Dudley

Long time no talk. Health not good.

You explaination in your post is confusing and in many cases wrong.

To hit a target you have to put the pipper on the aim point which
remains the same as long as the target maintains the same airspeed.
So you aim at the same point when you are 90 degrees or 10 degrees
off. Sight picture looks diffeent but aim point remains the same. Duck
hunters will understand this.

If you fall into trail (say 1000 feet behind target) and put the
pipper on the target you will miss. If you close until all you see in
the wind screen is target then you can point and shoot and kill. Many
of the high scoring Aces flew into that postion to get kills. Others
of course got most of their kills in a pursuit curve (higher angle
off).

If you are flying the same diameter circle as the target and not
closing then you will be pulling the same "g's" as the target. From
that positon to get a kill you have to decrease the diameter of circle
you are flying to get on the pipper on aim point and that makes you
pull more 'G's" than the target.

If you got a 'fur ball' going, then the vaying speed and aim point
causes the 'G' loading to vary through out the fight.

All that being said, I don't remember the latest accident being in a
combat simulation? Just upset training which should be get wings level
right sideup and then recover from dive. No rolling 'G's' in this.

Fly safe and very Merry Xmas to you and yours,

Big John
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ ~~~~~~~~~~~``


On Wed, 15 Dec 2004 04:52:11 GMT, "Dudley Henriques"
wrote:


"Michael" wrote in message
oups.com...

Since the accident aircraft was keeping up, and was on the outside of
the turn, the correct answer is more than five. That's simple
physics.

If you're saying that the aircraft "keeping up" on the outside of the
turn was at a higher g than the 5g's being pulled by the aircraft in
front and inside of him , you are mistaken.
Actually if the trailing aircraft was "keeping up" he would be at co
speed in the turn, and at co speed, the g would be the same on both
aircraft and the trailer would be the defender after 180 degrees of this
somewhat bad situation for the guy in back. This is why the attacking
aircraft can't be at the same g as the bandit and be "keeping up". The
trailer MUST have closure rate and a Ps advantage on the defender to
acheive an attack curve. This can be in a pursuit curve, usually a lag
curve at lower g with a higher attack velocity, or it can be obtained by
the use of cutoff or arcing inside the plane of turn of the defender. In
other words, the guy behind can't "keep up" by having a higher g. He
can't even keep up pulling the same g as the defender since this puts
them both in the same turn radius. The attacker must maintain a higher
attack velocity than the defender which means that in order to effect
closure and reduce angle off, he has to pull a lower g than the
defender.
Assuming both aircraft have the same Vc (corner velocity) which they do
as T34's , the only possible situation that would put the trailer at a
higher g then the defender as you have stated , would be if he was
pulling lead which would put him in a lead pursuit curve and inside the
plane of turn of the defender at a higher g....therefore no longer
"keeping up" so to speak.
Also, the attacker HAS to have a higher airspeed in the attack curve to
acheive nose/tail separation and angle off, which means, if he doesn't
pull higher g than the defender, HE MUST OVERSHOOT if he's in the plane
of turn of the defender. So if he's back there at all, he ain't at co
speed at the same g, and he has to be pulling a LOWER g, not a higher g
than the aircraft with which he's engaged.


Keep dancing.

Why so nasty to this poster? He's only asking a question. Hell, if
you're going to be nasty, at least give him the right answer :-)

Michael

yeah, I know; The ACM expert! :-)

Dudley Henriques
International Fighter Pilots Fellowship
Commercial Pilot/CFI Retired
for email; take out the trash