I was on a few nights ago just goofing off in the Ju87 (Stuka). I was practicing dive bombing in it (With the sound pack I have I am addicted to the siren noise when I dive in the stuka). In one of my dives I could not pull out soon enough and of course crashed. I had the dive brakes deployed but still picked up enough speed to not be able to pull out. Which caused me to remember that historically the Stuka had an auto pilot that pulled it out of a dive at around 1500 ft or so and kept the plane from crashing if the G's caused the pilot to black out. Is this feature replicated in the Stuka we have? If so then I must have done something to cause it to not deploy (i.e. hit my controls or soemthing)? If it is not replicated would it be possible to include in the game? If it is modeled into the stuka then I assume I am startign my dive from to high of an altitude and can fix that by starting the dive at lower alt. Anyways I was just curious and will continue to use the Stuka when the fancy hits me.BigKev
Could be guys. I was just wondering if it was me doing something or the lack of doing something in the dive.ThanksBigKev
BigKev, what sound pack do you have that has a siren for the stuka? I've been looking for one forever!
The check list jfor preparing the Ju 87D to enter the dive was as follows:Landing flaps at cruise positionElevator trim at cruise position Rudder trim at cruise positionAirscrew pitch set at cruiseContact altimeter switched onContact altimeter set to release altitudeSupercharger set at automaticThrottle pulled right backCooler flaps closedDive brakes openedThis last action made the aircraft nose over into the dive under the influence of the pull-out mechanism which was actuated by the opening of the dive brakes which also actuated the safety pilot control.
As speed built up, the nose of the Ju 87 was used as the aiming mark. The elevators were moderatly light in the initial stages of the dive but they heavied up considerably as speed built up. Any alterations of azimuth to keep the aiming mark on teh target could be made accurately by use of the ailerons. These also heavied up as speed increased but always remained very effective. Use of elevator or rudder trimmers in a dive or pull-out was stricly forbidden. During the dive it was necessary to watch the signal light on the contact altimeter, and when it came on, the knob on the control column was depressed to initiate the automatic pull-out at 6g, a 1,475-ft (450m) height margin being required to complete the maneuver. The automatic pull-out mechanism had a high reputation for reliability, but in the event of failure the pull-out could be effected by judicious use of the elevator trimmer to override the safety pilot control.The sequence of events on selecting the dive brakes was most interesting. On extension of the brakes, red indicators protruded from each wing upper surface. This action automatically brought into play the safety pilot control and the dive recovery mechanism. The object of the latter was to return the elevator trimmer flaps to their normal position after release of the bomb, thus initiating pull-out from the dive which had been started by the elevator trim being brought into action to nose the aircraft over. The safety pilot control was a restriction introduced into the control column movement whereby this was limited by means of hydraulic pressure to a pull of only 5 deg from the neutral position, thus obviating excessive g loads in pulling-out. In an emergency this restriction could be overridden to give a 13 deg movement. Once the aircraft had its nose safely pointed above the horizon from the pull-out, the dive brakes were retracted, the airscrew pitch set to takeoff/climb ant the throttle opened up to 1.15 atas of boost, although in condidtons of enemy flak it was recommended that the full 1.35 atas be used. The radiator flaps were then opened.
