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About busdriver

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  1. @BlackSix hit a home run with this project. You will not be disappointed. I failed to record it, but I had the most satisfying air-to-air victory against a Ju-52. A long range shot from his dead six o'clock wrecked his flight controls causing it to pull up into continuous loops. The crew bailed out at the top, the Ju-52 impacted after its third loop. It was AWESOME!
  2. Respectfully, you can turn in game icons off and on, not Object markers or Navigation markers with the [ i ] key. I think @Shakey60 provided the correct answer to the OP's question. If you do not want the black airplane symbol on your map but still want the red and blue symbols, the have Object markers checked and Navigation markers unchecked. Gives you this... While Navigation markers checked... Gives you this...
  3. I can say with complete confidence...this campaign by @BlackSix ROCKS! It's as much fun as @ShamrockOneFive's video makes it look.
  4. Even back in the Jurassic Era weight lifting was emphasized for all of us to help mitigate against GLOC. So that stands to reason.
  5. Something I noticed early on was the inability to trim hands off for an approach. I never bothered to test the stall numbers. Guess I have to now. In the clean configuration, half fuel load, somewhere around 100+ mph, I get a pronounced left rolling tendency. Not much of a stall break. In the dirty configuration, half fuel load, somewhere around 90+ mph, I get a slight left rolling tendency. Not much of a stall break.
  6. I wave the BS flag. My three pilot training classmates that got the Hawg were all 6' something. And their typical sortie involved 4g maneuvering. Show me a Vn diagram that says a underpowered turbofan equipped, subsonic, mud moving, straight wing jet can simply pull 7-8g (for more than one turn before it's out of airspeed and ideas).
  7. Respectfully...you keep using missions per day and sorties per day as if they are the interchangeable. It is a fairly common misunderstanding. But they are not interchangeable. Missions are those different tasks flown by a variable number of airplanes/pilots assigned to perform that task. A sortie is an individual airplane taking off to perform that mission. Suppose the game assigns 8 airplanes to perform the mission task. That means 8 sorties. If Lt Elmo Bowlogritz ground loops on takeoff into a ditch and the other 7 planes fly the mission...that's 7 sorties on 1 mission, Bowlogritz doesn't count since he didn't get airborne. That's how it works IRL. My SP career experience typically has my squadron sends out 2 missions per day. The each mission might be a two-ship (2 sorties) on a free hunt up to an eight-ship (8 sorties) doing something else. The fewest sorties per day I routinely see is 8 and the most sorties is 16...for 2 missions.
  8. As you pointed out in an old thread... This requires an "airfield object" on the alternate airfield. I've found you can easily fly to another logical alternate (empty for the mission or career, but historically active) and the QFE will put you below zero. In my experience it's more problematic on the Rhine or Kuban maps. It is a quirk with no easy answer. Not unlike the quirk of NDBs missing from otherwise historically active airfields that are abandoned in a SP career. But I digress...
  9. I agree that it would be nice to have, but for a typical 1GCCFP or 1GCCBP it's not essential. I've yet to encounter a SP career where the night ambient light conditions and/or cloud cover make it terribly difficult finding home plate. The airfield elevation data is a bit problematic in game, in that the local altimeter is an accurate QFE (zero height whilst on the ground) setting typically only at home plate. If you divert, the QFE can be terribly in error. I'm currently testing a historically based Dec 1944 project (A-20 night interdiction of railroads, airfields, river traffic) being built by @Gambit21. Unless he has a change of heart, there will be an alternate version with very low ceilings (with snow) at Florennes in the middle of the night. My hope is that in the alternate version you will need to be fairly proficient in flying an NDB approach to Florennes' Runway 16.
  10. Our club prohibited tow pilots from trying to thermal with a glider on tow, but some glider pilots have specifically asked for more maneuvering to find and stay near "lift." By that I mean rather than simply flying lots of straight line and hoping for the best, actually turning back if you find some nice lumpy air. Last year I was towing the club ASK-21 crewed by two active tow pilots. The frontseater briefed me to "take me to the lift." Long story short...the frontseat glider/tow pilot is fond of long straight lines and shallow banked turns in rectangular (box) patterns to get to altitude. I discovered any degree of course reversal exceeded his abilities and comfort level pretty soon after getting above traffic pattern altitude (300 meters). At one point he found himself dealing with significant slack line. Rather than yawing his glider to remove the slack his technique was to zoom to the outside of the turn and raise his nose (yes he was trying to high yo-yo). You can imagine my surprise when I found myself instantly in a 30+ degree nosedown attitude, bent forward chest on thigh grappling to find the emergency release, grabbing the flap handle by mistake while simultaneously thumbing the push-to-talk button on the stick yelling...RELEASE RELEASE RELEASE. Turns out the backseater (club president & chief tow pilot) was yelling RELEASE RELEASE RELEASE while pulling the release at the same time. The chief tow pilot helped me clean the bugs off and put the tow plane to bed, he remarked that the other guy was going to get a little dual with an instructor. I replied, "Yeah that's probably a pretty good idea."
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