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  1. 6 likes
    Theresa (my daughter) flew from Eindhoven to Manchester today of all days. Storm Doris made it interesting..... "Take off was bumpy. Above the clouds was pretty. Manchester closed their airport while we were in-flight. Then they opened it for landing. Circled for landing for 20 minutes. Tried to land twice...couldn't. Got diverted to Liverpool. 10 minutes before landing at Liverpool a fight broke out. Three minutes to landing and a very drunk idiot decided to walk up and down the plane....laughing and cheering at himself while 100 people are screaming at him to sit his butt down. 1minute later he does it again and a woman passes out (bear in mind it feels like we're on a rollercoaster). The plane landed sideways.10 people threw up around me and we've been sitting on the plane for 25 minutes while police taserd said idoit. Police escorted the fighters off and the paramedics are here treating the woman who passed out. And due to the shortage of baggage handlers (we're not next to the terminal, out in an open parking spot) we're going to wait a while before we can get our luggage. I need ground beneath my feet...pronto. And someone please give this cabin crew a massive bonus #bumpyflight #groundnowplease#imtoooldforthis " Looking forward to a Dad Hug later when I pick her up from her uncle's in Droitwich, he was good enough to offer to pick her up so had to contend with the diversion.
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    Hey gang. Hope you're all well. Still thinking of you all. Especially Painless. Sweet, sweet tender Painless. Anyway, just thought I'd pop in and let you know I met up with Cold_Gambler a couple weeks back in Ottawa. Angus is doing well and says to say hi. Like me, he wants to get back to flying one day...but like me, talks mores than does. Creepily, he hasn't aged a day since I last saw him - years back when I stopped through Toronto to see BG in his forest mansion hideway. I suspect he is part of some cult that drinks the blood of virgins to stay young our something. He wasn't happy when I stabbed with with a sharpened crucifix. I might have been over reacting. Planning on being out there for Duxford. Bringing Jensen (of Jensnpark fame) out to celebrate his high school grad. He was just 4 when I first stumbled upon BG and Angus way way back. time flies I tell you. Will make sure I drop in more often.
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    I really enjoy flying Operation Jericho, cheers Tom for putting it together. One of the best parts is the feeling of realism in the mission, it works really well for me. Browsing through the 'net today I found a short Pathe News film about the raid that shows what we are out to achieve and how accurate we are in what we do! Brilliant stuff.
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    Glad some of my ramblings have been of assistance, chaps. Now for the hard part... LANDING Hands down the trickiest module to land cleanly in DCS, with the 109 coming in a VERY close 2nd. However it can be done, and done so consistently. Practise, practise, practise. However, you need to have the correct procedure to practise with and at the moment whilst you'll probably being doing the right things you'll be doing them at the wrong time (mostly too soon). I shall elaborate. Part 1: The Prep First off is the approach - the adage goes that a good landing always starts with a good approach. This is doubly true of the DCS Spitty. Coming straight in from a long way out is just making life difficult for yourself; the curved approach give you much better visibility of your runway positioning down to the point at which you flare and cut. Long straight approaches - if done correctly - will hide the runway under that honking great nose and could mean lots of last minute corrections if you find yourself off centreline, with all sorts of potential for over correction and spurious energy in the aeroplane as you try and pull her back to centreline which will only make the flare and cut a more hurried affair, increasing your workload and making an awkward landing all too likely. If on straight in approach you can see the runway all the way in you're coming in damn steep and will make judging the flare all the more difficult. There's a reason that real Spit pilots adopt the curved approach - I would suggest you adopt the same procedure as a matter of course. As shown here from 19:15: Part 2: Touchdown! Many of you will be getting down in one piece (mostly) but having a very alarming experience doing so. Wingtips slapping the tarmac, no particular bias, left or right, but either way you're off in the grass, generally facing the wrong way perhaps with a prop strike and maybe some clipped wings. Sound familiar? Me too. I was having exactly the same as you chaps, until I tried cutting later and flaring at a lower alt; I suspected the wing drop was coming from having too much sink on contact with terra firma and the energy from this, whilst not enough to