Bozon

You misunderstand the meaning of “building more planes than they could use”. That does not mean that brand new planes were parked outside the production line with no one to fly them. It means that they were producing planes faster than “producing” new pilots. They were not producing enough new models in order to retire the older 109G and 190A/F/G from service - these were still the majority of the fighters force by VE day.

Yes, pretty much so. By 1945 and particularly after the battle of the bulge, there were too many allied fighters and not enough Luftwaffe to shoot at. This is why many otherwise “unemployed” Spits and P-51s were send to do fighter-bomber stuff, in spite of not being great at it, especially the Spits. As ground pounders and AAA fodder the thousands of existing Spit IX variants were just as good for that as the Spit XIV, so the latter were not rushed to replace the older IXs. On the German side the situation was reversed - they would have replaced every older 190 and 109 with D and K variants, but just couldn’t.

The remote indicator magnetic compass is misleading to read, because the needle is high above its plate. So from the typical pilot perspective you read its projection on the plane from a diagonal perspective. If the needle points to 180, you are likely to read it as 185. If it is 000 you are likely to read it as 355, etc. Move your head around in the cockpit and you will see. The way to use the RI compass is NOT to read the needle - you rotate the arrow to the direction you want to keep, then hold the needle parallel to the arrow. You will notice it is not exactly on top of the arrow because of the perspective issue, but parallel is parallel from any perspective. And yes, it is super annoying that this compass only works when you are perfectly level. The gyro compass does not drift very much, so I use it most of the time, except on long cruises where I use the above method with the RI compass.

I absolutely agree that the current implementation does not make sense. I only stated that the suggestion that the “quarter” from the manual implicitly refers to “1/4 inch”, is a too small travel to give an exact number for - the manual would have said “closed throttle”, or “full back” or something of the sort. What did the manual refer to? I don’t know. Maybe the throttles had some “free” travel where they were still “idle” before increasing boost and thus 1/4 travel was still low boost. If DCS insists that this is the correct implementation than I just ask for the “special option” to disable the horn.

I would have believed this interpretation, and even that the explicit word “inch” was omitted from the manuals and was just obvious to the pilots at the time - except that 1/4” is very little movement. If it were true it means in practice that the horn will activate only when you pull the throttle all the way back.

They were post WWII, but still cool. AFAIK they were the first twin engined planes to operate from carriers. The Israeli Air Force had a few 10s of these, 2nd hand from the French. They were de-navalized and made into land fighter bombers.

There were only handful of Spit XIV in 1944, and even into 1945 the majority of spits were versions of the Spit IX. Same goes for the 190D and 109K that were only a small fraction of the luftwaffe fighters even into 1945.

Israeli top ace Brig. General Giora Epstein passed away at age 87. Epstein was the top Israeli ace with 17 confirmed kills between the 6 days war and Yom Kippur war, of which 16 jets and 1 helicopter. All were achieved in the Mirage III and the Nesher (Israeli Mirage V). Rest in peace <salute>

That’s what I thought. Why is the horn blowing then? Makes no sense. +7 is not a low boost - it is way too much for a landing approach, and an undercarriage warning is out of place in such conditions.

What RPM an I supposed to use with continuous +7 boost?

Anyone know the name of the sound file with the horn sound? If I find it I’ll replace it with silence.

FB MK.VI is the fastest Mosquito variant - at sea level. The Merlin25 is heavily optimized for low altitudes and FB MK.VI rarely operated above 10 kft, so their absolute top speed of 380 mph at 23 kft was not slow - it was irrelevant. 400+ mph variants achieved those speeds at high altitudes at which they were meant to operate, but at sea level were slower than the MK.VI.

Luckily the Mosquito requires only few rudder trim adjustments during flight. Rules of thumb: 1. Slow speed + high boost (e.g., takeff and climb) = rudder trim at the “T” on the dial. 2. High speed + boost > +10 = rudder trim at the bottom corner of the “neutral triangle”. There are other situations, but these are the main 2 where I immediately trim quick & blind, and check the ball later.

Landing after a combat mission is the exception… The Mosquito is a flak magnet - I swear those AAA tracers curve in the air to hit me. The best and most fun bombing method is spot the target outside of AAA range, then drop as fast & low as you dare (under tree height) and shoot the bomb at the target from a close range. I say “shoot” because from such a low altitude the bomb does not develop much vertical speed and is basically tossed forwards like a rocket - I use the bottom of the reticule circle to aim. Needless to say, a delayed fuse is mandatory.

