oldpropfan
Charter Member
I've been known to lay a wager or two and this one sounds good. I'll put up title to my Beech that you can do it in 2 legs. Good luck on your run.
Dil52's Cape to Cape Flights in the Golden Age Northop Gamma 2A
- Thread starter Dil52
- Start date
Using the sextant in 10 easy steps
I'm using Paul's home airport KSUS RW 8L for anyone who wants to try it.
The sextant made simple. :isadizzy:
I don't think this is possible in FSX....sorry about that.
Also, I don't intend to take anything away from the great tutorial written by Dave and Mark included with the sextant download.
First, if you don’t have it, go to one of the libraries in FS and get the files by Dave Bitzer and Mark Beaumont.
DC3_BBSX.ZIP (this is the bubble sextant, load it first as instructed)
bbsxa.zip (this is the new added graph)
Go to KSUS RW 8L for this exercise.
Set in the Latitude and Longitude (you can only set them to the nearest 5 minutes, which is quite adequate for accuracy).
(In FS9 I see N38* 39.85’ W90* 40.06’ using Shift Z).
At the top of the sextant LAT(latitude) set in 38* 40’ and LON (longitude) –90 -40 (note that north and east are possitive and west and south are negative values)
1. Without doing anything else just set the azimuth to 0 degrees (true north) and leave the elevation at 0 degrees (which would be the horizon) as well. (If you were going to adjust the elevation you would use the course and fine elevation wheels to the right of the eyepiece).
2. Click on the eye piece on the sextant and, on the left side of the eyepiece, there’s an adjustment for bubble size......I always use 3, the largest one.
3. The theoretical star dances up and down IN THE CENTER of the bubble, simulating the plane bouncing, for exactly one minute. Once it has stopped, at the top of the graph, click on Star 1. (You will see a horizontal blue line across the center line on the graph.)
4. Set the azimuth to 90 degrees (note: there are no azimuth minutes, just degrees)
5. Again click the eye piece and let the star dance,IN THE CENTER of the bubble, for one minute and then, when it stops, click on star
2. (You will see a vertical green line across the center line on the graph.)
(Where the two lines crossed, in the center of the graph, is where you are since you set in your present coordinates)
That’s it, that’s all there is to it. Everything else is simulating the real world.
Huh? that was only 5 steps.:ques:
What you’ve done so far is read a star that theoretically is straight north and on the horizon and one that was straight east on the horizon or your coordinates you set at your present location. If you would have used an azimuth of 180 and 270 respectfully you would have gotten the exact some results.
The theoretical star remained in the CENTER OF THE BUBBLE because you're reading the coordinates of exactly where you are when you set the latitude and longitude at the top.(those coordinates are also the DOT in the center of the graph)
Like many other navigational aids, such as moving maps, FS Navigator, etc we try to make it more realistic by using the celestial charts located at the USNO site. http://aa.usno.navy.mil/data/docs/celnavtable.php
Practice as a demonstration for farther understanding:
6. Leave the azimuth at 90 degrees east and set the longitude coordinate at the top to -92* -40’
7. Take a shot and notice the theoretical star is above the bubble now. Center it by adjusting the fine elevation wheel. It should be about 1 DEG 30 MIN when centered. Now click on star 3 and notice the distance will be 90nm and the red line will be offset that much. ( you don't use the course elevetion wheel when reading a star...in fact it's not visible )
(It doesn’t matter which star you click on the graph, 1, 2 or 3. They just represent three different stars you could shoot and record.
8. Next set the azimuth at 0 or 180 degrees this time and set the latitude coordinate at the top to 40* 40’
9. Take another shot and notice that the theoretical star is above the bubble again. Center it by adjusting the fine elevation wheel. It should be about 2 DEG 0 MIN when centered. When the eye piece clears notice that the Distance in N. Miles is 120.
Now click on one of the stars on the graph other than the red one and notice the distance will be 120nm on the graph as well.
Where the two lines cross are where you are in respect to the coordinates you’ve offset from your location.
Some more interesting things to note.
You off set both longitude and latitude 2 degrees each from KSUS. Each degree of latitude is always 60nm apart thus 120nm from the coordinate. As you know the longitudinal lines are only 60nm apart at the equator and get closer together as we travel north or south toward the poles. Thus only 90nm for 2 degrees.
Exercise three example for farther understanding of the sextant and reading the sun during the day time.