cause a bounce, was still more than could be absorbed by the u/c. With no airspeed/lift to get back up it threw the load into momentum about the u/c contact points thus one of the wings is thrown down. All this behaviour will be exacerbated if you have any side-slip or side load on the a/c as you touch down. Bootfuls of rudder should not be required at this stage in low cross-wind conditions (check your crosswinds by the way; if you're in a mission where you're trying to land in heavy crosswinds then have a rethink. Trying to run before learning to walk is only going to frustrate you). If you're making large corrections in any plane to get on centreline then GO AROUND. Call it quits and try again. It's that simple. So what's the lesson? Cut later and flare lower. Keep rudder input to a minimum. By deliberately flaring at a lower altitude we reduce the height at which we drop from = less energy. By cutting power later the aircraft settles rather than stalls, thus again reducing sink rate = less energy. The flare itself I make very gently - hence the later power cut - as the low longitudinal stability of the spit and the stick sensitivity makes it easy for the nose to end up higher than desired. Get all this right and you should be rewarded with a gentle settle onto the ground and a satisfying squeal of rubber on asphalt. As you see in the video, my mains touched first followed by the tail wheel a fraction of a second later, so it does not have to be perfect three-point. It's just that the margins are narrow for getting it wrong. Currently your major issues will be flaring too high and cutting too early; just hold off a bit longer on both and it should make life easier. Part 3: The Straight and Narrow You've touched down with no wing drop! Hooray! However, the Spitfire is not yet done trying to find ways to embarrass you and inattentiveness at this stage will end up with you in the grass with some major airframe components likely scattered around you. FLY THE PLANE! You are not done till you're sitting back at the pan with the engine off! All those issues you had at takeoff with directional instability are just waiting to throw you off the runway. Stick back in your lap once you're sure she's down and staying so. Get on the rudder like Michael Flatley (Lord of the Dance/Riverdance for those who need a point of reference) - just avoid brakes! You'll have plenty of airspeed for the rudder to be effective during the early part of the ground roll. Just like takeoff, keep the inputs short and sharp! Adding brakes too soon will throw you into the grass. As you slow you'll start to feel that rudder alone isn't quite cutting the mustard; your inputs to keep her straight will become larger and longer; it's at this point you start bringing in a dab of brakes to help keep her in line. But keep dancing! Finally you'll come to a stop, engine still running, pointing the same way and with all major and minor structures still attached. And it's now that you are allowed to breathe! Congratulations! Flaps away and get out the god-damn way cos someone's likely to be making their final approach and could do without worrying about bumping into you! Getting this right takes practise - it took me a good number of attempts to hit the right formula and get it right more than I got it wrong. However, I'm able to do this consistently now - as long as I concentrate! - so I assure you it's not impossible.
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    Working on the old rail bridge currently. On facebook: https://www.facebook.com/BuildingAModelBridge/
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    Painless wins! Here's a little prize for you... Yes, for the first time ever I'm at the Shuttleworth Collection season opening air show. There's a Bristol Fighter in the overhead right now and I'm watching a Hawker Demon starting up. Lovely! Sent from my iPhone using Tapatalk Pro
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    So as some of you know, I have a weakness for twins (stop sniggering.at the back there). Not that sort of twins, I mean of the aeroplane variety. So while the Beaufighter project still languishes in a half completed state (much like TFC's) I've been a little sidetracked by this; This is the Trumpeter 1:48 DH Hornet F.1 kit and very nice it is too.With the addition of a few PE and resin aftermarket doodads it's all gone together rather well. Just the top coat, decals, props and undercarriage to go.
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    Dutch school kids remember and pay their respects to the Canadian soldiers that liberated their country... By lighting up their graves with candles... Here's a video ... Now I knew this was happening each and every year 'round Christmas, but just now I learned how this tradition started: A woman discovered a Finnish name on one of the stones, and she was familiar with a Finnish tradition... so, that's how it started 25 years ago, not just for that one Finnish name, but for all of the others resting there, all 1394 of them...
