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Post by felix on Nov 11, 2016 10:36:59 GMT 10
Has not had a lot of love on this forum and looks like another interesting aircraft. Collate some material from the forum. ----------- I'm by no means a crack pilot, even though I've been flying sims for the past 25 years, and there are pilots who fly the MiG far better than me. Still I'll offer my take. See if you can put any of it to use: 1. Acknowledge, that you are at a disadvantage. You can fight on more or less even terms with the Bf 109E-7. Against all other German single engine fighters, you have a performance deficit (except above 5000m - but how often do you actually get to fight up there?) Only attack, when you have a clear advantage and bring a friend. 2. The MiG accelerates really well. That means, that you can regain lost energy faster than your opponent. Use that to your advantage. 3. The MiG is very maneuverable - in short bursts. Keep your speed up, but try to keep a close fight, where you constantly force your opponent to bleed energy. A quick maneuver - regain energy - another quick maneuver etc. Hug your opponent close and deny him the chance to climb above you. 4. Don't try to out-climb your opponent. You can sorta get away with it against the Fw 190, but the 109s will get on top of you every single time. Given a healthy altitude advantage, you can BnZ for a while, but eventually he'll catch up to you. 5. Bring the big guns to end the fight quickly. Use UBS or ShVAK armament (whatever suits you best) Don't use UBK gun pods. ---------------------------- I'd also add that you need to be all over that rudder trim to get the best out of it. When in combat, get used to glancing at the ball and correcting any slip while you re-position. I keep mixture at 50% (Земля on the lever) until I'm in a pickle. One way to gain a few km/h is to monitor your temperatures and really close the radiators down to the bare minimum (both water and oil) within nominal limits. I find the AM-35 much easier to keep cool than the M-105PF, so there is no need to fly all flapped out. Contrary to most though I prefer the default armament because of the rate of fire and loads of ammunition. You can be less conservative with the ShKAS, which leads to an extra hit or two. I find the MiG-3 to be extremely maneuverable when coordinated, but terribly unstable when not. Though you should counter most slip and skid through rudder input, trimming the rudder properly when not manoeuvring aggressively helps you keep the aircraft stable and fast. About the mixture, if you look down at the lever there are three inscriptions - Высота (Altitude) at 0%, Земля (Ground) at 50% and Форсаж (Boost) at 100%. Use 50% for most operations below 4000m or so, then lean it from there on, and use anything above 50% when you need an extra hand, increasing the mixture based on just how f***ed you are. Someone may have said it but I missed it; STEP ON THE BALL to keep it centered. If the ball is to the left, use LEFT pedal. If the ball is on the right, RIGHT pedal. *Don't know about the MiG but the 109 F and G's require significant attention to the ball throughout the flight envelope, not just in a turn. 190's only in a very fast dive for the most part. ----------------------------------------------------------------------------- Mixture functions differently on the Mikunin engines than any other engine in game. I don't actually understand how it works, but the effect is clear: Adjusting mixture has a very direct effect on manifold pressure. I find myself using only mixture to control the engine most of the time during a fight. Except when needing to cut throttle in a dive. The engine is designed to run max rpm all the time anyway. -------------------------------------------------------------------------------
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Post by felix on Nov 11, 2016 10:47:40 GMT 10
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Post by felix on Nov 11, 2016 10:48:06 GMT 10
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Post by felix on Nov 11, 2016 10:48:27 GMT 10
Start at parking area, full fuel and ammo load. Winds calm, weather is clear. Part 1: Start and Taxi to the runway - Set altimeter pressure equal to airfield pressure - set Throttle to Idle, execute engine start procedure - Engine started: set engine revolutions to 100%, mixture to 50%, radiators to 50% - Set flaps limiter to 20%, extend landing flaps - Look around for taxi clearance, set throttle to 50%, start to roll - Rolling started: hold wheel brakes to check them, release brakes to continue taxiing - Set throttle to 35...40% to continue taxiing - Use wheel brakes for sharp turns and to stop - Do not exceed speed 20 km/h and brake down to 5 km/h before sharp turns - Taxi with opened canopy, move your head left and right to look forward beyond the nose - Look around for obstacles and other planes, especially when taxiing to runway Part 2: Takeoff - Set Throttle to Idle - Look around for takeoff clearance, close canopy, move view point to the left side of cockpit to have better visibility forward - Hold Wheel Brakes, push Left Rudder pedal to 2/3 (rotate joystick twist to left to 2/3) - Hold Rudder at 2/3 to left, hold Stick in center, set Throttle to 80% - Release brakes, set Throttle to 100% - Keep take off direction by Rudder adjustments - a little bit more and less than 2/3 to the left - To keep the takeoff direction: keep your eye on an object far ahead (a tree, a building, a cloud and so on), check runway left/right borders only sometimes - Continue to speed up with stick in center, keep direction by rudder pedals, plane’s tail will rise by itself - When speed is more than 180 km/h: smoothly pull the airplane nose up, plane will take off, keep the nose slightly above the