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Karaya

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Posts posted by Karaya


  1. I think Clostermann also wrote on the subject of Luftwaffe training in his book (even though he was with the RAF). He said that too little time was spent actually flying and too much time was wasted learning Luftwaffe regulations. He also said that about 70% of the Luftwaffe fighter pilots were sub-par, and thus basically cannon fodder, while the other 30% were experienced aces, leaving no middle ground. I think that's a pretty fair assessment.


  2. The Luftwaffe never suffered a shortage of aircraft, in fact fighter production steadily increased until the end of the war even during the time the allied strategic bombing campaign was at its height. This was due to production slowly shifting to untouchable underground factories and the generous use of forced labor.

     

    What really broke the Luftwaffe's back was that pilot training could not keep up with frontline casualties. Compromises had to be made and training was shortened again and again until freshly trained pilots barely had enough training to master the basics of flight. Also very little effort was made to send experienced pilots on a rotation and have them teach their experiences back home to recruits. The Luftwaffe would have been much better off with a rotation system like the USAAF had, rather than having its aces fight to the point of total exhaustion and until they went MIA/KIA. Also no matter how good you are, some freak accident can end your life in a heartbeat, see Mölders and Marseille for that. With a system of aces like that of the Luftwaffe, every loss counts double and triple.

    • Upvote 1

  3. Some impressions from this week's BoB event.

     

    The escort scattering above their bomber charges

    754530_20201111220536_1.png

     

    Bombers are inbound to target

    754530_20201111220659_1.png

     

    Target ahead

    754530_20201111220852_1.png

     

    Climbing back into the formation after a successful bounce

    754530_20201111221243_1.png

    • Like 6

  4. 3 hours ago, Oyster_KAI said:

    2. Whether the bullet hitting effect can be enhanced, it is not clear whether it hit the enemy plane.

     

    Bullet hit effects depend on the type of bullet.

    An ordinary Ball or AP round does not create an impact flash which is historical. That's one of the reasons why both the LW and RAF have observer rounds for their rifle caliber machine guns. These rounds exploded on impact in a bright flash indicating that your gunfire was on target. HE and certain API or I rounds create impact flashes as well as is historical. I don't see a reason why this should be changed.

    • Like 2
    • Upvote 3

  5. 9 hours ago, -=PHX=-SuperEtendard said:

    I could see the Finnish spec Buffalo being quite agile with all the weight saving by de navalizing it, afaik they also took most of the armor and the fuel tanks stripped from the self sealing coating.

     

    The Buffalos that fought in the Pacific were an entirely different animal than the ones in Finnish service.

    The F2A-3 for example used by the Marine Corps was a whole metric ton heavier than the initial F2A-1 model (~2300kg vs ~3300kg) while not having substantially more engine power. The British B339E was a similar case of overweight and underpowered. One also needs to keep in mind that the RAF and Marine Corps Buffalos had to go head to head with Japanese Zero and Hayabusa fighters which were probably some of the best turning fighters of the entire war.

     

    The B239 export model of the F2A-1 used by the Finnish Air Force on the other hand were only slightly heavier than the F2A-1 with around 2400kg at takeoff. Their Buffalos went up against Soviet fighters, many of which were no match for the B239 in a turn fight (LaGG-3, Yak-1, MiG-3) and those that could match or outperform the Buffalo in turns (I-153, I-16) could be outrun or outdived.

    • Thanks 1
    • Upvote 2

  6. Very late production Mark V Spitfires had Merlin 50 series engines which were the first Merlins to feature Bendix Stromberg injection carburettors. Not exactly sure when these were put onto production machines but I suspect it wasnt before the end of 1942 or beginning of 1943.

     

    Before that the RAE came up with the so called "Mrs Schilling orifice" which was a diaphragm which limited fuel flow into the engine. Neg G cutout is a 2 stage phenomenon:

     

    1) First off, fuel is forced to the top of the carburettor by the negative acceleration forces, thus starving the engine of fuel (lean cutout).

    2) Meanwhile fuel continues flowing into the carburettor unrectricted filling it up. When pos G are restored again, the engine will start choking on the excess fuel inside the carburettor chamber (rich cutout).

     

    What the Schilling orifice effectively prevented was the rich cutout from happening as it limited fuel flow precisely to that amount which was necessary for the engine to run at full power. Even with the orifice installed the engine would however cutout due to fuel starvation in the first few seconds of the bunt.