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    Wonderful stuff, what a beauty! It's funny, the G-12 looks better in the flesh than any photograph or colour-plate would suggest. I also think this version of the swastika is a better alternative to either nothing or the modern German flag. The test pilot Charlie Brown, is one of the highest timed 109 pilots around and a serving RAF officer; how ironic! [emoji38] Tom and I have also flown with him in a Stearman… I'm sure we've mentioned that story one or two (hundred) times.
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    It's now on display in the same shop as the other bridge!
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    I just wanted to make sure that all of my British Dogz and all of their friends and loved ones are OK. I'm with you all, my brothers and sisters across the pond.
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    Utterly floored, yet not surprised, that some will stoop this low in a insane act of religion, and abhorrently against the very tenets of the religion they purport to act on behalf of. Good to see, however, the Brits can still summon up their 'Blitz' mentality and pull together and show the sadistic and murderous bastards we won't be cowed. Hope the c@nt gets his over endowed male virgins to torture him for all eternity. Sent from my iPhone using Tapatalk
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    This afternoon - from my kitchen door
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    So I'm off on my travels again today. Anyone want to hazard a guess where? Here's a clue... Sent from my iPhone using Tapatalk Pro
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    So a few photos... Catalina Hawker Demon Fauvel somethingorother BBMF Spit LFXVI (I think) - Black primer! On a check flight from Coningsby - just stopped by! DH.60 Moth (The first aircraft bought by Richard Shuttleworth and record holder for the longest residency at a single airfield by any aircraft) and Miles Magister DH.85 Leopard Moth and Hawker Tomtit Miles pair - Messenger and Gemini Spit and Hurri trio DH.88 Comet "Grosvenor House" (Squeee!) - Easily the star of the show for me & something I've been wanting to see for years. So much so that I forgot to take any more photos...
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    Hey! I'm Japanese too!
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    Hello chaps, After some conflab with some of you who are testing this module I thought I'd provide a common point of reference for some hints, tips and advice for operating this particular module. Lets just start with the obvious - it's hard. DCS WW2 aircraft are all tricky in their own rights but the Spit has it's own foibles particularly in ground handling and takeoff and landing, which no amount of Il-2 or CloD can prepare you for. Compound this with some very flexible control set-up options and our differing hardware can mean that everyone's control system is peculiar to them (particularly regards curves etc), with the result that one person's experience can differ from another and thusly their advice - whilst completely correct for their set-up - is not always helpful to others. With this in mind the best place to start is with some genuine tail-dragger instruction and behaviour primers; the best I have found are on the following threads and will provide you with some excellent insight as to WHY the aircraft is behaving the way it does: Essay, PART 1: Why taildraggers are tricky and how to overcome it! Essay, PART 2: Getting the tail up... ESSAY, PART 3: Landing and stopping. Some are incredulous at the Spitfires behaviours but if you have read the above you can see it DOES exhibit characteristics familiar to all taildragger aircraft. Do bear in mind we are at Beta-release so some refinements are always in the workshop. What I can tell you is that it IS manageable, almost (!) predictable and once you have figured out what you're doing wrong, can be consistently and safely taken off and landed. I had trouble myself on the first few takeoffs, and landings were a nightmare. However, by thinking through the issues logically as to why the aircraft was behaving in such a wayward manner I managed to adjust my technique to narrow the error margins and make takeoffs and landings a much less fraught affair. TAKEOFF First and foremost: ALWAYS ENSURE YOUR TAIL WHEEL IS STRAIGHT BEFORE COMMITTING TO TAKEOFF! As you make your final turn on to the runway and come to a stop around the centreline, if possible, go to external and check the tailwheel. Chances are it's pointing the direction you just turned from! If you power up now, guess which way you're gonna be headed? That's right - into the grass! As you get to the runway heading you should already be applying brake/rudder opposite to your turn in order to stop the a/c on the desired heading; the trick is not to stop dead once you've got her lined up but let the momentum carry you forward and roll a few yards/metres to ensure your tailwheel is pointing straight down the back of the tail. Now for the power up and takeoff roll: Your most fundamental