
• Spoilers/speed brake was not evaluated.

 

Performance

Vr		120 KIAS
VLO		140 KIAS
Cruise		160 KIAS
Cruise Speed Aft Flaps		220 KIAS
Max Level Speed Fwd Flaps		180 KIAS
Max Level Speed Aft Flaps		240 KIAS
Max Speed Dive Aft Flaps		550 KIAS
Pattern Speed		140 KIAS
Vref		110 KIAS
Landing Speed		100 KIAS
Vso		85 KIAS
Vs		100 KIAS

 

Aircraft Data

Length		54.43ft
Height		16.24ft
Width maximum sweep		36.65 ft
Width minimum sweep		52.42 ft
Retraction angle maximum sweep		42.5°
Retraction angle minimum sweep		13.5°
Wing Area maximum sweep		450 ft/sq
Wing Area minimum sweep		467 ft/sq
Empty weight		20.426 lb
Maximum takeoff weight		35,450 lb
Engine		Westinghouse 40-WE-6
Normal thrust		6,700 lb
Maximum thrust		7,400 lb
Maximum speed		550 KIAS (633 mph)
Range		1,670 mi
Fuel Capacity (fuselage)		1,037 gallons in fuselage (3 locations)
Fuel Capacity (Wings)		548 gallons in wings (2 locations)
Fuel Capacity (Tanks)		600 gallons in tanks (2 locations)
Fuel Capacity (Max)		2185 gal 14858 lb

 

Definitions

• KIAS Knots Indicated Air Speed
• Vr Rotation speed. The speed at which the pilot begins to apply control inputs to cause the aircraft nose to pitch up, after which it will leave the ground.
• VLO Takeoff Speed. Speed that the aircraft lifts off from the runway with no further control inputs after rotation.
• Vx Speed that will allow for best angle of climb.
• Vy Speed that will allow for best rate of climb.
• Vref / Threshold Speed 110 KIASs (Landing reference speed or threshold crossing speed. Must be at least 1.3 VS0.)
• Landing Speed 100 KIASs
• Vso 85 KIAS (Stall speed or minimum flight speed in landing configuration.)
• Vs 100 KIAS (Stall speed or minimum flight speed.)
• Vfe 85 KIAS (Maximum flap extended speed.)
• Vno 111 KIAS (Maximum structural cruising speed or maximum speed for normal operations. Speed at which exceeding the limit load factor may cause permanent deformation of the aircraft structure.)
• Vne 149 KIAS (Never exceed speed.)

 

Checklists

STARTUP

1. Set the fuel to your desired amount.
2. Parking Brake -- SET
3. Master battery -- ON. (Shift + 1 / Power control panel)
4. Generator switch -- ON. (Shift + 1 / Power control panel)
5. Avionics switch -- ON. (Shift + 1 / Power control panel)
6. Fuel control switch -- ON. (Shift + 2 / Engine control panel)
7. Engine start switch -- ON. (Shift + 2 / Engine control panel)

 

TAXI

1. Pitot -- EXTEND, Jettison -- OFF (There is a jettison switch on the front left edge of the VC's left console panel. When the switch is turned on, the nose pitot tube is retracted.)
2. Brakes -- CHECK
3. Instrument Cross-Check -- CHECK

 

BEFORE TAKEOFF

1. Brakes -- CHECK
2. Nose Wheel -- STRAIGHT
3. Brakes -- SET and HOLD
4. Flight Controls -- FREE and CORRECT
5. Communication/Navigation Radios - SET
6. Flight Instruments - SET and CHECKED
7. Fuel Quantities -- CHECKED
8. Trim - SET for TAKEOFF
9. Flaps - SET for TAKEOFF
10. Canopy - CLOSED and LATCHED
11. Seat - ADJUSTED/ LOCKED
12. Departure Briefing - CLEARANCE / EMERG. PLAN
13. Advisory/ Tower - CONTACT

 

CLEARED FOR TAKEOFF

1. Lights - AS REQUIRED
2. Transponder -- ALTITUDE
3. Brakes -- HOLD
4. Traffic -- CHECK
5. Throttle - 50% RPM
6. Engine Gauges -- CHECK
7. Throttle -- MAX RPM
8. Throttle - 85% or HIGHER
9. Brakes -- RELEASE
10. Elevator Control - LIFT NOSE AT 110 KIAS
11. Climb Speed - 140 KIAS
12. Flaps - RETRACT IF APPLICABLE

 

ENROUTE CLIMB

1. Airspeed - 160 KIAS
2. Throttle - FULL OPEN

 

