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About Bremspropeller

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  1. It would be cool to have Typhoons with three- and four-bladed propellers.
  2. The Ju 188 isn't all that much a better airplane than an engined-up, mid-to-late war Ju 88. Stacked against the late war allied opposition, it really doesn't matter much whether you're slaughtered in a Ju 88A, C or in a Ju 188. The late-war Ju 88s were pretty performant - more so than the Ju 188 versions fielded. The G is my favourite model with it's squared tail from the 188. Though I'd love to see a 188 made eventually, I really don't mind the 88C - especially should they really consider modelling the R variant.
  3. Den anderen Screenshotthread mit meinen 727-Eskapaden zugespammt :mh: Immerhin ist ein neuer Desktophintergrund mit ber rumgekommen :satan:
  4. A quick flight from Kansas City to Minneapolis / St. Paul. The 60s Continental-livery gives it away: We're pretending to be in the 60s where flying was dangerous, adult activity was safe and gas was cheap. We're cruising at Mach 0.88 at 27000ft. Because we can. On final approach, descending through the murky, snowy overcast, wondering where the heck that goddarn glideslope-indication is. The runway is pretty much right down the alley, concerning wind. Well, kinda. The good, old xplane turbulence is throwing us around and keeping the needle(s?) centered is more of a fuzzy art. If you haven't guessed already: I managed to line up on the only effing localizer-only runway in town! What approach-briefing? As I can't see the runway at 1 DME (weel duh, it's 1500ft below, doofus!), I firewall the JT8D-9 engines and take her around. Not having an approach chart with stepdowns, MDAs and MSAs around really helps. Not. As we break through the clouds at 4000ft: Clear skies! As we punch through the upper levels of the undercast, I try to retract the flaps on schedule. Lots of stuff going on in that three-man cocpit! Guess what those clowns did. They turned over approach directions! No really, xplane just switched the wind-direction. Because it can. Real weather my foot! I guess that helps with having a full-blown ILS with bells, whistles and a glideslope! Coming back around for the approach in the opposite direction. Looks like that good old weather is sitting right on top of the airfield, as we had outflown the storm some 25 miles away, but we're turning back into the murk. Guess who is too stupid to self-vector onto the localizer... Yeah, right, me! I manage to turn in too early, making the intercept-point awfully close to the threshold - this has me intercepting the GS way before the LOC. For the fun of it, I tried it out anyway. Of(f) course, it didn't work out. tf would have made for a very nice visual with a very late lineup, but under those conditions - no way. Can anybody spot the runway? Needless to say, I take her around again... The skies look peaceful at 8000ft. We still have 4500lbs of gas in each tank. Time to start thinking about diverting... I don't really want to go back down there, but you gotta land somewhere. It's where the food is, after all... The next self-vectoring works out a lot nicer. This time, I make an effort to hit the localizer about 10 miles out. Just below minimums, one dot low (turbulence can really have you messed up quickly by the time you have found the key to capture a screenie). At the gate. It's happily snowing large flakes at MSP. Time to call it a night and catch the shuttle to the hotel. I heard they have a nice happy hour there - just what I need right now! X-Plane has some very nice turbulence-modelling. It's very akin to the movement of a ship and it's a very good representations of the worst stormy nights as SLF. It really helps you keeping up that instrument scan! Disclaimer: I should have plugged in Foreflight and cross-checked that darn LOC-approach before setting myself up for a self-imposed GA. I guess the prospect of flying right down the wind on the runway was looking very inviting after having landed with a 42kts crosswind at Kansas City (yeah, x-plane managed to change winds 5 or 6 times during the approach) ūüôÉ BTW: I made an effort to not fly on FD, so all approaches were flown raw and ugly. It really is fun - especially since the 727 is all over the place in pitch, trim and airspeed if you carelessly throw around the flap-lever, not caring about the correct speeds...
  5. You could also give us a similar option as in DCS, where you can dot-label. ID'ing won't be helped, but keeping visual track is much easier.