mistake and the main cause of your woes will be over controlling, mainly on the rudder. Small and sharp inputs, of a high frequency are demanded. You'll practically be dancing on the rudder pedals. Example: Philstyles excellent youtube vid detailing his mastering of the takeoff Take good note of his rudder technique. Do bear in mind his rudder deadzone that he applies in this video is applicable to his pedals and set-up and is not a guaranteed cure to your issues unless you have a spiking input or some slack around the 0 point of your rudder pedals. As such I would not recommend that everyone mimics his curve profile. These aircraft have significant inertia - as such you have to pre-empt the airplane and the inputs have to be ahead of what's happening. Hold an input too heavy and/or too long and by the time you realise that it's effect has taken hold you have too much acceleration and inertia in the direction of that first control input for any countering input to be of any use. This is where Il-2 and CloD show their inaccuracy with small planes with big engines; as one who has soloed powered gliders I can confirm that the rudder inputs required in DCS on prop powered planes is significantly more realistic. Ergo what you are used to in Il-2 or CloD is significantly easier than real life. Trust the visual cues and your judgement; if you even suspect or sense the nose is moving left a bit then get a quick stab of right rudder in; if it still seems to be going then get another in, then another; you might put one too many stabs in and you sense the nose coming right now - but because the input was small and you're acting quickly you should only require a stab of left to correct. Short and sharp. It will take some dings and a few attempts to get the knack of this and actually takeoff. It will take even more till that take-off becomes a clean, elegant affair but at least you will be airbourne! I will strongly suggest everyone has their elevator trim set at at least 0 or -1 for take-off to avoid the sudden nose up tendency as the aircraft lifts out of ground effect. As Phil suggest use a maximum of +8lb Boost (red ringed gauge to RH side of dash) - this gives the nicest balance of acceleration and manageable torque forces. By moving it up promptly it will give your rudder better bite thanks to the propwash being blown over it's surface. That's it for now, the rest I leave to you. It will be frustrating, you will curse, you may even cry. However, as long as you can evaluate what is going wrong, why it's going wrong and what you're bringing to that equation, you can figure what you can do to correct it. PRACTISE and CONCENTRATION are two absolute bywords when getting the Spit off or back on the ground. Good luck chaps. Next time we'll discuss landing.
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    Since I only use my PC for flight sims nothing about this update appeals to me. Internet security isn't a bother either as I don't do internet banking or anything like that and I'm too old and flaccid to be interested in any sort of dodgy websites - unless flight sim forums count as "dodgy" that is. I do have a vast collection of laptops - eight! - which technically belong to Devon County Council. As all the data on them lives in Babcock's* Cloud, if anything goes wrong with the latest model techie man comes over and gives me a new one. No joke. Saving the public's money? Why would anyone want to do that! *Babcock = yes, the defence contractor. They also run Devon's education services!
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    After receiving a multitude of written complaints, the management team of the Lympne airfield have decided to move both the Windsock and the Radar mast so they will not be in the way of lousy pil2ots who appear to be incapable of stearing around them. Please do Donate, though moving the windsock is not expensive (though we had to wait for windspeeds to go down to below 1m/s - that took a big toll on the airfields supplies of sandwiches and tea), mainly, moving the Radar mast did cost a lot, as afterwards, it had to be calibrated again, it being further away from the North pole. (Or was it the windsock's pole?) Oh well...
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    THE NEW HIGH SCHOOL TEACHER After retiring from the army, a former Artillery Sergeant took a job as a high school teacher. Just before the school year started, he injured his back. He was required to wear a light plaster cast around the upper part of his body. Fortunately, the cast fitted snugly under his shirt and wasn't noticeable when he wore his suit jacket. On the first day of class, he found himself assigned to the toughest students in the school. The smart-ass punks, having already heard the new teacher was a former soldier, were leery of him and he knew they would be testing his discipline in the classroom. Walking confidently into the rowdy classroom, the new teacher opened the window wide and sat down at his desk. A strong breeze through the window made his tie flap. He picked up a stapler and stapled the tie to his chest. Dead Silence. The rest of the year went smoothly.
