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tomgor

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Everything posted by tomgor

  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. 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. 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. 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. 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".
  14. Bailing out and parachute control Type of improvement: Gameplay / Education / Control Explanation of proposals: This is proposed that the bailing procedure gets more complicated and saving life with a parachute becomes more difficult than just single key stroke. First of all, for better understanding I would like to remind the procedures for bailing out. A. Small aircraft - crew members do not have to move any lateral distance to get to the exit door/latch: 1. Disconnect radio/intercom cables and oxygen masks hose. 2. Open cockpit canopy. 4. Unlatch seat belts 5. Leave the cockpit by use of muscles or g-force (positive or negative as required - normal/inverted fligth). 6. Pull the ripcord when clear of airplane to avoid entanglement, but having height above ground in mind, too. Also, in certain cases long freefall with much delayed opening of parachute canopy would be advised. B. Big aircraft - crew members have to move a lateral distance to get to the exit door/latch and some of them may have their chest pack parachutes detached from their harnesses (which are worn all the times) and stowed in special boxes near their stations. Some of them may not have their seatbelts fasten during certain activities: 1. Disconnect radio/intercom cables and oxygen masks hose. 2. Unlatch seat belts if used. 3. Reach for chest pack parachute and clip it on your harness - in certain cases (and sometimes before point 2) 4. Move to emergency exit latch - in certain cases 5. Open the exit door/release cockpit canopy (in certain cases before point 2) 6. Leave the cabin by use of muscles or negative g-force (or positive depending on situation - anyway acting in the proper direction to assist with leaving) 7. Pull the ripcord when clear of airplane to avoid entanglement, but having height above ground in mind, too. Also, in certain case long freefall with much delayed opening of parachute canopy would be advised. Forgetting something (like forgeting to clip a chest pack to the harness) or doing all but in wrong sequnce may have bad consequences. Each action should take a certain, reasonable minimum time. High g-force, side force, centrifugal force (what vaues? yet to be proposed) may make moving to emergency exit/latch and exiting the aircraft impossible. Opening parachute too close to the airframe may result in entaglement or burning of parachute canopy and/or lines, when the airframe is on fire. Speed in freefall, accelarations, decellerations, trajectory and time/distance of parachute extraction and inflation, should be as close as possible to real thing. Airspeed limit for parachute deployment should be introduced, so in case of leaving airplane in high speed dive, a freefall of at least 3-5 seconds, depending on aircraft speed on leaving, is required to reduce airspeed of parachutist to speed below the limit. If it is exceeded, the canopy or suspension lines should fail during canopy inflation. 250 km/h is proposed. Once the parachute is open, an aviatior has some limited control over the descent. He/she can pull down risers to perform slip in one of four directions. For example pulling two front risers approx 50 cm down will cause vertical speed to increase by approx. only 0.1 m/s (e.g. from 5.0 m/s to 5.1 m/s) but it will also cause the parachute to move forward with lateral speed of approx 1 m/s (in reference to air, not ground, of course). Pulling down 2 left side risers will cause slip to the left. It is also possible to perform deep slip when 2-3 suspenssion lines are pulled down much more, like 2-3 meters, causing significant deformation of canopy, which should extend not more than to the apex. In such deep slip the descent rate may increase even twice. Very useful when wind is blowing an aviator towards enemy lines. Also aviator can twist the risers to turn his body under the parachute so he is facing in the direction of lateral travel (useful for landing, to avoid hitting something hard with back of head). Both slips and twisting the risers requires physical strenght and should be used wisely, to avoid running out of energy before reaching the ground. After landing pulling on lower suspennsion lines would cause canopy to collapse and avoid dragging. Therefore it is proposed that there is more than just 1 or 2 keys for the whole bailing out, freefall and parachute ride. The following keys could be considered: Key #1. Disconnect radio/intercom cables/oxygen hose Key #2 Clip chect pack parachute to the harness (unless backpack or seatpack is used) Key #3. Move to emergency exit door (only in case of bigger airplanes requiring such step). High g-force, side force, centrifugal force may make it impossible. Key #4. Unlatch seat belts Key #5. Use muscles to exit the cockpit/cabin (not always needed, when g-force can help, negative or positive depending on situation). Key #6. Pull the ripcord in the best possible moment, considering circumstance, but not later than 2-3 seconds before hitting ground. Key #7,8,9,10 To perform normal slips in one of 4 directions. Key #11 To perform a deep slip Key #12,13 To twist risers to turn body under parachute (round full canopy can not be turned) towards direction of travel (in reference to ground) Key #14 to pull lower susspension lines to avoid dragging. Certain aircraft controls keys, buttons, axies can be used for some of the above purposes, when aviator has already left the cockpit/cabin (for example joystick primary 2 axies for normal slips, and rudder for twisting risers). Keys #1 and #4 could be tied together. Keys #3 and #5 could be tied together. Of course, the whole jump should be observed from first person perspective. Benefits: More realism, better immersion, better uderstanding of real bailing out procedures, as well as demands, dangers and risks associated with bailing out. Educational aspect include also learning the need for frequent bail out procedure drill rehearsal - exactly as in real life. Having peformed approx 100 jumps with conventional round canopy parachutes in the begining of my skydiving career many years ago, I would be happy to assist and provide advice if needed on that subject.
