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About busdriver

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    St Paul MN

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  1. Like @Yogiflight posted, you don't. Here are the flare gun ports. Seen from your gunner's POV Viewed from outside your 110.
  2. Most definitely after going aboard the Kittyhawk and Midway in 1972-73 (when they were in port at Subic Bay and we lived on Clark)...soap on a rope. Segue to my airline career, anytime a Navy guy gave me grief about Air Force fighter pilots needing an 8000' piece of concrete, I would sing a couple of bars. Which reminds me of another OT story. During my 6 years as a DC-9 FO, I often flew with a very sharp former P-3 guy, graduated near the top of his class at Annapolis. I had flown with a bunch of Navy guys, so I knew the time frame when guys in the pipeline for the P-3 were no longer required to CQ (carrier qualify). My friend Bill was one of those guys that didn't CQ. Anyway...one day we had a former Marine A-4 (current ANG F-16) guy on our jumpseat. Bill started talking smack about the superiority of Naval Aviators versus Air Force Pilots. The Marine just smiled, not piling on. After giving Bill enough time to dig his own hole, I asked the Marine if he CQ'd, "...of course all fleet pilots do." I looked at Bill and asked how his CQ went (again knowing he never went to the boat). "Well, the P-3 pipeline wasn't required to CQ." Nodding with a look of understanding I remarked, "So, you're just like an Air Force Pilot." The Marine howled with laughter.
  3. I hear ya...but the Thunderbirds wore g-suits when flying F-100s, F-4s, T-38s. I hold the opinion that the Blues don't wear a g-suit simply for the sake of "bragging" rights. They are very good. OT story about the Blues. My family was on holiday at Jekyll Island GA (1970) and the Blues were performing at NAS Glynco (Brunswick GA). I was out walking on the beach early Sunday morning, there were only a few other folks out. Off to the north I heard the distant sound of afterburners...searching for the source I finally saw a single dark blue F-4 approaching just off the beach at low altitude. I started jumping up and down waving my arms (hey I already knew I wanted to be a fighter pilot). He didn't see me...damnit. I reversed course and walked south, watching as he pulled up into a whifferdill and sliceback a few miles away. I lost sight but continued to watch for him to reappear. Here he comes...inverted...very low...and WAVING when he flashed by me. That almost made me want to become a Navy fighter pilot. That guy personified "cool."
  4. (squirming in chair, arm stretched overhead, waving hand hoping the teacher will acknowledge) Me...me...me...I want that!
  5. Scutts barely mentions the use of bombs in Europe. He offers no expanded commentary about the Droop Snoot modification, other than to say it could lead other P-38s (inferring level bombing). I only found two pictures in the Wings/Airpower P-38 package showing an airplane with 6 x 500 lb.
  6. Hey @Swing, I don't know how to answer that question. When I click the Okay button on the alert from PWCGBoS it takes me to a Java site. The "About Java" pop up window doesn't indicate 32 bit or 64 bit.
  7. I'm unable to launch PWCGBoS. It keeps telling me I need Java when I have the latest version. I have Java enabled in Chrome (my default browser). I've restarted my PC twice. @PatrickAWlson got any Idea as to what I'm overlooking?
  8. I experience that only when I have a ground reference or horizon in my FOV. Once air-to-air maneuvering starts, if I'm padlocked and looking out the top of my canopy with only the sky as a background...I'm knackered. Such is my life as a 1GCCFP. Good to know.
  9. Rap does some excellent work, talented mate.
  10. Unmentioned, but perhaps worth consideration is the "unique" handling characteristics of the Hs 129 when learning how to takeoff and the need to manually control the props (to optimize performance). But I'm certainly with @PatrickAWlson...spotting tanks is my problem. I prefer using bombs and the 110.
