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About blue_six

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    Junior Member

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  • Location
    Winnipeg, MB, Canada
  1. Thank you Miro for letting us know. Our shared passion for flight modelling brought Kwiatek and I into contact many years ago, back in the days of BoBII. Once the initial language problems were overcome, I found his opinions and suggestions consistently insightful and invaluable. After we each moved on to different sims, it was always a pleasure to see his call sign popping up here and there, and I read his posts with great interest. His untimely passing in this tragic accident is a tremendous loss to family, friends and our flight sim community. Rest in peace, my friend. blue si
  2. Try this one, Phil C6: https://forums.eagle.ru/showthread.php?t=169358&page=38 Page 38 of the MB-339 discussion in Mods & Apps \ Mods blue six
  3. I prefer the one increment nose up setting shown in the original post and described by Capt Orso for takeoff, for the simple reason that it better sets the aircraft up for climb out. "Neutral" or one division nose down on the gauge requires the model to be coaxed into the air, followed by conscious and sustained back pressure and rapid re-trimming, to maintain a nose up attitude. I appreciate that the one division nose up setting runs contrary to the Pilot's Notes and our various guides - the most expedient solution to bring it all together would be to recalibrate the gauge, making the curre
  4. Thanks for clarifying that, Yo-Yo. I can only conclude from this that I'm actually getting better at flying this outstanding module (in my mind, at least). blue six
  5. Agree, rudder effectiveness doesn't seem to be fading with increased q to near the same degree as the other two primary flight controls. Control harmony suffers as a result. Looking on the bright side, it seems to me that the Spit is noticeably easier to taxi - it's not quite so eager to diverge from the desired path as soon as your attention wanders, and often can be brought back into line with just a short dab of rudder. I'm finding crosswind takeoffs and landings are less of a challenge, and takeoff itself seems smoother overall than at 1.5.7. Trimming for straight and level flight
  6. What Art-J is saying, TC, is that when your right wing has dropped and your left wheel is off the ground, you need to apply right rudder and brake, to bring things back to an even keel. Try it, it works, just don't overdo it.
  7. General interest item. The accompanying video clip runs approx. seven mins. Take the time to explore the two links at the bottom of the article, on the life and death of Arnold Roseland - you won't be disappointed. http://www.vintagewings.ca/VintageNews/Stories/tabid/116/articleType/ArticleView/articleId/593/The-First-Flight-of-the-Roseland-Spitfire-IX.aspx blue six
  8. I'm with zero and bernp on this one. The pointer on the airspeed indicator is overly difficult to see at a glance, unless you are zoomed in to an unrealistic level. blue six
  9. For what it's worth, the Flight Operating Instructions and Pilot Training Manuals for the P-51D impose a limit of 10 seconds for inverted flight "because of loss of oil pressure and failure of the scavenge pumps to operate in an inverted position." The engines involved are the Packard Merlin V1650-3 and V-1650-7. Near as I can see, these are basically equivalent to the Merlin 61 and Merlin 66 respectively. I am inclined to support the OP's contention that it is unrealistic for our Spit to fly inverted for such prolonged durations, with no drop in oil pressure and no resulting engine damage.
  10. Per the initial post by Holbeach, fuel starvation eventually stops the engine. In the video clip he's attached to his post, the low fuel pressure warning light comes on and the engine begins cutting out at approx. 1:25. Temps and pressures look to remain OK, and he reports no apparent engine damage as a consequence of this prolonged time in inverted flight.
  11. Thanks for confirming that, Holbeach. Hopefully the devs plan to implement this in the future.
  12. I don't know, Sokol1_br, and hadn't even considered this possibility. I am more likely to forget to move the lever to "normal" after takeoff than to move it to "filter in operation" prior to landing. And unless the dust damage during and after landing was immediate and serious, or was modeled to persist and accumulate over several sorties, it seems unlikely to be an issue for me at least - at this stage, my poor Spitty seldom survives more than three or four trips before being written off in a landing accident...
  13. I understand, thank you. The point I am making is that if the filter is mistakenly left on, there should be a performance penalty due to the associated restriction on the intake. I don't see this modeled in the sim, and think it should be. Just as hypoxia is modeled when you forget to turn on your oxygen, there should be consequences to this pilot error.
  14. The RW Spit MkIX Pilot's Notes have a note in the "Climbing" section cautioning that leaving the air intake filter control in the filter in operation (forward) position reduces the full throttle height considerably. I'm not seeing any performance penalty from failing to move the lever to the normal (aft) position after takeoff, either in full throttle height or in straight and level max airspeed. Can anyone else confirm? I'd expect to see this modeled, eventually - perhaps we're just not there yet?
  15. Here's a link to the info provided by Yo-Yo, as discussed by MAD-MM: https://forums.eagle.ru/showthread.php?t=163126&highlight=spitfire+top+speed
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