CRUISE

1. Power - SET for CRUISE
2. Trim - AS REQUIRED
3. Landing Light - OFF
4. Heading Indicator - CROSS-CHECK

 

DESCENT

1. ASOS/ATIS - OBTAIN
2. Altimeter - SET
3. Arrival Briefing - COMPLETE
4. Power - AS REQUIRED
5. Landing Light - ON
6. Wing Flaps - AS REQUIRED

 

BEFORE LANDING

1. Seats, Belts and Shoulder Harnesses - ADJUST/LOCKED

 

NORMAL LANDING

1. Power - AS REQUIRED
2. Airspeed - (mid up) 140 KIAS
3. Wing Flaps - AS REQUIRED
4. Airspeed - (full flaps) 120 KIAS
5. Touchdown - MAIN WHEELS FIRST
6. Brakes - APPLY AS NECESSARY

 

GO AROUND (BALKED LANDING)

1. Throttle - FULL OPEN
2. Wing Flaps - RETRACT TO MID-FLAPS
3. Climb Speed - 140 KIAS

 

AFTER LANDING / CLEAR OF RUNWAY

1. Wing Flaps - RETRACT TO MID-FLAPS
2. Landing Light - OFF
3. Transponder - STANDBY
4. Taxi Clearance / Advisory - CONTACT

 

SECURING AIRPLANE

1. Radios & Electrical Equipment - OFF
2. Pitot - RETRACT
3. Throttle - IDLE
4. Mixture - IDLE CUT-OFF
5. Ignition - OFF
6. Beacon - OFF
7. Master Switch - OFF
8. Flight Information - RECORD
9. Wheel Chocks & Tie Downs - SECURE
10. Post Flight Walk-Around - COMPLETE

 

 

 

 

[8of10]

Thank you. I appreciate your attention to detail and patience. A fine report. Very reliable. 

[PhrogPhlyer]

1 hour ago, 8of10 said:

I appreciate your attention to detail and patience. A fine report. Very reliable. 

I'm glad you found this helpful.

I definitely learned a lot about this aircraft and the range of flight characteristics available in FSX.

 

[lnuss]

Very interesting approach to a "review." You've certainly done more than a review -- you've also done a nice dissertation on aircraft testing in the sim world. A nice job indeed!

 

Thanks!

 

Addendum: It loads fine into P3D V2.4, and looks mighty good- will check it further when I have the chance.

[PhrogPhlyer]

1 hour ago, lnuss said:

dissertation on aircraft testing in the sim world. A nice job indeed!

Thanks Larry.

Once I got stated I just wanted to push the envelope more and more.

And compared to a full Phase 1 test series for a real aircraft, even a homebuilt, this was a very shortened test program.

 

[lnuss]

1 hour ago, PhrogPhlyer said:

And compared to a full Phase 1 test series for a real aircraft, even a homebuilt, this was a very shortened test program.

That's very true, but it's more than I ever expected to see for a sim aircraft. It's a great thing for simmers to see, though, as it gives them a small taste of the test pilot's world. Thanks for doing it.

[lnuss]

OK, I've had a chance to fly this Jaguar briefly. I went to Edwards to fly it, given your comments that it mimics the typical long takeoff roll of early fighters, and flew it around for a few minutes.

 

It looks good, and TrackIR lets me look around the cockpit very well -- seems fine. But in flight I have a couple of quick impressions of flight behavior:
 

It shouldn't take full aft stick at 500 KIAS to pull 5 gs, and the rate of pitch change is abysmal at that point.

 

Roll into a steep bank (70º plus) and pull back -- watch the nose rise (as if right rudder were applied, in a left bank) and the slow rate of turn. This is similar to most default FS aircraft (From FS98 through FSX and P3D too), and if continued for a full 360º turn (especially beyond that) it will result in nose being 30º to 60º above the horizon (in a 75º bank?) and with the aircraft sinking at an ever increasing rate. This typically can be fixed by adjusting the yaw parameters in AirEd, but it takes a lot of trial and error. And that often requires some other adjustments, too. I never did much of this since my buddy Mike loved making the FS aircraft fly like an airplane, but he devoted lots and lots of hours to correcting an individual aircraft.

 

On 7/26/2023 at 7:09 AM, Nels_Anderson said:

Generally, very stable handling.

True- too stable, it seems to me, especially in pitch.

 

These are very quick impressions, and I only flew it for a few minutes, checking a few things that I've known to be a problem in most downloaded (free and pay) aircraft, and it's far from a full evaluation, even the more simple ones I tend to use for new (to me) aircraft.