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    21 Dead Giveaways That Someone Is British. #17 Is So True It Hurts 1. Strong opinions about queuing. Also, calling it queuing. 2. They are polite to people they hate and insult the people they like. 3. Asking them if they are okay, and they say "yeah, can't complain". 4. They ask you and everyone else in the office how you like your tea, and never ask again as they'll remember it forever. 5. When they say "Cheers" as an expression of gratitude most of the time. Oh and the 'mate' that comes next. 6. They use "quid" instead of pounds. 7. Use of telly instead of TV. 8. Use of the word 'mug' without going on to reference some kind of drink. 9. Make a cup of tea. BUT, in this order: Tea bag in, then milk and finally hot water. If they are British they will squirm. 10. When you catch their eye in public, they'll pretend to be looking for somebody else in every other direction. 11. When I was in London some British folks told me you can spot a Brit because they wear black socks. 12. No matter where they are in the world, if you ask them where they are from, they will tell you the town or county, not the country. 13. Use of the word posh. 14. British people always use the expression "half 8" meaning 8:30. 15. Ask them about the weather. It’s their go-to small talk. 16. When they say they're getting "pissed" and it doesn't mean "angry." 17. They greet people by asking if they're alright. And the answer to "Alright?" is "Alright?" 18. Affectionate hate for the French out of a sense of national obligation. 19. They pronounce "twat" as though it rhymes with ‘hat’ or ‘cat.’ 20. They are very reserved and think anything done with a lot of enthusiasm is "cringey" or "cringeworthy". 21. The two questions they ask to taxi drivers are "Been busy?" "What time you on till?"
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    Hello chaps. Someone asked me a while back to provide a track for his reference as to how I'm doing stuff, control inputs etc. Alas I can't get the trk files to replay cleanly so I've made a youtube vid with the control input indicator showing. Hope this of use to those still having a difficult time getting the Spitty on or off the deck.
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    Not a new toy but yesterday was - astonishingly - my eldest son's twenty-fifth birthday. As we sat at the breakfast table and the sun rose over another drizzling, arse-freezing, grey morning; "So what are you doing today, son?" "Melissa (GF) says we're going for a romantic walk on Dartmoor" "Dartmoor...today?...nice....." What she did infact have planned was an hour in this; Doing a touch and go at Innsbruck! He said it was fantastic!! Wouldn't mind a go myself. He did it here; http://www.virtualjetcentre.co.uk/
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    EDIT - ADDITIONAL TIP For Takeoff, ALWAYS ENSURE YOUR TAIL WHEEL IS STRAIGHT BEFORE COMMITTING TO TAKEOFF! As you make your final turn on to the runway and come to a stop around the centreline, if possible, go to external and check the tailwheel. Chances are it's pointing the direction you just turned from! If you power up now, guess which way you're gonna be headed? That's right - into the grass! As you get to the runway heading you should already be applying brake/rudder opposite to your turn in order to stop the a/c on the desired heading; the trick is not to stop dead once you've got her lined up but let the momentum carry you forward and roll a few yards/metres to ensure your tailwheel is pointing straight down the back of the tail.
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    Just found out that I'm getting a bit of a bonus this Chrimbo (due having been a good boy at work) so I've decided that a part of that will be going on replacing my TrackIR which even as I speak is on it's way here from Bristol! The Edtracker has been great and has kept me flying (although in a somewhat limited capacity) but I miss 6DOF and '46. Not content with that, having made the decision to replace the TrackIR camera I was looking at the two rather tired track clips that I have and have repaired (with duct tape and bits of the other) the better of the two and have sacrificed the remains of the second one to make a battery-powered version and it only bloody works (well the lights come on and there's no burning smell) so now I have a standard track clip and a self contained battery powered one! (I shall permit myself a small WOOT! here). I'll post some piccies if anyone's interested in doing something similar,
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    I made myself a set of working DVD backups in folder format yesterday and today. This set is going to Gypsy he's and old TUSA pilot, that I've known for years and took a much longer hiatus than I have from the game. He has Clod, but can't get 1946 to install on his Win 10 system from the Original disc. SOOO It took two disk for stock 4.12.2 and three disk with HSFX. He doesn't need the plain stock one, as we all know, but it would give him a fresh start anytime he needs one or to build any of the other arrangements out there besides HSFX.