  6. No, but I had to fly left-handed stick before, which I found mildly uncomfortable at first. I got used to it after a couple of minutes, though. For some reasons, it's a non-issue on a yoke and only a bit of a challenge at first with a stick. It also largely depends on the type of aircraft and how sensitive the controls are. First time I flew "opposite controls" (stick in the left hand, throttles/ prop on the right hand) I flew an Aquila (slick airplane) into a short runway.
  7. ...but not an issue on any of the aiplanes I mentioned, as flutter-speed is in excess of attainable aispeeds. If critical flutter sets in, merely losing a control-surface is probably the best outcome imaginable.
  8. You'll get used to it rather quickly - it's a matter of minutes getting used to flying with the other hand. Make sure you have a means of supporting your arm and you'll be able to make those fine corrections just fine.
  9. If by RPM you mean the prop-lever, then it doesn't really mean a lot where you'll keep your lever, as the props are on the fine pitch stops anyway. The blades will only start to move at higher throttle-settings, where selecting a lower governed RPM will actually take the props off the fine pitch stops. Normally, you'd cycle the prop-lever a couple of times during runup: It shows you the governor actually works and it also feeds warm oil to the system.
  10. I'd be more concerned about losing the gear-fairing in the first place. Then again, I'd probably be scared sh1tless, diving to Vne and not caring about turbulence, slipstreams, wingtip-vortices, etc. There's a lot of load on those airframes at Vne and I wouldn't want to be the first guy to figure out the wings will come off when going terminal velocity and hitting a rough patch of air. Some airplanes' high-speed limitations (P-47, P-51, Fw 190, etc.) are totally imaginary anyway. I haven't ever seen a report stating the 190 would shed control-surfaces, neither about the Mustang or Jug or P-38 for that matter. They're Mach-limited for the most part, as drag-rise will cut their terminal velocity short of reaching destructive dynamic pressures. They're also stick-force limited in a way. After all, it's just a game-limitation/ placeholder for trying to keep people from overspeeding their airframes.
  11. True for all aircraft in the game.
  12. Brunotte had less than 250hrs total time and of that exactly zero hours P-51 PIC. How he somehow is referred to as an authority on what a P-51 can and cannot do, is beyond me. There's a video on a Stallion51 preflight briefing where the instructor insists the student pick up the wing with aileron post-stall, as the rudder will just yaw the airplane and have zero effect in roll. IIRC, the airlerons remain effective right through to the stall. I'd have to dig up the video again. I had linked it in a different thread before. Starts at 5 minutes. Make sure you watch the whole video - very interesting. Speeds are in knots... He's flying into the buffet/ accelerated stall right at 10:00, but recovers nicely.
  13. This is only gonna be my 500th "727 in Xplane" post... Enroute Guadalajara to Medellin. Totally NOT carrying drugs or money. I just think the play of colours looks amazing. Heading almost dead-east during this portion of the flight. Cumulus and Stratus clouds on an afternoon approach into Manaus. The confluence of the Amazon river and Rio Negro do contribute a lot to the humidity of the air. Punching out of a cumulus. Airspeed is 230kts and the final turn onto the ILS is just coming up...
  14. Leistungsm√§√üig w√§re eher eine G-1 zu w√ľnschen. Von mir aus auch eine Tagj√§gerversion ohne Hirschgeweih. Ist dann eben nur semi-historisch. Warum die semi-historische G-1? Weil diese leistungsm√§√üig mit der Mosquito in etwa gleichauf w√§re (vgl. Vergleichsflug von Roland Beaumont nach dem Krieg). Ich bin mir relativ sicher, dass die C-6 gew√§hlt wurde, weil sie zur Mosquito FB VI passt, die seinerzeit beim Coastal Command Langstreckenjagdeins√§tze flog. Die Ju 88C haben bei Konfrontationen mit Mosquito des CC √ľber der Biskaya deutlich den k√ľrzeren gezogen. Zus√§tzlich l√§sst sich die C-6 gut an anderen Fronten einsetzen.
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