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Bert_Foster

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Everything posted by Bert_Foster

  1. Type of improvement: Added feature to improve realism and functionality of the OKL Patin Repeater compass Explanation of proposals: Luftwaffe Patin compass (BF109,Fw190,HS129,Ju88,HEIII,JU87,ME262) at present in the Sim has limited functionality. If the Verge ring was pilot controlled this would allow the compass to have real world functionality. IRL the pilot would rotate the the compass card by rotating the verge ring (that is attached to the compass card) until his desired heading was at the 12 O,clock heading. He then flies the aircraft symbol until it is pointing at the 12 O clock position. In this way it is easy to glance into the cockpit to see if you are on the required heading. The aircraft symbol nose always indicates current heading when read of the compass card even when the card is rotated manually by the pilot. I ideally a dual key combo to rotate either clockwise or anti clockwise would be ideal though if required a single rotation direction would be workable. This functionality was present in IL2 Classic, Cliffs of Dover and DCS. Benefits: Better pilot feedback and quick reference to current heading versus required heading. Increases Sim realism In the Image below Pilot has set the compass card by rotating the verge ring to heading 140. Current aircraft heading is 068. To get on to his desired heading the pilot flys the aircraft symbol to place it at the 12 O.clock position. As long as the aircraft symbol is at the 12 O'clock position the pilot knows at a glance he is on the required heading.
  2. Brief description: Directional Gyro (DG) in Allied types incorrect/Inaccurate Operation Detailed description, conditions: The DG in the Spitfires,P47,P40 and A20 is bugged or modeled incorrectly. If you enter a turn at low bank angles say 10-20 degrees of bank the DG initially follows the turn but after around 60 degrees of heading change the DG compass card freezes. Then after you roll wings level the DG card remains frozen. After a a while (about 20 seconds) it suddenly starts moving and settles on the correct heading. This behavior is completely wrong. The actual instrument has gimbal limits of 55 degrees in roll and 55 degrees in pitch. If the bank (and or pitch) is less than these values then the DG will accurately indicate heading throughout the turn and will NOT freeze. If you exceed the gimbal limits the compass card IRL will actually start to spin until you again get back inside the gimbal limits. In this case heading is no longer accurate and would need to be re synchronized. To fix I suggest simply allowing accurate heading to be displayed throughout a turn if Roll or Pitch is less than 55 degrees. If Roll or pitch goes beyond 55 degrees then make the compass card spin until you get back to less than 55 deg roll or pitch. The card should then stop spinning on whatever heading it is at and start rotating at the current turn rate. Then once the aircraft rolls wings level make the Sim synch to actual aircraft heading. Alternatively add another keybinding to Synch the DG to current heading ... this would be the better option. Additional assets (videos, screenshots, logs): Extract from USAF Instrument Flying Manual AFM 51-38 Dated 1954 and T.O. N.o. 30-100A-1 dated 1944 that describes DG behavior IRL Your PC config data (OS, drivers, specific software): Win 10 Pro 64 Bit
  3. I have registered OKL, Why in a recent mission was the MC202 not avail to me ?
  4. Thats in a later Model K14 that had some additional symbology.
  5. Type of improvement: Add additional feature Explanation of proposals: The K14 Gyro site and its British equivalent IRL have a mode/feature Reticle masking. When Reticle masking is selected the circle around the Gun Cross is removed leaving you with just the gun cross and the Gyro reticle displayed. This (imo) is perhaps the best most practical display for use of the Gyro sight in AA engagements and recommended mode in RAF guidance documents. The circular reticle just gets in the way. It would be nice if this feature could be incorporated as either a dedicated Key binding (as it was in IL2 classic) or just add it to the current IL2BOS gunsight mode command. Benefits: Provide a more historically accurate representation of the K14 site presentation and provide the most used mode used in the Gunsight. Image on the right shows how Fixed + Gyro with reticle masked should look.
  6. No requirement to cage the DG in normal flight. Bank and pitch angles up to 55 Degrees should result in unrestricted operation. IF its a design choice then its rendered the function of the DG pointless.
  7. We are seeing the Directional Gyro freeze in 30 degree banked turns! No DG in the world does that. I accept that with dynamic maneuvering some heading errors may be apparent until resynched (in a slaved system) or heading reset in a standard system. I have a lot of time in aeroplanes with DG systems (both straight DG and GM synched ones). I have never seen a DG freeze in everyday turns. sure some heading errors after a strenuous aerobatics session but no freeze. Why if its correct does it only happen to the Spitfires ... and not say the P39 ? After more testing all DG equipped aircraft in the Sim except the P39 have bugged DG behavior. So Both Spitfires are bugged, the P47 is bugged, A20 is bugged, P40 is bugged. The DG should not show any heading freeze in typical turns through 360degrees. The DG should not ever show any Acceleration errors on North and South ... thats whole reason they were used. Should be raised with the Devs. The standby compass in the A20 works better than the DG !!!! From the RAF AP129:
  8. Agree still the same in 3.0007 for both Spit MKV and MKIX Directional Gyro freezes after about 60 degrees of heading change
  9. The K14 Gyro site and its British equivalent IRL have a mode/feature Reticle masking. When Reticle masking is selected the circle around the Gun Cross is removed leaving you with just the gun cross and the Gyro reticle displayed. This (imo) is perhaps the best most practical display for use of the Gyro sight in AA engagements and recommended mode in RAF guidance documents. The circular reticle just gets in the way. It would be nice if this feature could be incorporated as either a dedicated Key binding (as it was in IL2 classic) or just add it to the current IL2BOS gunsight mode command. Image on the right shows how Fixed + Gyro with reticle masked should look.
