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About tomgor

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  1. tomgor

    C-47 & Li-2 (DC-3)

    As long as C47 is available as well, I would give my full support to Lisunov Li-2, official one or by the third party. But I hope it would come with working feathering props, unlike: http://baaa-acro.com/crash/crash-lisunov-li-2-near-mys-kosistyy-6-killed
  2. tomgor

    nobody likes Lisunov Li-2 transport ?

    As long as C47 is available as well, I support Lisunov Li-2. But I hope it would come with working feathering props, unlike: http://baaa-acro.com/crash/crash-lisunov-li-2-near-mys-kosistyy-6-killed
  3. tomgor

    C-47 & Li-2 (DC-3)

    I would like to have C-47 and Li-2 (both based on DC-3) added to the IL2 Battles, especially Battle of Bodenplatte. Actually I can't even imagine BoBP without C-47. There is plenty of materials available to recreate them very well... The Ju-52 desperately needs an Allies equivalent.
  4. Absolutely agree. I would add however, that If I want to play a PC airplane simulator I am gonna use Aerowinx PSX, or one of the DCS aircraft like A-10C. But for fun, I like that sweet point the IL2 Sturmovik BoS and RoF represent - not a totally overwhelming procedure trainer, but no shortcuts as well when it comes to the most fundamental and basic stuff related to airplane flying. I would say, a good analogy in the FPS game world would be Insurgency vs. Arma II/III. Stay safe out there I meant - for each engine separately, of course, as driftaholic has suggested.
  5. Fully agree. At low altitudes and airspeeds one needs to act quickly in case of engine fire/failure. No time for playing with keybord, so to speek, a dedicated keybinding for critical engine controls like prop feather and fuel cut-off would be much more desired.
  6. By resulting actions I mean at least: 1. no fuel flow (when is FUEL CUTOFF selected), and 2. fuel flow (and therefore - mixture) controlled automatically by automatically regulated by a tapered needle valve (with use of aneroid bellows), or whatever it was called in He-111 (when AUTO-MIXTURE is selected) More realistically in general (for P&W radial engines), but not neccessarily for He-111: Idle-cutoff position, where all fuel flow is cutoff to the metered side of the fuel chamber, thereby closing the servo valve, stopping the engine. Auto-Lean position, where fuel flows through the enrichment and lean fuel metering jets. This is sometimes called the cruise position, as this is the most-used position while in-flight. Auto-Rich position, where the fuel flows through the rich, enrichment and lean fuel metering jets. This position is used for take off and landing. War Emergency position (military carburetors only), where fuel flows through the lean and rich fuel metering jets only, but only when there is pressure in the Anti-detonation injection (ADI) system.
  7. Many thanks. I am a bit surprised. When Pe-2 was being designed, a variable-pitch (and even constant speed), feathering prop had been already known for a few years - please see: https://www.asme.org/getmedia/7274dc51-263e-4e53-9bbf-8889b61065cb/149-Hydromatic-Propeller.aspx They were installed on Boeing 247 and DC-2/DC-3 aircraft to mention just a few, well before WW2. And they have been installed on practically all western military multiengine aircraft used during WW2, as far as I know. I thought it was the same story with Soviet multiengine aircraft of that time.... My condolences to families of those Pe-2 airmen who perished in result of such important safety feature missing on the Pe-2. If it is indeed the case.... Regarding He-111, it seems to me that we have a bug right now, because manipulating mixture control has no effect at all. Mixture control should allow player to select one of two positions: FUEL CUTOFF and AUTO-MIXTURE, with resulting actions.
  8. Thank you. I have suspected that.... But am I wrong when I suspect that in real airplane the real control had 2 position: (1) FUEL CUTOFF, (2) AUTO-MIXTURE? How about Pe-2 prop feathering? I don;t know the real aircraft and don't have any flight manual of it, but I hardly believe it was not equipped with at least manual prop feathering system, as other multiengine aircraft during WW2 (and today as well).
  9. I don't know the real Pe-2, but I am pretty sure its powerplants were equipped with prop feathering system. At the moment one can not feather props in IL-2 BoS Pe-2 - this feature does not work, in opposition to He-111, in case of which it works fine. On the other way, in IL2 BoS Pe-2 mixture control works fine, but not at all in the He-111. I guess, those two above are just bugs, needing to be corrected.
  10. tomgor

    Tante Ju

    I will fly Ju 52 and other multiengine aircraft the BoS will have, with pleasure.
  11. tomgor

