Now zero-lift drag coefficient will gradually increase from M0.88 until reaching a peak at M1.17, before declining back down to the same number as before shifting at M1.75 ( Before and After )(изменено)
Linear lift coefficient Mach multiplier adjustments:
Mach number of coefficient max from 1.05 to 1.2
Coefficient max value from -1.8 to -0.4
Multiplier absolute limit from 0.5 to 0.0
Now linear lift coefficient will gradually increase from M0.88 until reaching a peak atM1.17, before declining beyond base linear Cl at M1.7, continuing on to decline beyond M2 ( Before and After )
Aerodynamic centre offset Mach multiplier adjustments:
Critical Mach number from 0.01 to 0.0
Coefficient max value from 1.5 to -5.5
Multiplier linear coefficient from -15.0 to 0.0
Multiplier absolute limit from 0.0 to 10.0
Now aerodynamic centre offset will begin decreasing from M0 until M0.15, then remaining at -5.5 ( Before and After )
Combined Cl enabled
Enables slightly more complex linear Cl Mach multiplier curve calculation
Critical angle, high increased from 23 to 27 degrees
Critical angle, low decreased from -23 to -27 degrees
More available AoA until stalling at either positive or negative angle
Lift coefficient at critical angle, high increased from 0.7 to 1.1
Lift coefficient at critical angle, low decreased from -0.7 to -1.1
More lift until stalling at positive angle, less lift until stalling in negative angle
Zero-lift drag coefficient decreased from 0.0076 to 0.007
Yawing angles increased from [25, 25] to [30, 30]
Sensitivity increased from 0.25 to 0.3
Increased available yawing range, slightly increased rudder effectiveness
Gear destruction speed decreased from 577 km/h IAS to 485 km/h IAS
Flap destruction speed at 33% deployment increased from 525 km/h IAS to 556 km/h IAS