  10. Ver 3.0007. P39 Artificial Horizon has "caged" flag visible yet AH is operational. Caged Flag should be removed. If caged then Horizon line is locked to instrument centre position and AH will not indicate. Tacho Is this a the correct Tacho. Its looks non standard to me with a Digital value for the thousands of RPM and needle for Hundreds of RPM ?
  11. I have around 11files of the RAAF Kitthyawk trials from the UK Archives. This one "RAF Brief Handling trials on Kittyhawk I" is perhaps the most relevant to this discussion: https://dl.dropboxusercontent.com/u/53314365/AVIA_734_Report_783__Part_17%5B1%5D.pdf Max speed trials ... data with Stub exhausts and Flame damping ... may also be of use: https://dl.dropboxusercontent.com/u/53314365/AVIA_734_Report_783__Part_14%5B1%5D.pdf Other files including Cooling trials and External stores performance trials etc
  12. Found some more missing textures on the Moscow map now in grids 2306/2307. As before apperrs as a rectangle through a forest. I haven't seen these before however I have just updated Nvidia drivers to 375.63 Edit updated to 375.70 drivers issue still there. Same area on Autumn map
  13. Moscow Winter map Texture bug. 3 Large White rectangles in Grid 1519
  14. Dont understand the Engine damage changes. I dont see any real dif. e.g. Ran BMW801 at 1.42 for > 3min. At first sign of damage reduced to 1.32ATA still damage, reduced to 1.15 still damage. My interpretation was that if you damage at Max pwr reducing to a continuous setting should result in continued operation at the continuous setting ?
  15. Found this little GEM in the UK National Archives today: Even has "The Bar" correctly drawn
  16. +1 yes why ? ..... But pretty much every aeroplane in BOS rolls way to well.
  17. Goodo we are now on the same wave length. Now so I can get this straight in my head what are the Critical angles for each section used ? just trying to figure out the stall progression pattern from root to tip.
  18. Crump you said: "The Aerodynamic twist ensures the wingtip airfoil will always be at an angle of attack that is two degrees higher than the root." So does that not imply that that the Tip section will stall first ? ..... since the root according to you is at a lower AOA than the tip. 1. So enlighten me What are the Critical angles for each section ? 2.Do you agree that the inboard sections Station 1-13 are at 2 degrees incidence ? 3. Do you agree that the outboard stations from 13 to the tip are at zero incidence ? If so then does that not then mean that the Inner section will always be at a higher AOA than the tip section by way of its 2 degree incidence ?
  19. Trouble is so many other references list the A6 as the start of the 34'51/1in wing.... like FW190 by Gordon Swanborughand William Green Pg43 ..... "This new wing with a slightly increased of span became a production feature effective with the fw190-A6 subseries but was first flown on the two A5-U9's and two A-5/U10's ". Though I reckon if you had to pick one refrence Then Smith&Creek would be it.
  20. Yes I get that JTD (hence why I responded to Crumps statement which is the exact opposite). So if the same aerofoil was used both inner and outer (no washout) then (not allowing for tip dynamics etc) then in simple terms the wing would stall uniformly along the span. Introduce the 2 deg of wash out with the same section along the span then yes the inner section will reach critical AOA first and stall first ... the traditional affect of washout giving aileron control right at the root stall. Now change the outer section to an aerofoil that has a 2 deg greater critical AOA than the inner section ... will that not offset some of the inner section 2 degree higher incidence ?
  21. Nit picking I know but A0-A5 had wingspan 10.393m A6 -D9 had wingspan 10.506m
  22. I am confused. If the inner section (station 1-13) is at 2 deg incidence and the outer section at zero degrees incidence as AOA increases would not the inner section always be at higher AOA than the outer section ? Is not the most common purpose of washout to get the inner section to reach critical AOA first ? For my benefit what is the critical AOA of the inner section NACA 23015 and the the outer NACA section 23009 ? Edit: As far as I can deduce NACA 23015 critical AOA is around 18Deg and NACA 23009 is around 20deg. This implies that as AOA increases the washout will cause both the inner and outer sections to reach their respective critical AOA's at more or less the same time ?
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