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    Well worth a read - what a life! http://www.telegraph.co.uk/obituaries/2016/11/01/molly-rose-spitfire-pilot--obituary/
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    So far so good.. Granted I have to install out add-ons now, but we are finally running V4
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    We've had this discussion before - "what was the prettiest warbird ever?" The answers are as diverse as the Dogz, but the DH 103, better known perhaps as the Hornet usually features somewhere in there. As you may know, models, even photos of the Hornet are pretty rare - so I was pretty stoked to find this in my local model shop. One of only two currently available in the UK. And seeing as it's you lot and I like you, here's a couple more (and this will be the only time it will stand on the undercarriage) I'm a happy Jabo! Sent from my iPhone using Tapatalk
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    Now this what I call an approach! Also, that sound...
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    My God! he's created........Frankenstick Run!!
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    For those of you not on FB or friends of mine on it. I want to let you know about this. Here is screen shot if you don't have FB.
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    Hmmm....BT guarantee me a minimum of 50mb. That sounds really good when your getting 1.9mb/s on a wet Tuesday night. Tempting..... I see Micks got the biggest cable
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    Thanks Dave, that may prove useful when I get more use out of the throttle now I have *finally* fixed the stick! Fixing the stick - wow what a saga! I was able to extend the stick and made it floor standing using 1.25" diameter PVC tubing, latex and plaster for various moulds (getting that pesky screw thread bit for example) and had really fine control with no spikes at long last! Unfortunately as predicted the stick displacement meant separation between stick and desk an chair became uncomfortable - I could set curves but a bend is really required to permit pitch up to be with stick 'in lap' whilst permitting full pitch down without striking the desk. Bits on order for this so I revisited the initial issue. Design flaw with X55 is the centering is via a spring loaded conical collar running on a cylindrical shaft, both made of ABS. Tolerances are so slack that the shaft is actually not cylindrical, and this causes binding of the collar. This manifests as intermittent sticking as it travels up the shaft, which results in sudden jumps in control input. Far from ideal with a flighty warbird (or helicopter for that matter). I bit the bullet and disassembled the entire lower half of the stick, this required cutting the 10 wires that transmit the button presses and rudder input (I don't use the latter). I was then able to separate shaft and collar, and applied abrasive paper using a cordless drill to get the shaft more truly cylindrical, and polished to a high gloss finish. Reassembled and Vaseline applied, I now have a joystick that performs as originally designed - took a freaking day to do it though!!!! Can now take off, land, and maneuver the spitfire at long last [emoji4][emoji4][emoji4][emoji4][emoji106] Sent from my iPhone using Tapatalk
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    Ok see what you mean about the likes thing, added to my list [emoji4] Sent from my iPhone using Tapatalk
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    Ever since the first time I had to blow the dust out of the box I've been meaning to properly filter incoming air. After fixing the fans, I started looking at airflow through the case. Rather than adding more fans I thought to improve the efficiency of what is there. Fan grills are a huge impediment to airflow . most removed. Now that there's there more airflow we'll want to filter it to keep the dust out. I bored some 1" holes at the video card intake fans and another 3" directly in front of the CPU, adding a ram tube(single serving yogurt cup) to direct outside air directly at the CPU fan. I built up a little box of foam weatherstripping around the holes and a few stand off supports. Some self adhesive velcro on the case holds an air conditioner air filter of 12 x 15 inches. The velcro itself does hold the foam but to be sure I attached the fuzzy half of the velcro to the foam and added a few staples to be sure. Did the same at the original 4 x6 screened intake on the front of the case.
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    Blame AP but I'm having fun with this now. This thing is just loaded with features: Coarse setter (not to be confused with course setter) - Large adjustments to accommodate different sticks. Tension cut-out (not to be confused with boost cut out) - Emergency release 24 thread pitch control (not to be confused with prop pitch control) -Tension fine tuning. It's made with simulation grade hardware using period correct production standards (cobbled together from bits lying about the repair bay, all weld splatter, flash, scale, burrs, sharp edges, overspray, underspray, and grease left for that "front line operational squadron" feel). Extensively tested and endorsed by an actual simulated pilot. Versatile, works for elevator or aileron trim on many different aircraft in all flight sims. Windows 10 compatible Invulnerable to enemy fire. Light weight, won't adversely affect the performance of your aircraft.
