19.02.2009, 12:26
Guys,
Tell you what. The speedbar altitude was not a real problem; it was the speedbar "speed" that threw me off. Since I assumed a "standing still" airplane that's why I questioned if the speedbar was faulty. The question had to do with differences in airport readings for American aircraft. He was talking metric while describing an American airplane. I should've stayed out of it as I don't speak "metric".
From now on I'm just going to keep my eyes on "my" gauges (mph/ft), and shoot when I think a bandit is within range.
If someone talks kilometers or meters to me I'll ask for a translation as he rolls into a death spiral
I don't want to think about and calculate bullet drop at co-alt via temperature decrease of 2 degrees C per 1000ft alt gain nor a 1 inch Hg loss of pressure per 10000 alt gain.
hock:
You say "tomato" and I'll say "potatoe" :lol: "Let's call the whole thing off" [old '40s song]
But seriously guys, it makes me wonder about WWII "immersion" when I hear folks/squadrons talking metric when flying American-made aircraft. Turn the speedbar off and learn the instruments. *hint* *hint*
And yes I do cite Celsius temperature for flight planning using the E6-B Flight Computer as that is the norm....in the civilian world.
And PDelaney, you mentioned you were'nt sure of your distance to the ground (AGL) when landing and when to chop the throttle. Learn to just watch the runway/airstrip coming up visually with your peripheral vision. You'll know when to chop the throttle which should be now being reduced slowly to stall speed. It will take practice and I suggest you build a single mission just for the purpose of takeoff and landing, so you can save the track and re-view it for what went wrong and what went right.
May I suggest Zeus-Cats "Straight from the Farm" training missions/practices available at M4T.
In other words don't rely on your alitmeter to decide when to touch down - use your "visual" Luke ! :mrgreen: You don't need to know the field's elevation.
Whew ! Now for a second cup o' joe.
Just a helpful illustration on some terms:
![[Image: mslaslaglru9.jpg]](http://img19.imageshack.us/img19/4574/mslaslaglru9.jpg)
![[Image: tastn6.jpg]](http://img4.imageshack.us/img4/3219/tastn6.jpg)
Tell you what. The speedbar altitude was not a real problem; it was the speedbar "speed" that threw me off. Since I assumed a "standing still" airplane that's why I questioned if the speedbar was faulty. The question had to do with differences in airport readings for American aircraft. He was talking metric while describing an American airplane. I should've stayed out of it as I don't speak "metric".
From now on I'm just going to keep my eyes on "my" gauges (mph/ft), and shoot when I think a bandit is within range.
If someone talks kilometers or meters to me I'll ask for a translation as he rolls into a death spiral
I don't want to think about and calculate bullet drop at co-alt via temperature decrease of 2 degrees C per 1000ft alt gain nor a 1 inch Hg loss of pressure per 10000 alt gain.
hock: You say "tomato" and I'll say "potatoe" :lol: "Let's call the whole thing off" [old '40s song]
But seriously guys, it makes me wonder about WWII "immersion" when I hear folks/squadrons talking metric when flying American-made aircraft. Turn the speedbar off and learn the instruments. *hint* *hint*
And yes I do cite Celsius temperature for flight planning using the E6-B Flight Computer as that is the norm....in the civilian world.
And PDelaney, you mentioned you were'nt sure of your distance to the ground (AGL) when landing and when to chop the throttle. Learn to just watch the runway/airstrip coming up visually with your peripheral vision. You'll know when to chop the throttle which should be now being reduced slowly to stall speed. It will take practice and I suggest you build a single mission just for the purpose of takeoff and landing, so you can save the track and re-view it for what went wrong and what went right.
May I suggest Zeus-Cats "Straight from the Farm" training missions/practices available at M4T.
In other words don't rely on your alitmeter to decide when to touch down - use your "visual" Luke ! :mrgreen: You don't need to know the field's elevation.
Whew ! Now for a second cup o' joe.
Just a helpful illustration on some terms: