Holbeach

That's true. I'm only using it as a reference for the point at which the aircraft becomes uncontrollable. At 18000 lb it occurs forward of this point. This is full aft stick point. The trimmer shouldn't be able to overcome the power of the elevator, for obvious resons. The Spitfire has got it right.

Here is the view I use to set the trim. (No parallax). Which one is 7.5 deg on the tab? The tab is still moving between the two. Both of these settings will overcome elevator full aft stick. ..

The trim is only supposed to relieve the pressure on the pilot stick to achieve a level of flight. If you advance the trim to about 3.75 you will have to pull the stick back to its full range. This is not possible IRL. Adavance the trim to 4 and you will have overcome to elevator authority and will entre a dive. Completely unacceptable. Advance trim to 4.5, (7.5 deg) and the dive is violent and will cause a red out. For obvious reasons this cannot happen on the real plane, (or any plane). The trim is more powerful than the elevator. Not possible and therefore incorrect! ..

Maybe if I ask this question for the third time, do you think I'll get an answer? 3. 4 ticks nose down, will overcome the elevator power and send it into an uncontrollable dive, from which you can't recover? This shouldn't be possible. ..

1. 7.5 deg is 4.5 ticks. 2. 4 ib boost @ 2600 rpm is 190 mph IAS. Much slower than normal use and rather pointless. 3. 4 ticks nose down, will overcome the elevator power and send it into an uncontrollable dive? ..

Operation Jericho, is already in the "Missions" file/ ..

It would be directly below the nav light. If that's the nav light, then no we havn't got it. There should also be a IR detector telescope in the cockpit, maybe NF only. Second extract: "I am directed to refer to your communication dated 29th January, 1945, reference 452.05 regarding the above subject. The following is the fitting programme for British aircraft with details of the progress which has been made:- (a) Type 'F' (i) The programme is to fit all Mosquito night fighter squadrons in Bomber Command, Fighter Command and 2nd T.A.F. with Receivers and Transmitters, and this programme has now been completed. (ii) It is also intended to fit all Bomber Command aircraft and the Mitchell and Mosquito bomber squadrons of 2nd T.A.F. with Transmitters. The fitting of Bomber Command aircraft has not yet started as the necessary modification sets are not yet available. The modification sets for some of the Mitchells of 2nd T.A.F. are now being issued." Looking at NFII HJ 711 in Lincolnshire, which does have the transmitter fitted, then we don't have it and Bozon answer is probably correct. 33 is the lamp bracket. There should also be a flasher coder in the cockpit. We don't have it. ..

The IR source and lamp is in the tail cone, but I believe you need a detector in the sight to see it. ..

I get a good take off @ 20800 lb with 2 nose down, 1 div right rudder and 1 div right aileron, but that is not the pilot notes recommendation. Aircraft can fly trimmed, "hands off", with 1 100 gal drop tank empty and 1 full, down to 160 mph, before aileron trim is required. IRL. Why is it possible to trim forward and overcome the ability of the elevator to maintain level flight. The aircraft will nose dive. It can't believe this would be possible IRL. What would be the point? ..

25% fuel is spread all over the place and is uneven. 1 outer tank is empty. No Mosquito flew with this loadout and given its role probably only ever used 100% fuel load. Outer tanks had to be fully loaded IRL. The museum aircraft is not representative. One thing you might like to try. Wind the trim fully forward in level flight and see what happens. ..

The altimeter and VSI are virtually the same, except that the VSI has got a hole in it. The altimeter will detect via the static and retain change in pressure in its bellows making it stable. The VSI will detact via the static and release that pressure through a hole in its bellows. This will make it liable to hunt and make it twitchy. The fact that the Mosquito is rather sensitive in pitch, tends to exagerate the effect, but the altimeter seems to be the same as the VSI, rather too twitchy in our Mossie . ..

The engines are started on the least important tanks, the outer ones, where it's safe. Then the engine run up is on the next important tanks, the inner ones. The critical stage, taxi and take off, on the more important centre tanks, which will service both engines. This ensures all fuel systems are checked. Next, when a safe height is obtained, go back to outer tanks and when some has been used, start transferring from drop tanks, to outer tanks. When these are full, stop transfer until more space has been made. Repeat until drop tanks are empty. Use remaining outer tanks before starting on main tanks. (From the MK 6 manual). ..

It is 2 movements. 1 with the thumb on the catch to release the lever. 2 with the hand on the lever. Not that difficult. ..

We don't have the long range tank, (No 12), fitted in the bomb bay. It will read zero on the gauge, when 100% fuel is carried. ..

This one is easy to answer. Realism. I don't have a real Mosquito, so this is the nearest I'm likely to get and I want to make the most of it by operating it as I would the real thing. The catch is there, because people did raise the gear whilst still on the ground. The catch is released after lift off, as I'm sure you would tell your students and that is what I do. I have the switch button on my right hand side. This leads to a wobble when raising the gear, as it did IRL. I also use the stick lever to operate the brakes, not pedal brakes. Do 3 point landings, not wheelies, because that's how it was done in WW2. Etc,etc. Research manuals and historical books endlessly to to try to replicate the real thing and get it right. All this leads to immersion. I'm not in a sim, I'm in a Mosquito. But this is your sim. Fly it however you like and enjoy it. Regards. ..

Release that rather important safety catch and an accidental knock of the wheels up lever, in a busy cockpit, will result in a very difficult take-off. ..

@Bashibazouk Mosquito kill, Me 410A, crash in centre of Brighton. https://luftwaffelosses.com/Luftwaffe_Losses_Index/1944/19.04.1944-1.KG51-Messerschmitt-Me-410A-1-Wnr.420293-Hptm-Pahl-Location-St-Nicholas-Churchyard-Brighton-Sussex-England/ http://hyperscale.com/features/2002/mosquito410mb_1.htm ..

https://www.mybrightonandhove.org.uk/topics/topicwar/wartime-memories/memories-of-world-war-ii ..

340 mph @ SL. 378 mph @ 12000'. Pretty much spot on RL speeds. ..

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The same quote came to mind in this video version.

Shot by the Gestapo or burn in the wall, it's your choice. The hole is in the wall and the bricks are on the floor, but the flame effect is a bit over done, as a prisoner would be, if he tried to run through this inferno.

S & L, 100', T/O 100% fuel, no bombs, full ammo, max power, N Kent. OAT -1C, 350 mph IAS. OAT 16C, 340 mph IAS. ..

Britain doesn't have a flying Mosquito, but there is a NFII, which almost flies, that you might be interested in. ..

To allow French prisoners to escape from Amiens Goal, the wall had to have a hole blasted in it. This could only be done with low level accuracy and 18th February 1944, was the date chosen to do it. This shows the last part of a 75 mile flight across France from the coast, following the original route, at treetop level. ..