10. On the sextant set your coordinates bact to 38* 40’ and longitude –90 -40
Set the date in FS to December 21, 2012 time 18:01:00z. (don't worry, the world won't come to an end)
Go to the USNO site and set the coordinates and the date and time the same then "Get data."
Notice that the sun is at a Zn (azimuth) of exactly 180 degrees and an Hc (elevation) of 27 degrees 53.9 minutes. This is what is known as a high noon shot for determining latitude during the day. Any other time during the morning and evening the sun is only ususally good for longitude readings. Understanding this will help you understand the logic in reading anything in the solar system or stars. Also, in the exercise the reason we went to the first day of winter is that sun is fartherest south of us at out present latitude of N40 degrees. Try a high noon reading on June 21st at 18:04:33z, and note that the Hc of the sun is 74* 46', which is too high for an accurate reading.
(Keep in mind: In the real world you wouldn’t read anything with an Hc (elevation) of less than about 15 degrees or more than 65 degrees. At elevations of lower than 15 degrees there is too much atmospheric bend and above 65 degrees the angle is getting too acute for accurate readings.)
One more thingy:
Note: If, when you clear the graph line by clicking star 1, 2 or 3, the Distance N. miles should clear as well. If sometimes it leaves a number there you can clear it by right clicking anywhere on the sextant, then undocking and re-docking the window. The undocking and re-docking won’t change any of your other settings or hurt anything.
EDIT:
Putting it all together when navigating.
You probably have a good idea what the GS of your particular aircaft is.
On your flight plan mark or note the coordinates of where you should be every hour alone the plan.
Then, as you fly, you can take readings every so often, perhaps every 15 minutes as example.
Note that each time you take a reading the line on the graph will be getting closer to the center of the graph or where you want to be after an hour into the flight.
Once you reach that location set the coordinates to the next hour and so on and so on.
Also keep in mind that any Zn "azimuth" other than 0(360) 90 180 or 270 will produce a slanted line across at he graph.....(of course, the line is perpendicular to the angle you're shooting). Think of it is if you were pointing a flat dish at the star.
It helps bordum on long flights as well.....or you can eat supper or something!
Dil 52
I'm using Paul's home airport KSUS RW 8L for anyone who wants to try it.
The sextant made simple. :isadizzy:
I don't think this is possible in FSX....sorry about that.
Also, I don't intend to take anything away from the great tutorial written by Dave and Mark included with the sextant download.
First, if you don’t have it, go to one of the libraries in FS and get the files by Dave Bitzer and Mark Beaumont.
DC3_BBSX.ZIP (this is the bubble sextant, load it first as instructed)
bbsxa.zip (this is the new added graph)
Go to KSUS RW 8L for this exercise.
Set in the Latitude and Longitude (you can only set them to the nearest 5 minutes, which is quite adequate for accuracy).
(In FS9 I see N38* 39.85’ W90* 40.06’ using Shift Z).
At the top of the sextant LAT(latitude) set in 38* 40’ and LON (longitude) –90 -40 (note that north and east are possitive and west and south are negative values)
1. Without doing anything else just set the azimuth to 0 degrees (true north) and leave the elevation at 0 degrees (which would be the horizon) as well. (If you were going to adjust the elevation you would use the course and fine elevation wheels to the right of the eyepiece).
2. Click on the eye piece on the sextant and, on the left side of the eyepiece, there’s an adjustment for bubble size......I always use 3, the largest one.
3. The theoretical star dances up and down IN THE CENTER of the bubble, simulating the plane bouncing, for exactly one minute. Once it has stopped, at the top of the graph, click on Star 1. (You will see a horizontal blue line across the center line on the graph.)
4. Set the azimuth to 90 degrees (note: there are no azimuth minutes, just degrees)
5. Again click the eye piece and let the star dance,IN THE CENTER of the bubble, for one minute and then, when it stops, click on star
2. (You will see a vertical green line across the center line on the graph.)
(Where the two lines crossed, in the center of the graph, is where you are since you set in your present coordinates)
That’s it, that’s all there is to it. Everything else is simulating the real world.
Huh? that was only 5 steps.:ques: What you’ve done so far is read a star that theoretically is straight north and on the horizon and one that was straight east on the horizon or your coordinates you set at your present location. If you would have used an azimuth of 180 and 270 respectfully you would have gotten the exact some results.