I suspect the one-engine safety speeds in that manual excerpt are with the dead engine un-feathered (and probably being the port side engine). I don’t have the manual to check the context right now. With a feathered engine you can fly significantly slower. Safety speeds with an un-feathered engine is what you want to achieve asap after takeoff, when there will not be sufficient time and altitude to loose till feathering is achieved (if it works at all). Once feathered, speed can be reduced (1-engine climb). What I do with the Mosquito is to climb very flat after lift-off and with a high boost to accelerate - when I hit “safety speed” (190–200) I use it to “zoom” and let it drop to best-climb speed, which would be around 160 mph or so. At that point should an engine crap out I can maintain control by reducing boost and shallow diving to increase the speed back to safety - which should be achievable by (at least) the altitude I zoomed up from (and while the dead prop is being feathered). (Edited for better phrasing)

A Mossie campaign is an instant buy for me. Now I just need to find the time to fly it…

There are two bindings for the comms menu - I am not sure what is the difference between them, except one always works and the other sometimes. Try the other one.

Finally! Cod damnit I got so tired of being that lame duck that flies behind his formation and struggles to catch up for nearly THE ENTIRE ESCORT! Now I need to learn how to not run out of oxygen half way through every mission.

One of the coolest ideas I heard about, was a way for naval aviators to easily find their carrier using their wristwatch. I don’t remember where I read about this, and I can’t find it now with google. I’d appreciate if someone had info about this. If this can be verified it would make a cool little feature in a mission. The idea was that the carrier had a narrow beam antenna rotating at exactly 1 rotation per minute in absolute direction (i.e, relative to north, not the bow of the ship). During briefing the pilots would sync their watches so the seconds hand started rotating when the antenna pointed to north. The antenna transmitted a chirp that was very brief as the narrow beam swiped over the aircraft - while it was impossible to find the direction to the transmitter with contemporary DF, it gave a little audible sound over the radio. If the aviator looked at his wristwatch when the chirp was heard, the seconds hand would show the radial from the boat to the aircraft (12 oc. being north). The enemy could not use it, to loacte the boat because their watches were not synced to the antenna, and the chirp was too short for the equipment of the age to locate.

+25 boost was only possible with 150 octane fuel. DCS mosquito is modeled with 130 octane and limited to +18. 150 octane and +25 boost were deemed necessary in order to keep ahead of the Luftwaffe fighters as of mid 1944 (FW190A-8 and late 109G6 or G14 contemporaries). It was initially issued to intruder squadrons and whoever was doing daylight operations. I don’t know how widespread it was by the end of the war.

The solution is between the FC level and the full-fidelity. Model the main systems - engine & flight model, clickable cockpit for the major switches only, and I don’t care about things like suction, or oil dilution, or the aux generator. I’d rather have a magic-based functioning artificial horizon than a highly detailed physics-based broken one.

F6F barely appears in the video, blurry movement shots and no in cockpit footage. 2026 and beyond.

As said above, Voice Attack is the way to bypass such issues. You don’t have to use voice commands - keys/buttons that set off a sequence of commands work just as well. For the Mosquito in particular I like the voice commands since it’s like talking to your navigator. It actually adds to immersion, and I even have him responding by voice that he performed the action (speech leaves something to be desired, but it’s OK if you keep his replies short). “He” operates: The levers (bomb bay, gears, flaps). I also have a command for a sequence that lower the flaps just 10 degrees for takeoff/low speed turning. Arm the bombs (I have separate commands for wing and bay bombs so I can quickly select just a pair) Feather a prop Activate fire extinguisher for engine fire (incl. lifting the ####ing button cover). Select a fuel tank. Activate/stop fuel transfer from the drop tanks. Open/close radiators. This saves me from memorizing a lot of key/buttons bindings. For some commands I even set up several spoken commands to activate them so I don’t have to remember the specific wording. I use Voice Attack with other modules, but in the Mosquito this really was a game changer.

My recommendations: ”Terror in the starboard seat” by Dave McIntosh. Best written of them all by a margin. A tour of Mosquito intruder crew. My absolute favorite. ”Thunderbolt!” by Robert Johnson, a must for P-47 fans. ”I flew for the Fuehrer” by Heinz Knoke. A great 109 pilot memoir from the dark side perspective of the western front - the other side to Johnson’s book.