horizon, altitude and speed should continue to increase - To bank use the control stick, smoothly the return rudder pedals neutral position - When altitude is 20 m: raise the landing gear, keep the nose pointed a few degrees above the horizon - When speed is 200 km/h: retract the flaps, keep the nose pointed a few degrees above the horizon - When altitude is 100m: start 90° left turn to course 228°, bank angle should be 30° - When altitude is 400m: push the nose down to just a little bit above the horizon, keep vertical speed =0 m/s and altitude =400 m - When speed is 300 km/h: set throttle to 55% and maintain it - Start second 90° left turn to course 138°, bank angle is 30° Part 3: Circular flight - When left turn to course 138° is completed: continue in a straight-line maintaining 400 m altitude and speed 300 km/h - Maintain required speed by keeping the throttle near 55%, speed corrections should be performed by slight throttle deviations from 55% - Maintain required altitude by controlling plane nose position over the horizon. Keep the nose a bit higher than the horizon, remember it's position which is providing zero vertical speed - When flying straight constantly check the airspace around you, control landmarks to start 3rd turn in the right place - To control oil temperature (from 40°С to 80°С) and water temperature (from 80°С to 110°С), adjust the radiator shutters angle if it is necessary - When range to the airfield is 4...5 kilometers: start a 180° turn to the left for course 318° which will line you up for landing, bank angle is 30° - During the turn control the airplane’s nose position over the horizon, vertical speed =0 m/s, altitude =400m, speed =300 km/h, landing course =318° approaching Part 4: Final approach and landing - When 3rd turn is finished: set Throttle to 0% - When speed is less than 300 km/h: extend landing gear - Pay attention to vertical speed =0 m/s, altitude =400 m - When speed is less than 250 km/h: extend flaps to maximum - When speed is 220 km/h: push the throttle to 80% to maintain this speed - When runway distance is 2.5 km: set Throttle to Idle, push nose down a little lower than the runway threshold - Descend to the runway beginning at 210...200 km/h, in best case the throttle should be at idle during descent - When altitude is 30...50m: start to slightly pull up the nose to reduce speed while the plane slowly sinks towards the runway - Move your view point to the left, keep your eye on the ground to the left of the nose, feel the altitude slowly decrease - When altitude is almost zero: keep flying while losing speed and pulling the nose up, but don't allow the plane to climb - Touchdown: keep rolling straight forward, keep your eye on a point or object far ahead (a tree, a building, a cloud and so on) - When speed is 100 km/h: pull the stick fully backward, hold your brakes, keep rolling straight forward - When the plane has stopped: retract the flaps, open the canopy, taxi to taxiway at 20...40 km/h - Move out from the runway by the closest taxiway, perform taxi to parking area at 20 km/h, turn off the engine Specific flying notes in the case of head wind: - In case of head wind there is no difference in case of calm winds on take-off - In case of head wind you got to start descending to the runway a bit later and keep descend aiming point a bit further - No difference in touchdown and braking in case of calm winds Specific flying notes in the case of wind from the left: - Take off requires less left pedal pushing in the case of wind blowing from the left, in the case of 12 m/s it's becomes unnecessary to use the pedals to stay straight - Airfield should be seen to the right from the airplane nose all the way of approach - There are slower winds at lower altitudes, so wind-compensation nose side-angle to airfield should decrease when airplane is descending - Airplane should perform a smooth touchdown to prevent circling - Rudder should be a bit pressed to the right before touchdown to decrease skidding - If airplane have touched down smoothly than maximum attention should be put on keeping the direction using far-away landmarks - It's not recommended to land the airplane in conditions of cross-wind more than 5 m/s Specific flying notes in the case of wind from the right: - Take-off becomes harder in case of wind blowing from the right and requires more left rudder deflection - It's not recommended to takeoff in right wind more than 5 m/s conditions - Airfield should be seen to the left from the airplane nose all the way of approach - There are slower winds at lower altitudes, so wind-compensation nose side-angle to airfield should decrease when airplane is descending - Airplane should to perform a smooth touchdown to prevent circling - Rudder should be a bit pressed to the left right before the touchdown to decrease skidding - If airplane have touched down smoothly than maximum attention should be put on keeping the direction using far-away landmarks - It's not recommended to land the airplane in conditions of cross-wind more than 5 m/s
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Post by felix on Nov 30, 2016 13:53:53 GMT 10
Indicated stall speed in flight configuration: 159..175 km/h
Indicated stall speed in takeoff/landing configuration: 134..147 km/h
Dive speed limit: 750 km/h
Maximum load factor: 12.8 G
Stall angle of attack in flight configuration: 17.3 °
Stall angle of attack in landing configuration: 15.1 °
Maximum true air speed at sea level, engine mode - Boosted: 525 km/h
Maximum true air speed at sea level, engine mode - Nominal: 493 km/h
Maximum true air speed at 7600 m, engine mode - Nominal: 626 km/h
Service ceiling: 11800 m
Climb rate at sea level: 15.9 m/s
Climb rate at 3000 m: 14.0 m/s
Climb rate at 6000 m: 10.2 m/s
Maximum performance turn at sea level: 22.4 s, at 270 km/h IAS.