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    Even if funds are ok I think we should have a drive for some extra and allow Mr Enkel to take Mrs Enkel out for a meal as a thankyou, perhaps Ft and a plus 1 as well for all the hosting and effort in keeping the dogz flying (not as a foursome of course - we are not paying his airfair!) It is getting near to my birthday and I useually chip in around this time, so I will start the plate off......
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    Really great bunch of girls and guys. They a re working very hard not only to rescue everyone in need but in the prevention of happening bad things to. One recent flyer they posted to our dear tourists: https://www.facebook.com/HrvatskaGSS/photos/a.236428609800745.45158.139286286181645/913741425402790/?type=3&theater there are some other very good posts by them to look at dont know if this is visible for people with out FB so i'll post the image of this particular flyer: i just love the part about free natural selection If only they would be some political party so i can give them my vote
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    Just some interesting info gleaned from my new bedside reader. "The Hurricane II Manual" Section 2: Handling and flying notes for pilot. Engine Limitations: Max Take-Off : RPM = 3000 Boost = +12 Temp (Coolant/Oil) = -/- Max climbing (1Hr): RPM = 2850 Boost = +9 Temp (Coolant/Oil) = 125/90 Max Rich Cont. : RPM = 2650 Boost = +7 Temp (Coolant/Oil) = 105/90 Max Weak Cont: RPM = 2650 Boost = +4 Temp (Coolant/Oil) = 105/90 Combat (5min) : RPM = 3000 Boost = +16 Temp (Coolant/Oil) = 135/105 Oil Pressure (lb/sq.in.): Normal = 60-80 Minimum = 45 Min Temp for Take-Off (deg C): Oil = 15 Coolant = 60 Fuel Pressure (lb/sq.in.) = 8-10 Maximum speeds: (MPH IAS) Diving = 390 Undercarriage down = 120 Flaps down = 120 Climbing speeds: (MPH IAS) Maximum Rate Standard climb (all alts) = 155 up to 16,000 = 140 at 21,000 = 135 at 26,000 = 130 at 31,000 = 125 Economy Climb: RPM = 2850 Boost = +9 (Recommended Max rate speeds) Cruising: RPM = 1800-2000 Boost <= +4 (MPH IAS = 160) Stall speeds (MPH IAS) Gear/Flaps UP = 80-90 Gear/Flaps Down = 60-75 Approach speeds (MPH IAS) Engine assisted = 95 (Flaps up 105) Glide = 105 (Flaps up 115) Approx Fuel Comsumption (RICH MIX) RPM Boost Gall/Hr 3000 +12 115 3000 +9 100 2850 +9 95 2650 +7 80 pprox Fuel Comsumption (WEAK MIX) 2650 +4/+2/0 56/52/47 2300 +4/+2/0 50/46/42 2000 +4/+2/0 46/42/38 (NEGATIVE BOOST) 2650 -2/-4 42/37 2300 -2/-4 37/33 2000 -2/-4 34/30 Beam Approach Profile: Stage Height (feet AGL) MPH (IAS) RPM Approx Boost Action Change of trim/Remarks Prelim Approach 1500 120 2400 -2 / -1 Flaps 30/ Gear Down Strong nose down(flap)/Slight nose down(gear) Long Final 600 95-100 3000 -4 / 0 Flaps Full 60/ -- Nose down / Should give level flight Short Final 100 90-95 3000 -- -- -- Overshoot(Go Around) Up to 400 95-100 3000 Full Throttle Gear Up/Flaps up to 30/Flaps up/ -- Trim Nose up/Trim Nose up/Trim Nose up/Adjust Boost & RPM above 1000 feet.
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    File Name: Storches-Carrier.mis File Submitter: FoolTrottel File Submitted: 12 Jul 2016 File Category: Missions Run as dogfight, take off in an aircraft, try and HOP the gates. So, the perfect execution would mean you do not move a bit relative to the carrier, except for the vertical... Click here to download this file