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Bremspropeller

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  1. It's a sad twist of fate that Jeff Etell would later be killed in a P-38 crash, due to fuel-starvation and Vmca. You can't use torque in your favor here, since it only acts in roll and doesn't do any good in turns. Splitting the throttle might do a little good in boosting the roll-rate, but given the time it takes to set the power appropiately and the time it takes for the engines to respond, there's little to it. You'll get a faster response by just giving it a boot-full of proverse rudder.
  2. I love that, too! But be aware! @MeoW.Scharfi might come out of nowhere, cut your low-level tour through the Sieg river valley short and kill you and your wingman in a single pass. Next time you're in an airliner and you're looking out the window, try to make out cars on a highway. If you've got good vision, you'll see that you can just about make them out from a normal cruising altitude. Contrast is your friend. As is relative motion - the main reason, why avoiding mid-air collisions is so tricky: Sometimes you just won't make out the other airplane untill it's too late, while it literally explodes into your face. It's one of my primal fears when flying for real - there always that dude around, trying to kill you... Positive g tolerance is like a muscle - you can train it. Especially when you know how to g-strain and when you are in good physical shape. Even though I do have the tailwheel-endorsement for my FAA license, I'm currently trying to get checked out in a local Super Cub. On my first ride I got so sick so fast, I was unreal - there's no effing ventilation in that plane and I hadn't quite anticipated the temperatures this greenhouse might produce when directly beat-on by the sun. Well, you could open the door, but I didn't fancy having stuff falling out of the airplane 😅 Not sure if the sickness went away because I had to concentrate on landing and not messing up, or if the air got less rough in the pattern... There's another physiological factor. Motion-sickness. It really messes you up. It's trainable, too, and with more exposure, you'll be able to "fly through" and eventually not get sick at all. I envy those people who don't suffer from it at all... It's the main reason why I love flying in the evning hours or even at night.
  3. We're still missing the coolest version of the Hurricane.
  4. Gee, I would have bet you're occupying seat number 0A in a european-made airliner, flying for a company called after a greek letter by your nickname and location. Should I really have guessed all that wrong here? Are you flying gliders, too then? I also find spotting too hard in game - especially when tracking somebody, changing zoom and maneuvering. I have lost countless people (and fights) because I maneuvered the airplane, looked through a different part of the canopy and the other guy *poof* disappered. Much to the pleasure of the other people on TS, hearing me expressing very much beepable vocal content...
  5. But that's not making it "turn tighter". It's a move to snap-roll/ yaw the airplane at low-speeds, where even with the boosted ailerons, a cruise-ship will outroll the airplane.
  6. The one thing this game desperately needs is another 109 version.
  7. The Merlin-sound on the Hurricane is like a sawn-off pipe on a Civic. Sounds great, but it's just the glorified shopping-cart
  8. Luke, consulting the 354th FG group-history by Steve Blake, just a couple of samples of aircraft lost (american dates), which probably is the easiest way of establishing mixed fleets: P-51B-10 42-106712 LIA 10-29-44 P-51C-1 42-103313 LIA 10-29-44 P-51C-10 42-103687 LIA 11-28-44 42-103798 LIA 10-22-44 P-51D-5 44-13328 LIA 07-17-44 44-13560 LIA 10-14-44 44-13581 LIA 11-21-44 44-14045 LIA 09-28-44 I think it's pretty safe to say there was a good deal of mixing in the 354th. The mixing of course went away after the switch to Jugs and then re-equipping with fresh D-model Mustangs in early '45. There seem to have been no D-15s with the 345th FG. Correction: The color-section shows one example of a D-15. Checking the 363rd FG group-history by Kent Miller, I can see D-5s being LIA in late July '44 and B-10s being lost in late August '44. The 363rd FG stood down on September 4th 1944 and became the 363rd TRG. The issue of mixing in 9th AF units is a bit different to the early adopters of P-51s over in the 8th, because there was a good deal of aircraft-transitions going on in the 9th. The two "original" Mustang groups of the 9th were either transitioned to another mission (363rd) or had an intermezzo with Jugs (354th). The other unit to become acquainted with Mustangs (the 370th) transitioned in early '45 and got new or new'ish D-models. The same amounts for the 354th, which wouldn't get their original fastback models back when retransitioning to Mustangs.
  9. That's not what I mean. What I mean is the longitudinal distance between the pilot ant the center of gravity about which the airplane rotates. The farther aft the pilot, the more a pitch-up will alleviate positive g-effects during the pitch. The closer he sits to the CoG (or even if he sits in front of it), the more g will be felt by pitching up alone, without the airplane's velocity-vector doing anything yet.
  10. While I agree that american fighters had different boots to fill, the notion that they were DESIGNED for longer ranges isn't quite correct. All the "legacy" fighters (P-38, P-47 and P-51) saw significant growth in range over their service-life. Mostly due to cramming more fuel into the airframe, but also to a great deal by giving them the capability of carrying a sheet-ton of external gas. Keep in mind that the P-38 had enormous troubles (especially in Europe) till it could finally could be considered a "definitive" product. By that time, it's relative performance compared to contemporaries wasn't all that great anymore. The P-47 was a very evolutionary design, not really starting from a clean sheet of paper. The P-51 was flying within a four months after conception of the idea. This airplane, however, was still a great deal of development (and political arm-wrestling) away from eventually becoming the right airplane at the right time.
  11. Soweit ich weiß arbeiten sie gerade an einem verbesserten Tanksystem, das ja dann auch Zusatztanks supporten soll. Bin gestern Lightning geflogen, und musste zusehen, wie der ganze Eimer leerläuft (obwohl nur der linke Main Tank getroffen war), was natürlich bei zwei Motoren zu einer ziemlich verkürzten Reichweite führt. Im echten Leben würdenst du vermutlich ein Triebwerk ausmachen, feathern und das verbleibende Triebwerk aus den lecken Tank (cross)feeden, bis der Tank leer ist und dann auf den isolierten, noch "vollen", ungetroffenen Tank umstellen...
  12. The unexpected Doors - sounds like a revival-tour including Jim Morrison is coming up? Keep in mind that Junkers was pioneering all-metal airframes and they built the first real airliner (all-metal), the F.13. Back in the day, there wasn't enough knowledge around on how to build metal lightweight-structures that can withstand the stresses of flying. The "wriggly tin" offered good structural capabilities and even though if came with a drag-penalty, the airspeeds achieved with the first couple of airplane-types (including the Ju 52/3m) didn't really make much of a difference in overall drag. When the experience with lightweight-construction and leightweight-alloys got more advanced, they went away from the wriggly tin and built the more aerodynamically and astetically pleasing, flush stressed skin.
  13. I'm wondering if g induced by pitch-rate is modelled. That would be dependant, too, on the center of gravity (around which the aircraft pitches) and thus your fuel-state. No idea if the game is playing around with this, but IRL (especially with jets) it could add significantly to the actual gs the pilots feels. The effect of WW2 props shouldn't be all too great, but then stacking up single factors (including seating-position), it could very well make the difference between a full-blown tunnel and seeing normally. Especially when talking pitch-rate (onset-rate) induced greyouts. To give some perspective: An actual legacy F/A-18 can produce pitch-rates of around 40°/s, which can grey-out the pilot. Mind you this happens significantly below corner-speed and effects (actual g and pitch-rate g) might stack up on each other.
  14. If there's only one Lightning, you can keep him off by timing your evasive manuvers well and with some good technique, you might maintain an at least neutral position. If you're stacked againt a team of Lightnings, you're on the poo.
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