  15. Well, it is your choice, but if you would like to increase your chance to survive.... you know what to do
  16. Seems like I used incorrect word in some of my posts above - I am sorry. Please replace "slide" with "slip" and all I wrote would be finally correct.
  17. Fully agree - this is why I like the RoF, too.
  18. I would add BoS is definitely a simulation (sure it not a CBT, or a procedure simulator), not an arcade game. You want to play it and not play arcade games because you prefer simulation. So if we have quite extensive simulation of flying why to be satisfied with arcade-style parachuting only? Why not to have it a bit more complicated than push of Ctrl+E key. Nothing compares to real life, even in BoS, be it flying or parachuting, but reducing bailing out in emergency to 1 key stroke, does not sound seriously enough, for a product like BoS, in my opinion.
  19. Well, sure it is not going to be a procedure simulator, yet I hope you agree that simple E-key is somewhat too simplistic? Assuming descent speed of 6 m/s, you can have approx only 1 m/s of of lateral speed (in slide by pulling down risers approx. 50 cm). Imagine quite a normal wind of 10 knots (approx. 5 m/s). So it is very limited and basically round canopy will take you where wind is blowing, and you would have only a very limited capability to pick a landing spot. Shortly before touchdown twist the risers so you are looking in the direction of your travel to avoid hitting something hard with back of your head. Round canopy does not react to change of wind direction - I mean it will maintain heading. There is one more thing you can do. In addtion to above described normal slide, you can perform a deep slide - you pull 2-3 lines (instead 2 of 4 risers) much more than in case of normal slide, which creates a deformation of canopy which should not go more than to the apex. It causes a significant increase of your descent speed, even 2 times. If you see that wind is blowing you towards enemy lines, perform such deep slide. Avoid deep slides below 100 m AGL. For comparison normal slide increases rate of descent by only approx 0,1 m/s. Performing slides requires a lot of physical strenght and it is recommended to do them wisely, and start to do them not too early, to consverve your strenght and to avoid exhaustion before landing. So it could also be simulated in the BoS.
  20. As someone who had a real life experience of round canopy parachute jump I can tell you that - yes - you can steer any round canopy (not equipped with jet/steering cuts - they were not known during WW2) simply by pulling on the risers. You need to pull down risers on the side you want the parachute to slide to. But it is a very limited control - the lateral speed could be max only approx. 20% of vertical speed. You can also twist risers to twist your body beneath the parachute (because you have no control to turn the canopy itself), so you can be well aligned for landing (that is with your face in the direction where wind is blowing your parachute to). If there is strong wind and you are badly alingned you risk broken legs or even death if your aligned badly by 180 degrees, and after touchdown you fall to your back and hit something hard like a stone or a rock with back of your head. If you let me to write more about parachutes and their recreation in the BoS I would like to see in the game parachutes entangling with airframes when opened too early, too close. I would like to see them catching fire and becoming subsequently eaten by fire when opened very close to burning aircraft, resulting in aviator's death. I would like to see the pilot being able to leave cockpit only under certain conditions. Succesful jump requires as minimum the following actions (for smaller aircraft): 1. Disconnect radio/intercom cables and oxygen masks hose. 2. Open cockpit canopy. 4. Unlatch seat belts 5. Leave the cockpit by use of muscles or g-force (positive or negative as required - normal/inverted fligth). 6. Pull the ripcord when clear of airplane to avoid entanglement, but having height above ground in mind, too. Also, in certain case long freefall with much delayed opening of parachte canopy would be advised. Succesful jump requires as minimum the following actions (for some bigger aircraft): 1. Disconnect radio/intercom cables and oxygen masks hose. 2. Unlatch seat belts 3. Move to emergency exit latch in certain case (bombers of greater size) 4 Open the exit door. 5. Leave the cabin by use of muscles or negative g-force. 6. Pull the ripcord when clear of airplane to avoid entanglement, but having height above ground in mind, too. Also, in certain case long freefall with much delayed opening of parachte canopy would be advised. However, many things could go wrong. High g-forces, lateral forces, centrifugal forces (what limiting values?) should prevent pilot from leaving the cockpit. And it takes time to do all the actions as described above - doing them all but in wrong sequence may also have disastreous consequences. Separate buttons should be assigned for all required actions as descibed above in attempt to make it as complicated and time consuming as it was in real life, instead of just traditional E or Ctr+E key or a single button. I would like to suggest the following keys: Key #1. Disconnect radio/intercom cables/oxygen hose Key #2. Move to emergency exit door (only in case of bigger airplanes requiring such step). High g-force, side force, centrifugal force may make it impossible. Key #3. Unlatch seat belts Key #4. Use muscles to exit the cockpit/cabin (not always needed, when g-force can do it for you, negativee or positive depending on situation). Again High g-force, side force, centrifugal force may make it impossible. Key #5. Pull the ripcord in the best possible moment, considering circumstance, but not later than 2-3 seconds before hitting ground. Plus keys for sliding parachute and to align your body for landing, towards direction where wind is blowing to. And maybe a key to pull the lower suspension lines after landing so canopy deflates and stops dragging aviator after landing.
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