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sdflyer

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About sdflyer

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    Male
  • Location
    SoCal
  • Interests
    aviation, martial arts

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  1. sdflyer

    Kuban career stuck

    Thanks for the help guys. Problem is fixed!
  2. sdflyer

    Kuban career stuck

    Thanks Would it be this thread? https://forum.il2sturmovik.com/topic/35771-how-to-save-a-broken-career-automission-start-failed-mission-save-error-statsubmitstatfailed/?tab=comments#comment-602078
  3. sdflyer

    Kuban career stuck

    I’ve been flying Kuban career in Spit about 7 mission or so. After the last mission, which was escort bombers during offensive phase , Il2 hangs while loading next day. It looks like it’s trying to retreat something from the server but unable to do so. Animated cursor freezes but background music/sound is playing . i tried to restart PC several times, and load my Spit career again. But I keep getting stuck at the same place over and over. Does anyone know how to fix it? thanks
  4. I was ”lucky” to get in the wake of other aircraft. Even though its called it turbulence not quite like weather related turbulence. What happens when airplane gets into wake vertex usually results in uncontrollable roll ( which could easily get aircraft inverted ) I don’t think it’s modeled in current version of the game
  5. sdflyer

    Po-2 ... ?

    We are all excited about Po-2. But that is before we notice Bf-109 behind our tail. And then we sincerely wish it was night..:)
  6. Prop wash and wake turbulence two different things. The first one is created by spiraling airflow induced by propeller. The second one (wake turbulence) is generated by wingtip vortices. Wake turbulence is the main reason aircraft are spaced out during take off and landing. This is the most dangerous especially on take off and landing when altitude insufficient for recovery I imagine pretty significant load on CPU modeling proper wake turbulence behind particular aircraft. It greatly affected by many factors including AC speed, configuration , wind direction and etc. Waste of time IMHO for combat sim.
  7. sdflyer

    carreers concerns

    Totally agree! I've been simming since early 90th, and I'm really missing communicating with AI plane. At least it could offset absolutely generic AI behavior ( rather than historic) Also those suicidal persistent AI chases after my XX miles away - is probably the most unrealistic aspect of air combat ever.
  8. sdflyer

    Spitfire trim indicator incorrect?

    I believe Spitfire has elevator trim tab horizontal stabilizer. There is way anyone can determine from any photo if airplane is flying straight and level unless you take synchronized shot of external airplane attitude and internal instrumentation indication that can tell you that. In most airplane I flown including T-6 a "neutral" trim position would be equivalent to modern" take off" position. Which mean elevator or rudder trim must be set to predetermined notches/degrees prior the take off. That is the only time where you care about your trim position indicator. Every other phase of flight trim position is irrelevant. Pilots trim by feel. From pilot stand point of view trim is way to reduce pressure from flight controls. Therefore, we often refer to elevator trim as "to trim for speed". We do automatically without any indicators purely relying on physical sensation. Also, I wonder in which universe pilot would trim during tight turn. It doesn't make any sense at all! When you pull stick to tighten your turn load factor increases so is airplane angle of attack. Experienced pilots receive physical feed back from the stick pressure and audio/visual cues of impending stall. This how experts ride at the edge of particular flight envelope. If in this glorious moment of finesse airmanship pilot add trim (to tighten the turn) he opt to f--- it up very quickly, loose positive control aircraft, and find himself thumbing into embarrassing incipient spin or stall. In simulation, trim function is very limited as player only perceive visual effect of pitching up or down. Unfortunately, this is not how trim works in real life. So simmer be aware!
  9. sdflyer

    manual engine start up

    Do you really need it? I'm pretty sure you guys are going to spend all your immersive time on the ground flooding your engine sand cleaning spark plugs LOL
  10. sdflyer

    The Pe2 could fly on one engine?

    By the way does anyone know maximum landing weight for Pe-2? By default before each mission in SP my tanks filled up way more than needed
  11. sdflyer

    The Pe2 could fly on one engine?

    Pe-2 POH states that upon engine failure pilot must immediately compensate with opposite (to the failed engine) rudder. Then establish bank 10-25 degrees toward the working engine and speed 280 km/h. In modern times we refer to this procedure as "slip the ball, raise the dead" Basically if you don't compensate for increase drag and slip you pretty much ended to sinking to the ground as described. Flying as usual but on one engine won't cut it. I would imagine if Pe-2 found in single engine operation at high altitude it would be forced to trade some altitude until off it can settle (considering lack of thrust) But it definitely should take one home . Although it not mentioned in POH, a common sense suggests it would be much easier to fly on one engine by ejecting extra weight such bombs, rocket, tanks and etc Density altitude does effect engine performance, but mostly in regards of take off and landing performance. You rarely find +30C at altitude unless there is temperature inversion. Standard atmospheric lapse rate is 2C each 1000 ft - meaning each 1000 ft of altitude gain temperature drops 2 degrees C. I had a privilege to fly piston single/multi engine (none turbocharged) and somewhat under-powered aircraft in weather condition +40C and more. I don't remember a single day where I was unable to climb to 10000 ft. However, I do remember trouble gaining altitude right after take off - but it was mostly due to my ignorance/stupidity at the time
  12. sdflyer

    The Pe2 could fly on one engine?

    No my friend in real life you either can fly on one engine or you can't. The pressure/density altitude (give current load) only dictates what altitude you can hang on abovet minimum control airspeed. P.S. By the way here is Pe-2 POH in Russian where there is a short paragraph about flying on one engine https://yadi.sk/d/B-UBJ-2VoNdPr
  13. sdflyer

    Faces of the flying community!

    Rare instances when I don’t sleep in flight
  14. I believe article was written by CFI not by A&P on avweb. What myth or what is not can be easily find out by actually owning an airplane. I have seen CFI with thousands of hours mishandling engines and were thinking it was ok. Just because someone else is maintaining aircraft for them, they wouldn't know sh@t about tear and wear they do. We don't have to go far with even simple horizontally opposed engine such as Lycoming O-320. One would think it can take nearly anything with it, but the truth is - no. 50 hours oil sample sent to the lab will quickly expose the truth. In contrary, if CFI instructed on their own airplane, their pocket would quickly reminded them what myth or what not
  15. I don't think so the myth that was debunk about prop vs mp management order. But then again when you servicing aircraft there is very quick way to find whether it myth or not
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