     

    From a different discussion of the matter:

    Quote

    There were three different setups tested in these trials one of which was the RAE Negative G carburettor (Mrs Schillings Orifice) The others Large capacity Jet wells, and another one that is a variation of the RAE version. and a combination hybrid. The test results are quite complex with varying results as a function of system used, Boost at the time of application of negative G. In the end the most effective proved to be a combination of the Large Jet wells and the RAE modifed version of Mrs Schillings orifice . This combined hybrid system was the recommendation of the test for fleet incorporation.

     

    I have no idea when this was effectively introduced in the RAF fleet but as the document that reports the results is dated February 1942 I would suspect it took another month or two until service introduction.

    In any case I would expect that the early variants of the Spitfire Mk.V and Hurricane Mk.II experienced the same cutout effects as the earlier Spitfire Mk.I/II and Hurricane Mk.I.

    • Upvote 1

  7. Yes, it's a Windows thing, not CloD related. The easy fix is to not play USB bingo with your peripherals but either keep em plugged in or remember to plug em into the same slots. Never had a problem with joystick, rudder pedals or throttle losing mapping so I suspect people are just wildly swapping USB slots and then wonder what is happening.

    • Like 2

  8. On 10/15/2020 at 8:31 PM, OBT-Mikmak said:

    Airone, some of Baffin pilots had few lag and slowdown issues.

    When i play back the track i have recorded, i can see few personal skins.

    Probably the lag and slowdown issues come mainly from the skin download and maybe it would be better to untick skin download in server conf.

     

    I know TWC has skin downloads on and has reminded people to keep their skins small (<500kb) so the server isnt overburdened by the bandwidth needed for the back&forth sending of skins. Maybe this has to be kept in mind and communicated for this event as well.

     

    What's the starting time on Wednesday now after the summer/winter time switch. Is it 21.00 GMT+1?

    Just put my name down for tomorrow.

    • Like 2

  9. Went ahead and tested it myself yesterday. These were the test conditions:

     

    Aircraft: C.202 Series VII Alta Quota

    Map: Channel Summer

    Difficulty settings: Wind & Turbulences off, everything else set to full realism

    Fuel load: 75%

    Starting altitude: 500m (for sea level speed trial), 6000m for full throttle height (FTH) speed trial

    Radiators were 35-40% open during the trials

    Air filter was open during the trials

    Prop pitch was set to "Super" (~2400 rpm)

    Engine was run at combat power (100%, 1.3 ata or ~960mmhg at sea level)

     

    The aircraft was dived for 500m initially to pick up speed. Once target altitude was reached, the aircraft was leveled and trimmed for level flight. Airspeed was taken off the "Wonder Woman" view gauges once it stabilized and stayed at a constant value. Speeds were converted from IAS to TAS using this converter:

    https://aerotoolbox.com/airspeed-conversions/

    IAS was entered as "equivalent airspeed" in kmh, no special temperature offset

     

    Sea level: ~495-500kmh TAS at 100% power

    5500m (FTH): 595kmh TAS at 100% power

     

    Which seems to be in good agreement with the performance figures stated in the official flight manual. Keep in mind that these figures are for combat (100%) power. WEP usage increases the sea level speed by about 10kmh, so ~505-510 kmh tops. The normal non alta quota variant of the C.202 Series VII is about 10kmh faster at all alts up to around ~4500m due to the increased manifold pressure and engine power of the 601Aa over the A-1. Above 4500m the Alta Quota overtakes it in speed due to the slightly higher FTH of the 601A-1.

     

    However the C.202 is not very well suited for high alt fights. Therefore, I would recommend to always take the normal non alta quota variant as it enjoys a speed advantage at the altitudes the C.202 will usually see the most action. With a topspeed of around 520kmh at sea level using WEP it is slightly faster than a Spitfire Mk.V at +16 lbs boost, the alta quota on the other hand is just barely as fast as the Mk.V. This speed advantage might save your neck one or the other time when flying the Macchi as you definitely wouldn't want to engage a Spitfire in a low level turning fight.

    • Like 3
    • Upvote 3

  10. 3 hours ago, Dog3SkyDog3 said:

    Re VR delayed, I specifically bought this game because it claimed it has VR. I certainly have not had VR start under any of the missions etc.

    SO I CLAIM TO RIGHT TO A REFUND. No VR no want

     

    This game certainly never claimed to have VR. Please do tell where you found this information of yours (store page or similar).

     

    Great Battles does support VR but that's a different engine & game branch unrelated to Cliffs of Dover and Desert Wings.

    • Upvote 2
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