Maximum performance turn at 3000 m: 28.7 s, at 270 km/h IAS.
Flight endurance at 3000 m: 2.5 h, at 350 km/h IAS.
Takeoff speed: 180..200 km/h
Glideslope speed: 195..205 km/h
Landing speed: 135..145 km/h
Landing angle: 15 °
Note 1: the data provided is for international standard atmosphere (ISA).
Note 2: flight performance ranges are given for possible aircraft mass ranges.
Note 3: maximum speeds, climb rates and turn times are given for standard aircraft mass.
Note 4: climb rates and turn times are given for Boosted power.
Engine:
Model: AM-35a
Maximum power in Boosted mode at sea level: 1350 HP
Maximum power in Nominal mode at sea level: 1120 HP
Maximum power in Nominal mode at 6000 m: 1200 HP
Engine modes:
Nominal (unlimited time): 2050 RPM, 1040 mm Hg
Boosted power (up to 10 minutes): 2050 RPM, 1240 mm Hg
Water rated temperature in engine output: 80..110 °C
Water maximum temperature in engine output: 120 °C
Oil rated temperature in engine intake: 40..80 °C
Oil maximum temperature in engine intake: 85 °C
Oil rated temperature in engine output: 115 °C
Oil maximum temperature in engine output: 120 °C
Supercharger gear shift altitude: single gear
Empty weight: 2650 kg
Minimum weight (no ammo, 10% fuel): 2831 kg
Standard weight: 3244 kg
Maximum takeoff weight: 3476 kg
Fuel load: 352 kg / 480 l
Useful load: 826 kg
Forward-firing armament:
2 x 7.62mm machine gun "ShKAS", 750 rounds, 1800 rounds per minute, synchronized
12.7mm machine gun "UB", 300 rounds, 1000 rounds per minute, synchronized
2 x 12.7mm machine gun "UB", 145 rounds, 1000 rounds per minute, wing-mounted (modification)
2 x 12.7mm machine gun "UB", 350 rounds, 1000 rounds per minute, synchronized (modification)
2 x 20mm gun "SsVAK", 150 rounds, 800 rounds per minute, synchronized (modification)
Bombs:
2 x 50 kg general purpose bombs "FAB-50sv"
2 x 104 kg general purpose bombs "FAB-100M"
Rockets:
6 x 7 kg rockets "ROS-82", HE payload mass 2.52 kg
Length: 8.255 m
Wingspan: 10.2 m
Wing surface: 17.44 m^2
Combat debut: July 1941
Operation features:
- Engine has a boost mode which is engaged by setting the mixture control lever to maximum.
- Engine has a single-stage mechanical supercharger which does not require manual control.
- Engine mixture control is automatic when the mixture lever is set to the intermediate (50%) position. It is possible to manually lean the mixture by setting the control to less than 50%. This will reduce fuel consumption during flight.
- Engine RPM has an automatic governor and it is maintained at the required RPM corresponding to the governor control lever position. The governor automatically controls the propeller pitch to maintain the required RPM.
- Water and oil radiator shutter control is manual.
- Airplane has only the pitch and yaw flight-control trimmers.
- Airplane has automatic wing slats. They deploy when the high angle of attack increases which makes pre-stall softer.
- Landing flaps have a limiter for the maximum angle. The flaps have an extended range from 0° to 50°. The landing flaps have pneumatic actuator. Flaps can only be instantly extended to the angle which is set by limiter, gradual extending is impossible. Due to weak force of the actuator the extended landing flaps may retract upward by the airflow when the airspeed is more than 220 km/h. For this reason, it is necessary to remember that flaps will not extend fully in case of high speed. In case of a high-speed landing approach the flaps may extend a few steps right before landing.
- Airplane has a tailwheel control system which is unlocked and made controllable by the rudder if the rudder pedal is pressed more than for 40% of its range. The tailwheel remains locked if pedals are deflected less than 40%. Because of this, it is necessary to avoid large rudder pedal inputs when moving at high speed, or be ready to control the airplane with an unlocked tailwheel where large rudder inputs be made.
- Airplane has differential pneumatic wheel brakes with shared control lever. This means that if the brake lever is held and the rudder pedal the opposite wheel brake is gradually released causing the plane to swing to one side or the other.
- Airplane has a fuel gauge which shows total fuel remaining.
- It is impossible to open or close the canopy at high speed due to strong airflow. The canopy has no emergency release, so bail out requires the speed drop before it.
- When bombs are installed a salvo controller can be used, it has two release modes: single drop or drop two in a salvo.
- When rockets are installed a salvo controller can be used, it has three launch modes: single fire, fire two in a salvo or fire four in a salvo.
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Post by Isacric on Feb 25, 2022 12:19:50 GMT 10
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