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About busdriver

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  1. busdriver


    That's for sure. His narrative reads like a great action movie or comic book. The episode I just re-read describes a mission to escort Hurricanes attacking a Noball site (21 Dec 43). He names the pilots and spectacular circumstances of three Hurricanes lost, as if reading the script for a Sam Peckinpah film (slow motion graphic deaths). Clostermann is highly readable and entertaining. I put Charles Demoulin's "Firebirds" way up there too, not for spectacular narrative, just the impression of the person. ZachariasX, mon ami, thanks for your post.
  2. busdriver


    I have to finish the book (again). Trying to rehabilitate Rudel's image or simply "tone deaf?" I would be at a loss to explain that. Thanks for that tidbit. It's almost 0330 here...time for bed.
  3. busdriver


    Sheddan's "Tempest Pilot" was mediocre at best. I lost track of how many times he wrote something to the effect, "we drank more than we should have." I believe that phrase appeared many more times than narratives of any combat sorties. Seemed like his wartime mission was getting drunk and getting laid...and maybe a little bit of flying. This book was underwhelming. I'm happy to send it to anyone that would like to read it. I read Spurdle's book immediately after reading Sheddan's. Spurdle's book kept me interested. I have no problem with his contempt and hatred for americans. I think the editors were the only thing holding him back from writing "f*cking USAAF tossers." I checked his narrative for the dates he claimed squadron mates were lost with a series of books about Fighter Command losses. He was pretty accurate, within a day of two. A couple of episodes were off by over a month compared to Norman Franks' three volume Fighter Command Losses reference. His description of the episode where an entire Eagle squadron was lost mere days before being transferred to the USAAF was damning. But I think his hatred toward americans colored his description, omitting fairly well known (after the fact) mitigating factors (winds forecast to be out of the west when in fact they were out of the north stronger than forecast, and flying above an undercast, missed rendezvous, some other admin stuff). He took a swipe at B-17s for not hauling as heavy loads as RAF four engine bombers. He expressed justified anger for having been fired upon by f*cking USAAF tossers that mis-identified his Tempest, but he made it sound like only USAAF guys ever screwed this up. Bottom line, Spurdle comes across like a typically flawed human being with lots and lots of anger/hatred/loathing. Spurdle gets my vote for the guy most likely to have suffered from PTSD, beat his wife, and probably set the neighbor's cat on fire. May he rest in peace (sincerely). On the other hand Closterman's is less intense, but extremely interesting to read. I had read this a very long time ago, but have a new edition. At one point Closterman mentions getting jumped by Spitfires over France, but he doesn't write with anger like Spurdle. I got distracted whilst reading Closterman (cross referencing Fighter Command losses with events Closterman writes about as I did with Sheddan and Spurdle). I started noting FC Mosquito losses popping up in Franks', and started checking against Bomber Command operations. During this interruption I read Martin Middlebrook & Chris Everitt's 790 page tome, "The Bomber Command War Diaries: An operational reference book 1939-1945." This sequeued into one of Martin W Bowman's latest and yet horribly edited "Nachtjagd Defenders of the Reich 1940-1943." Life is short and I've got more books to read.
  4. busdriver

    Light signals

    I can only recall green flares when you get the "cleared for takeoff" radio call, and white flares when you get near the traffic pattern/circuit of your assigned airfield. When on the ground (in the cockpit) and my airfield is under attack, I hear the air raid siren and AA guns firing. I've honestly never looked for a red flare. When airborne and my airfield is under attack, I cue off the puffs of flak and tracers.
  5. LOL...and at 3,000 feet MSL?
  6. So this engine mounted supercharger (can't find a graphic of the motor) starts dropping (i.e. not delivering sufficient supplement air to the carburetor) between 2000 to 3000 feet? That's surprising. Hardly worth the name supercharger...eh. Thanks for the correction. But back to my initial post as it relates to Requiem's use of 2-3000ft. He and I had been discussing a nominal altitude the turbo blinking light would turn steady (overspeeding). We (he and I) were using 23,000 feet as a nominal value. I was just pulling his chain...as I do so often with him. My apologies.
  7. I'm not following what you're implying. Should I infer you're telling me there are two separate superchargers? A supercharger and a turbo-supercharger?
  8. You mean 23,000 feet...
  9. busdriver

    Tactical Air War

    So help a fella out. According to the TAW website I used taw-server.de:9988 for the server address, but I can't find the password. Found it the server, I was looking for it on the website...silly me.
  10. busdriver

    New P-47 hipoxia

    Dane bramage...got it, I'll be on the lookout.
  11. busdriver

    What will counter the K4 up high?

    Hey...careful now.
  12. busdriver

    What will counter the K4 up high?

