Thanks BigJuicySpider ...(wonder if he eats them ? ).
I'll pump thoses figures in and take her for a ride . Cheers
Maybe one for later is the altitude difference. I am trying to get my thinking right here but stall would change with altitude and vne ? Maybe its in the too hard basket.
I picked the name bigjuicyspider because I was looking at a front-on view of the Stratocruiser while I was signing up for these forums and the first thing that popped into my head is "hey that looks like the face of a gigantic spider". Yes, it is a stupid name, but it is what I'm stuck with...
As far as Altitude goes, you don't need to tweak any more in Accu-Feel. The Mach number/IAS correlation is already being taken into account, by definition. Like I said above, the real world chart pegs the "Max Allowable Diving Speed" at .75 Mach or 505 mph (equal at 5000 ft msl), whichever is lower. But at 40,000 ft, mach .75 is equal to 260 mph IAS, so you aren't running into the structural limits
on the airframe, only that mach buffet. This is just straight from a chart in this manual http://www.amazon.com/P-51-Mustang-Pilo ... 2&sr=8-7#_
So why did I tell you to put your Mach Buffet at .80 instead of .75 mach? Because I googled it and read on the intertoobs that the actual
critical mach number was closer to .82 for the D, and .84 for the B model, and then lowered it just to provide a fluff factor
. In other words, the chart in the manual is obviously providing a conservative safety margin to the actual onset of compressibility effects. So I think you are close enough
to the actual buffet onset using the figure of .80 mach, but like I said, if you want to know where A2A is going to place those for their
P-51, you'll have to get the answer from them...
So Scott, where would YOU put those numbers in Accu-Feel if you were this guy?