Crumpp

Turn off the auto rudder and take off assist. Use the rudder to keep the aircraft going straight down the runway. Stay ahead of any swing that develops. Here is a good reference for flying taildraggers. It works in DCS. The ground handling is pretty realistic in this game. It is harder in the DCS models because you do not have the tactile clues you have in a real airplane. I watch the canopy frame movement for any directional changes. Keep your eyes focused on the far end of the runway and use the rudder to stop ANY directional deviation.

I agree, it probably would not have at least restarted had the electric booster pump been running given time if it shut down at all. Clearing air in the lines and overcoming vapor lock is reason that pump exist's on low wing aircraft designs.

10 seconds of inverted flight resulted in air in the fuel lines. 24 seconds later...the engine quit in the resulting vapor lock. The airplane ONLY flew inverted for a total period of 10 seconds. file:///C:/Users/Owner/Downloads/76d4dfdb8440aa5b39111a089cbcc567_HCLJ510-2013-242%20(1).pdf It is modeled correctly in DCS.

No, read the report again. It took 24 seconds for the engine to start misfiring AFTER only 10 seconds of inverted flight.

You have read the report wrong. The aircraft was inverted for only 10 seconds. 24 seconds after that inverted flight, the engine began to misfire. file:///C:/Users/Owner/Downloads/76d4dfdb8440aa5b39111a089cbcc567_HCLJ510-2013-242.pdf

The mistake is not the amount of time or definition of a few second inverted flight Air/fuel consumption is not proportional to RPM in a CSP equipped aircraft as others have pointed out to you. Do you have manifold pressure data for this accident?

There is no dead horse being beaten. Is it really this hard to understand you are making the same point I am??? It should not be...the english is clear my friend!! :smilewink:

Fangio, Yes, it is still under active development with a very knowledgeable and responsive team of folks working on it. The cockpit immersion and physics are well above anything else I have seen in the genre. Each of the aircraft is a "game unto itself" and requires a considerable learning curve. It is well worth it now and things will only get better.

I agree Sithspawn. There is no reason to believe Yo-Yo will not get it right. That characteristic of the horn not being audible except at low power settings is what makes it a landing gear warning system, irregardless of the installation details. It is an important distinction.

MMMM..certainly NOT regardless of throttle setting. :thumbup:

It becomes a "flaps are down warning" and not a landing gear warning. That is why the gear warning horn is required to only go off in the landing configuration and why it is generally linked to throttle position or airspeed as well as a flap setting. Gear warning systems are designed to initiate a reaction from the pilot of "Oops, I am landing and my gear is not down....fix it or go around!" Not..."I wish they that annoying horn would shut off."

Well with a little historical knowledge of Aviation Law and Convention...it makes much more sense Solty. Obviously Mtt would not care about a modern FAA regulation. However, all of these regulations are part of international convention and mirror each other. The agreement of having universal airworthiness standards goes back to 1919. Germany was not only a signatory of convention, she was a major contributor in terms of engineering airworthiness standards for aircraft. Seeing something that does not conform, especially in the area of subsonic piston engine designs which have changed very little since World War II....should be cause for further investigation. Yes, there will be something similar in the RLM.

No need to get your beak bent, Falke. :smilewink: Well, a gear warning system does not function as a gear warning system unless it tells the pilot in landing configuration that the gear are not down. That is why 14 CFR 23.729 - Landing gear extension and retraction system is written the way it is with two requirements for any basic gear warning system. A case could be made that the Bf-109 fulfills requirement number one by a "calibrated" volume that can only be heard when the power is reduced. If so, that is not the most elegant solution. That point would have considerable variation and would mean power was applied to the horn for much longer than necessary. You would be replacing horns much more often if it works that way. It is just too easy to put a switch on the airspeed or throttle to complete the warning horns circuit so that it works at a precise point. That is what most aircraft do. Always in the mood for some good German Beer!!

Excellent find. Our Bf109k should not have a horn at all then.

You are making as much of an assumption and guess as I am Falke. The only difference is one fits the purpose of a gear warning horn and the way in which they function in aviation.

I think it is unlikely it sounded all the time. If it did I am sure most Bf109 gear warning horns either did not work or were replaced often.

My suggestion would be to Look in the maintenance manual for the mechanics not the pilots manual if you want a detailed technical description of how the gear horn works.

I wouldn't think it just worked at idle. Most aircraft require some power to maintain Vref on a ~3 degree glide slope in landing configuration. Most horns will go off if the throttle is reduced to the vicinity of that power setting,

Again, it is written for the pilot not the mechanic. It is fact the sentence does not say the horn runs continuously. :thumbup: Hearing it clearly at idle is not "horn sounds continuously". It works just like every other gear warning horn and comes on when the flaps are down and power is reduced. From a mechanics standpoint....that makes sense.

I am sorry Derbysinger too. I am not intending to sound harsh or unfriendly! I speak German myself. I do not see where the language says specifically it runs continuously. I am having to type with one finger, too. I am in training for another type rating and only brought my iPad.

It does not mean the horn runs all the time. Point out the specific language that implicitly states the gear horn runs continuously. It does not say that anywhere I can see. It would be the only gear warning horn ever designed that worked that way and defeat the purpose.

That is how it is set up. Having it run all the time does not make any sense. The sentence translates as it heard only at idle....which is true. The horn is only heard at idle because it only works at idle. The sentence is meant for a pilot and does not say the horn operates continuously. The gear horn only sounds at idle just like Otto relates.

If you have the flaps down on th 109 series and you reduce the throttle to low power....the horn should sound. The airplane will think it is about to land gear up. The actual trigger conditions can change depending on the specific design. Quite a few jets just require the thrust to be reduced and a descent. Most Jets actually have a gear horn silence button on the thrust levers opposite the go around button for the flight director because you have to silence that horn so many times on descent and approach. Yes, it is an annoying alarm.

Gear warning horns usually do not make any noise until the power is reduced. Power is reduced when on final and typically brought to idle at the flair. That is how they work. You do not land an airplane with high power settings. You do not want the horn going off unless the aircraft is about to land or think it is going to land.