    K/D? You mean Claims/Losses. I know you know that Claims don't equal Kills. And we all know that EVERYBODY overclaimed. Only four columns offer any meaningful data. Both "claimed" columns are merely interesting. The only logical conclusion is that Mustang pilots claimed more enemy aircraft destroyed than the total number of Mustangs lost in combat. But we don't know for a fact that the actual K/D ratio is skewed in the Mustang's favor. Thing that impressed me was if P-47 losses were at the same rate as the P-51, there would have been over 5000 P-47s combat losses. Check my math, 423435 X .012 = ? I came up with 5081 Bottom line, all this single engine, macho, king of the hill talk is total BS. We know the airplane that won the war for the Allies is the De Havilland Mosquito. 😍
  13. busdriver

    New P-47 hipoxia

    Is hypoxia modelled in other airplanes? I've never noticed. What in game symptoms should I look for?
  14. busdriver

    P-47 Pointers/Ground Attack

    I confess I've not updated my game yet, and have not practiced dropping bombs with the P-47. But here are some basics. The mantra of RL Jurassic era fighter pilots when dropping dumb bombs was "steep, fast, press." This means to get better bomb scores use a steep rather than shallow dive angle, fly fast rather than slow coming down the chute, and "press" in close to your minimum safe release altitude. As an example, you will generally find it easier to hit your target if you fly a very steep dive angle...but this will require a trade off with increasing your pull out altitude (to avoid smacking into the dirt or becoming a "frag mort" from your bomb's blast). The steeper the dive will also require a higher roll in altitude or apex if you're making a pop up attack. So a 30 degree dive angle is a good place to start, and if you're a little steeper (say up to 45 degrees) you're fine. I'd suggest starting from 2000' above the target elevation to get an idea of how steep you can dive and what your minimum pull out altitude is. Second point, fast doesn't mean diving whilst trying to push your throttle through the firewall. It doesn't mean coming down the chute as fast as you can. Perhaps it's 50-100 mph faster than your cruise airspeed with your power in Combat Mode rather than Emergency Mode. A big reason why has to do with getting the airplane trimmed nose DOWN so the pipper doesn't wander (drift up from the target) as your airspeed builds as you come downhill. I cannot stress this enough, DO NOT TRIM NOSE UP just so you can avoid hitting the ground. Trim nose down enough so you're not pushing the stick forward to keep the pipper near the target. If you were trimmed for level flight at 300 mph (as an example for teaching purposes) prior to rolling in on the target and you roll in from a very high altitude, you will find an increasing need to push forward perhaps FULL FORWARD stick unless you trim NOSE DOWN. If it's not clear why, the airplane is trying to return to the condition to which it was trimmed, in this case 300 mph. And at some speed you may find you cannot hold the pipper near the target even with full forward stick. For that reason I suggest keeping your speed in the dive 50-100 mph above your cruise speed. A very common RL Jurassic era fighter pilot technique was to reduce the power (referred to as "stand the throttle up) in the dive to control the speed. The steeper the dive the greater the possible need to stand the throttle up. At the risk of repeating myself, trim NOSE DOWN for dive bombing. The steeper your planned dive angle the greater amount of NOSE DOWN trim is required. This is one of the reasons a 30 dive is pretty benign in terms NOSE DOWN trim you'll need. Anybody that trims nose up is doing so because they use the "all d*ck and no forehead" method of bombing. They aren't even trying to get good bombs, they're going so damn fast and simply want to avoid hitting the ground. Call these guys "high speed cheerleaders" or in keeping with my trademarked abbreviations, 1GCCHSC (1 G Comfy Chair High Speed Cheerleader). Finally, press is easy to do in game as long as you don't have your bomb's fuze set for instantaneous detonation. In this regard being able to pull out safely is key. Obviously the closer you can get before pickling the bomb, the smaller aiming error you introduce. In RL you have to take into account the factors that insure "safe escape" from your bomb's blast and those of your wingmen. ^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^This is a GREAT TEACHING tool^^^^^^^^^^^^^^^^^^^^^^^^^^^^^ I say it's a great teaching tool because I'm an old guy and need all the help I can get. I try to set fairly consistent parameters to start with and review the video to see where I had the pipper when I released and then look to see where the bomb hit. Ahh, the Luke Skywalker method. If the FORCE is strong with you...absolutely...whatever works. This is also known as the TLAR ("tee-lar") meaning That Looks About Right. Or my personal favorite, Zen Bombing. Can't argue with success.
  15. busdriver

    Any Spitfire scripted campaigns out there?

    That's correct. You have to manually edit the JSON file for a squadron and edit out the aircraft type from "xxxxxxx" to "spitfiremkvb". I've not done this since version 3.3.3. Starting with version 3.4.0 Pat has culled the number of squadrons and provided more details. I've been a little tied up with RL flying this summer and fall. Honestly I'd have to experiment. As an example, I'd copy the JSON file for 11th Fighter Air Regiment, rename it to 74th Fighter Air Regiment (that's unused) or 74 Sqdn RAF and edit the aircraft type. You could ignore the skin name since it won't match. Or you could also edit the "skinName," I don't know to what, and again edit the "planeType" to "spitfiremkvb". I've not played around with selecting skins. And if you don't want any strafing missions, edit the role, ROLE_FIGHTER and ROLE_ATTACK "weight" numbers. When you're happy...keep a copy this new JSON file. Hopefully this qualifies as puka gen and not duff gen.