The theoretical star remained in the CENTER OF THE BUBBLE because you're reading the coordinates of exactly where you are when you set the latitude and longitude at the top.(those coordinates are also the DOT in the center of the graph)
Like many other navigational aids, such as moving maps, FS Navigator, etc we try to make it more realistic by using the celestial charts located at the USNO site. http://aa.usno.navy.mil/data/docs/celnavtable.php
Practice as a demonstration for farther understanding:
6. Leave the azimuth at 90 degrees east and set the longitude coordinate at the top to -92* -40’
7. Take a shot and notice the theoretical star is above the bubble now. Center it by adjusting the fine elevation wheel. It should be about 1 DEG 30 MIN when centered. Now click on star 3 and notice the distance will be 90nm and the red line will be offset that much. ( you don't use the course elevetion wheel when reading a star...in fact it's not visible )
(It doesn’t matter which star you click on the graph, 1, 2 or 3. They just represent three different stars you could shoot and record.
8. Next set the azimuth at 0 or 180 degrees this time and set the latitude coordinate at the top to 40* 40’
9. Take another shot and notice that the theoretical star is above the bubble again. Center it by adjusting the fine elevation wheel. It should be about 2 DEG 0 MIN when centered. When the eye piece clears notice that the Distance in N. Miles is 120.
Now click on one of the stars on the graph other than the red one and notice the distance will be 120nm on the graph as well.
Where the two lines cross are where you are in respect to the coordinates you’ve offset from your location.
Some more interesting things to note.
You off set both longitude and latitude 2 degrees each from KSUS. Each degree of latitude is always 60nm apart thus 120nm from the coordinate. As you know the longitudinal lines are only 60nm apart at the equator and get closer together as we travel north or south toward the poles. Thus only 90nm for 2 degrees.
Exercise three example for farther understanding of the sextant and reading the sun during the day time.
10. On the sextant set your coordinates bact to 38* 40’ and longitude –90 -40
Set the date in FS to December 21, 2012 time 18:01:00z. (don't worry, the world won't come to an end)
Go to the USNO site and set the coordinates and the date and time the same then "Get data."
Notice that the sun is at a Zn (azimuth) of exactly 180 degrees and an Hc (elevation) of 27 degrees 53.9 minutes. This is what is known as a high noon shot for determining latitude during the day. Any other time during the morning and evening the sun is only ususally good for longitude readings. Understanding this will help you understand the logic in reading anything in the solar system or stars. Also, in the exercise the reason we went to the first day of winter is that sun is fartherest south of us at out present latitude of N40 degrees. Try a high noon reading on June 21st at 18:04:33z, and note that the Hc of the sun is 74* 46', which is too high for an accurate reading.
(Keep in mind: In the real world you wouldn’t read anything with an Hc (elevation) of less than about 15 degrees or more than 65 degrees. At elevations of lower than 15 degrees there is too much atmospheric bend and above 65 degrees the angle is getting too acute for accurate readings.)
One more thingy:
Note: If, when you clear the graph line by clicking star 1, 2 or 3, the Distance N. miles should clear as well. If sometimes it leaves a number there you can clear it by right clicking anywhere on the sextant, then undocking and re-docking the window. The undocking and re-docking won’t change any of your other settings or hurt anything.
EDIT:
Putting it all together when navigating.
You probably have a good idea what the GS of your particular aircaft is.
On your flight plan mark or note the coordinates of where you should be every hour alone the plan.
Then, as you fly, you can take readings every so often, perhaps every 15 minutes as example.
Note that each time you take a reading the line on the graph will be getting closer to the center of the graph or where you want to be after an hour into the flight.
Once you reach that location set the coordinates to the next hour and so on and so on.
Also keep in mind that any Zn "azimuth" other than 0(360) 90 180 or 270 will produce a slanted line across at he graph.....(of course, the line is perpendicular to the angle you're shooting). Think of it is if you were pointing a flat dish at the star.
It helps bordum on long flights as well.....or you can eat supper or something!
Dil 52
Now that's what I call pressure!
Thanks guys, I'm waiting from a more friendly wind direction perhaps in the next few days.
If not that's OK I'm going for it reguardless!
See ya soon!
Dil52
Leg #23 FLKW-FAGM – Johannesburg
Made it to Johannesburg!
Not without many computations.