    Thread to gather your suggestions

    RDF (Radio Direction Finding) Equipment Type of Improvement: Gameplay / Education Explanation of proposals: All or at least some friendly air bases should be equipped with RDF equipment. A player would make radio call on appropriate radio frequency for given air base requesting QDM/ODR, and RDF operator would respond providing verbally magnetic bearing TO/FROM the air base (such bearing could be one of 4 classes of quality - from 2 degrees to even more than 10 degrees in worst case - depending on accuracy of the bearing, due to propagation error, reflection, interference, aircraft altitude, etc.), to assist with navigation in difficult weather conditions like low cloud base and/or limited visibility, when navigation by pilotage and dead reckoning is not sufficient nor practical. RDF could be even used as a very primitive, yet quite effective form of instrument approach. To perform such approach, after placing a request to RDF operator, a pilot flies towards the air base, then the pilot must determine moment of overflying the airbase (when bearing TO airbase changes by 180 degrees and loss of signal happens ovehead the station) and fly away from the air base on course opposed to landing course for 2-3 minutes, and then make an 80/260 turn and return to the airfield descending to MDH while continously correcting heading with frequent QDM requests and RDF operator's verbal responses. See: http://www.fosteraero.co.za/aviation_knowledge_base_view.php?kno_id=9, however for ground-based RDF only, there is no onboard ADF receiver. The only information pilot gets is magnetic bearing TO/FROM station depending on the request QDM/QDR, and such information is provided verbally (via radio) only by RDF operator. This is in addition to, in accordance with historical facts, that some bigger airplanes, like bombers, should come equipped with operative onboard RDF equipment, assisting crew with navigation - by taking bearings to two or more broadcast stations and plotting the intersecting bearings, the navigator could establish the position of the aircraft. Germans had Lorenz beam landing system which BTW could also be simulated in the BoS at at least some of German air bases. Benefits: Better realism, RDF has been in use since early 1930s. Even though ADF had been already known, it was still a rarity during WW2. RDF was much more popular. It is a radionavigation in its most primitive yet quite helpful form, widely used during WW2. In real life it is obsolete and almost impossible nowadays to get some training, even though some airports still have functioning VDF (VHF Direction Finder). If it has been already implemented in the BoS - please disregard my suggestion.
  12. tomgor

    Controlling the parachute

    I have summed up my ideas regarding bailing out and parachutes here: http://forum.il2sturmovik.com/topic/767-thread-gather-your-suggestions/?p=29335 Sorry for typing error - instead of "hatch" I wrote "latch".
  13. tomgor

    Thread to gather your suggestions

    AoA and Slip Angle Virtual Indicators Type of Improvement: Education Explanation of proposals: This is proposed to add an option (at lower than max hard core level) for: 1. AoA virtual indicator, and 2. Slip Angle virtual indicator, - both very important flight instruments, especially AoA indicator, although usually non existing in WW2 airplanes. Both may have a very basic form of virtual needle and round or semi-round face (gauge) HUD or EFIS style. Would be good if AoA indicator face has critical AoA value (for given flap setting) marked on the scale. Digital values could be an option. Benefits: Players can better understand their aircraft and some of their limitations, as well as influence of certain factors on aircraft performance. It would be particularly beneficial during new aircraft familiarization training, advanced training, and flight testing of various kinds, as well as for the very initial BoS flight training to undestand the very basic concept of flying. A young and/or new to flying player, who would like to continue his/her aviation education and follow real airplane pilot career, would benefit from learning of AoA importance from the very beginning, factors having influence on AoA, and AoA-based flying concept (which is not so well known as it deserves) - which may one day save his/her life. Many pilots (and their passengers) died in real world as a result of their lacking AoA knowledge and/or being not aware of the AoA they flew with just before the accident (see recent crash of AF 447: http://en.wikipedia.org/wiki/Air_France_Flight_447). As a pilot of AoA-indicator equipped turbine-powered aircraft I could add that had I had my way, I would have required all airplanes to be equipped with AoA indicator and woud have required all pilots to be trained in AOA-based flying concept for all manouvering, especially dynamic one at lower altitudes and with airspeeds <1.5*Vs, and particularly for landings. The AoA will warn of stall/spin danger and give information on the Lift Reserve (another important concept associated with AoA), no matter what is the aircraft weight nor g-load, because critical AoA does not vary (stay constant) with weight or g-load changes. AoA is simply the most important flying instrument for this purpose, while of course an ASI is still needed, mostly to obey airspeed limitations like Vne, Vlo, Vle, Vfe, Vmca, etc. and for navigation purpose. Slip Angle indicator is the only type of indicator (otherwise knows from gliders as a "yaw string") which can show Slip Angle, unlike inclinometer instruments (ball), which show side forces. They are not the same - for example during a flight of a twin engine airplane with one engine out, when the best performance is needed, it is important to have slips eliminated - however it does not equal to ball centered (see: http://en.wikipedia.org/wiki/File:FAA-8083-3A_Fig_12-16.PNG). It is also helpful with spin avoidance, together with AoA, especially when it comes unexpected as during turn from base to final. The simplest AoA indicator in a glider: http://www.dg-flugzeugbau.de/uploads/RTEmagicC_seitenfaden-4_04.jpg (more on that here: http://www.dg-flugzeugbau.de/index.php?id=seitenfaden-e) A typical yaw string: http://highonadventure.com/Hoa08dec/Steve/GlideYawString.jpg A woolen string showing AoA and Slip Angle was the only, and the most needed and sufficient flight instrument installed on Wright Brothers Flyer back in 1903. Such virtual instruments would be also very helpful in the "Rise of Flight".