 

So, neat bird, and will be interesting to have around.

[PhrogPhlyer]

5 hours ago, lnuss said:

It shouldn't take full aft stick at 500 KIAS to pull 5 gs, and the rate of pitch change is abysmal at that point.

Surprisingly, this is very similar to the actual aircraft. Corky Meyer said that it became so stable at high speeds as to make the stick nearly unmovable (50lb force per G).

 

5 hours ago, lnuss said:

if continued for a full 360º turn (especially beyond that) it will result in nose being 30º to 60º above the horizon (in a 75º bank?) and with the aircraft sinking at an ever increasing rate.

Interestingly to me, this is true with a lot ov real aircraft of this vintage (T-28, F-86). The fastest way to get a rapid decent was a steep banked turn and let the nose drop through the horizon.

 

5 hours ago, lnuss said:

too stable, it seems to me, especially in pitch.

I feel this is also related to the bank vs rate of decent mentioned above. Again, this generation of aircraft ended to be very stable with a lot of mass to get into motion.

 

I really appreciate you looking at some areas I had not. I guess a set of Phase 2 test flights are in order... but not anytime soon.  

[lnuss]

49 minutes ago, PhrogPhlyer said:

Interestingly to me, this is true with a lot ov real aircraft of this vintage (T-28, F-86). The fastest way to get a rapid decent was a steep banked turn and let the nose drop through the horizon.

 

I think you misinterpret what I'm saying. Although I described the Jaguar, most default and most downloaded (pay or free) aircraft in the sim exhibit this anomaly. To see what I'm describing, first get in the 6 o'clock spot view, then imagine what you SHOULD see as you make a turn, then establish a turn (almost any bank angle will do, 30º for example, but steeper shows it much better) and maintain level flight in the turn for at least 720º while carefully watching the aircraft's attitude. Watch the nose come up and the aircraft sink until (yes, even in a 20º bank) it will reach the ground if you maintain the bank angle and hold the back pressure long enough, trying to maintain altitude (really shallow banks make it take longer to hit the ground). Hopefully you'll recognize that you are seeing something that is not real world physics in action, and is even weird. It CAN be corrected in AirEd, but it is time consuming and needs a lot of patience and trial and error to do so.

 

 

49 minutes ago, PhrogPhlyer said:

Surprisingly, this is very similar to the actual aircraft. Corky Meyer said that it became so stable at high speeds as to make the stick nearly unmovable (50lb force per G).

 

Unmovable and full aft are two different things. Non-boosted or minimally-boosted controls could, of course, easily be overpowered by the relative wind, but there would still be potential travel remaining. Of course in the sim you can't simulate a variation in stick pressures.

 

BTW, try the same thing in the default Cessna, Boeing, Mooney, etc.

[kalizzi]

Wow that’s one quality review and one very thorough flight testing. Hats off. Thank you Nels for this hefty post. A standard raiser for sure.
 
Khalid 

[kalizzi]

12 hours ago, kalizzi said:

Wow that’s one quality review and one very thorough flight testing. Hats off. Thank you Nels for this hefty post. A standard raiser for sure.
 
Khalid 

Sorry I didn't see the PhrogFlyer's name as the one who did the flight testing. I guess I have to pass on the high praise and compliments paired with an apology for this oversight. I downloaded the model and took it for a  check ride at Edwards AFB. Very impressive, love the under-powered effect and the slow jet spool of the era. This is on a par with any payware. What other models does this guy (uenoshing) produce or is there anything on a par with this quality, even by other developers?

 

Khalid

[PhrogPhlyer]

4 hours ago, kalizzi said:

Sorry I didn't see the PhrogFlyer's name

I am glad you enjoyed the article, it was definitely one challenging flight test program.

It may take a while, but eventually I'll get around to evaluating his other aircraft.

 

You can find uenoshing's other designs here in FlightSim:

https://www.flightsim.com/search/?q=uenoshing&quick=1&type=downloads_file&nodes=16 

[kalizzi]

On 8/14/2023 at 1:52 AM, PhrogPhlyer said:

I am glad you enjoyed the article, it was definitely one challenging flight test program.

It may take a while, but eventually I'll get around to evaluating his other aircraft.

 

You can find uenoshing's other designs here in FlightSim:

https://www.flightsim.com/search/?q=uenoshing&quick=1&type=downloads_file&nodes=16 

Thank you for the link. Pity about the old file layout changed, was much easier as an interface.