  11. @ZachariasX very nice demo in straight an level. Now repeat your experiment in a simulation of a turning fight, you know, cruise at 488+ km/h and get wrapped up in a sustained turn and perhaps a scissors. Don't pull the power, just leave it there. While you're pulling on the pole sustaining g, run the stab trim full up and down. Compare that airspeed decay over time with simply leaving the trim set and sustaining a turn or scissoring. I'm particularly interested in your results for that speed regime where I dare say most 1GCCFPs fly during a turning fight (except apparently for @69th_Mobile_BBQ who was convinced your demo is proof). If indeed you are convinced the cycling the stab trim while operating around corner velocity in a turning fight is an effective speedbrake, then I suspect you have found a game exploit rather than proof of the claim by gentleman from LA (lower Alabama). Sigh...if you are hanging your hat on the demo by my friend @ZachariasX you still do not understand. If your notion of a turning fight involves airspeeds above 400 km/h when corner velocity is a nominal ~270 km/h, there is no amount of book learning or RL experience that can educate you. I don't know how to help any 1GCCFP that thinks in those terms. As a Jurassic era RL fighter pilot, we were taught to recognize speed regimes. In a common expression of the day, guys that were slow to understand this (in the heat of the battle) were jokingly referred to as "all d*ck and no forehead." These are power limited airplanes, so if what you claim is accurate then one would simply reverse the stab trim and gain energy. But even you (I hope) won't sit there and claim that happens under g in a turning fight. I would suggest, that the energy bleed is a function of the g load and where your current airspeed is on the Ps (P sub s) curve. The game is not a high fidelity sim in all regimes. Fly an approach, gear and full flaps, just above stall speed. Put your feet flat on the floor. At some point execute a go around at full power while leaving your feet flat on the floor. I'd be willing to bet that even you can easily climb out with just a small amount of aileron, no rudder, and maintain your heading. As a RL pilot, I would not tell a 1GCCFP that this is how real airplanes work. Apparently you would...and thus I genuinely suggest consumers take your advice with a very large grain of salt or simply ignore it. It doesn't suggest that I think you're a bad person, I simply don't consider you as a reliable source of air combat insight. So yes, I don't consider you credible. If you and I were in the same room and you told me the sky was blue...I would instinctively doubt you.
  12. @LukeFF I'm skeptical. Jerry Scutts' book makes no mention of ETO P-38 units learning to use rockets, but he discusses testing different configurations. On page 90 he writes how tests using "zero length" launchers were unsatisfactory. "The preferred alternative was to group rocket rounds on the multiple-tiered 'tree' installation. This arrangement was approved for the later model P-38Js and Ls shortly before the war's end, after most of the campaigns in the west had been completed. Consequently no operational use of rocket projectiles by P-38s is known to have occurred in the ETO."
  13. Well, if you are dropping bombs, the RL advice is to trim nose down for the dive. How much? This depends on how steep of a dive angle you're using and how fast you might be flying when you recover (pull out of the dive). You 109 guys accelerate pretty fast going downhill and as you know can exceed your elevator authority (find you can't pull out) without a bunch of nose up trim. Why nose down trim for bombing? Since the airplane will seek the airspeed it was trimmed for hands off flying, nose down trim helps to prevent a banana pass. What's a banana pass? See an exaggerated example for yourself. Trim full nose up while maintaining 400 km/h at an altitude of 3000 meters, roll into a dive and put your pipper on a target (make sure you're now wing level). Look at your airspeed when you realize that you cannot hold the pipper on the target with full forward stick (and full nose up trim). If viewed from the side (profile view) you would see your flightpath arc upward away from the ground...this is a banana pass. Repeat this test (400 km/h at 3000 meters) with neutral stab trim and again with "some" nose down trim. You will find in order to become a proficient Jagdbomberpilot you will need to limit your airspeed and dive angle to get accurate bombs and prevent banana passes. Another RL fighter pilot travelling tip is to fly around with a bit of nose down trim. Why? The airplane accelerates best at zero g. In RL we talked about relaxing the back pressure or "bunting" to a "light in the seat" sensation. This bunt would put us at less than 1 g (close enough to zero) helping us accelerate. As a 1GCCFP, you do not have this feedback, but you can mimic the technique. I respectfully suggest you ignore the notion that too much or too little stab trim will bleed energy immensely. I have nothing to add to your current technique and desire to get a certain degree of muscle memory working for you. I look at the ball periodically, but I am most interested in centering the ball when I'm about to drop a bomb or squeeze the trigger trying to kill something.
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