I started with a 20nm crosswind from the east that slowly worked it's way around to a become a 13nm headwind at the end of the flight for a net of 9.5 knots overall.
That beat the 14nm headwind during the initial failed flight, which made the difference.
It would have been nice for that 90 degree true wind to remain, but we're now into the usually Southeasterly Southern Trade Winds.
http://fs-duenna.com/flights/ShowFlight.php?detail=flight&value=u1sSDAZvXxOeVjVqdI4uytRmORI
View attachment 64945View attachment 64946
The red line was my high noon shot was at 10:03:50z for E28.10S25:00.
I found I was 10nm north and behind schedule,I knew then the fuel would be close.
View attachment 64947
I broke the soft ceiling once.
View attachment 64948View attachment 64949View attachment 64950
Dil52
Made it to Johannesburg!
Not without many computations.
I started with a 20nm crosswind from the east that slowly worked it's way around to a become a 13nm headwind at the end of the flight for a net of 9.5 knots overall.
That beat the 14nm headwind during the initial failed flight, which made the difference.
It would have been nice for that 90 degree true wind to remain, but we're now into the usually Southeasterly Southern Trade Winds.
http://fs-duenna.com/flights/ShowFlight.php?detail=flight&value=u1sSDAZvXxOeVjVqdI4uytRmORI
View attachment 64945View attachment 64946
The red line was my high noon shot was at 10:03:50z for E28.10S25:00.
I found I was 10nm north and behind schedule,I knew then the fuel would be close.
View attachment 64947
I broke the soft ceiling once.
View attachment 64948View attachment 64949View attachment 64950
Dil52
Leg #24 FAGM–FAYP Johannesburg to Cape Town
What a ride!
I encountered what may have been the worst series of thunderstorms that I can recall for over an hour and a half..
Thankfully it settled down for the last 45minutes then got a bit rough on approach, but it’s nice to have arrived at the Capesafe and sound.
Target Flight 03:05:15
Duenna Time 03:04:56
http://fs-duenna.com/flights/ShowFlight.php?detail=flight&value=bzjlm7CKsnouwFvQ8lOnqxTFc
View attachment 65007View attachment 65008
1 Bad weather good wind direction for a change
2 I almost landed at Cape Town International
3 Looking for Maitland Aerodrome
4 Finally home at last.
View attachment 65009View attachment 65010
View attachment 65011View attachment 65012
OK, now were's this party?!
Dil52
Fred
What a ride!
I encountered what may have been the worst series of thunderstorms that I can recall for over an hour and a half..
Thankfully it settled down for the last 45minutes then got a bit rough on approach, but it’s nice to have arrived at the Capesafe and sound.
Target Flight 03:05:15
Duenna Time 03:04:56
http://fs-duenna.com/flights/ShowFlight.php?detail=flight&value=bzjlm7CKsnouwFvQ8lOnqxTFc
View attachment 65007View attachment 65008
1 Bad weather good wind direction for a change
2 I almost landed at Cape Town International
3 Looking for Maitland Aerodrome
4 Finally home at last.
View attachment 65009View attachment 65010
View attachment 65011View attachment 65012
OK, now were's this party?!
Dil52
Fred
CavalierDuck
Charter Member
Congratulations on finishing, good job!
:ernae:
Thank you all! Keep on flying down here and I'll be following all your flights and reading your news articles and accounts.
The greatest part about this whole experience is flying from point A to point B and then reading about all the different aircraft, experiences, and thoughts that everyone else has and the how they accomplish them in different ways.
I surely want to thank everyone here at SOH for making this such an enjoyable time.
Each time I fly these adventures I find it to be a whole new learning experience.
I'm no a computer guru by any sense of the word nor an expert on vintage aircraft.
I had no idea there were so many aircraft to choose from.
I spent a whole weekend trying to figure out which aircraft I'd fly and that was before they added the reference column.
A year ago, about the only add-on aircraft I had was a MAAM DC-3 package, which all I had to do was push one button and it self installed.
Once I chose the aircraft I had no idea how to add an auto pilot to it.
I'd added a Sperry, but the auto pilot didn't work, or so I thought.
The AI and HI worked and were easier to use, since they're bigger than the stock ones, so I kept it on the panel.
After hand flying all the way to Marseille, Mike showed me how to make it work.
I think, basically it was changing a zero to a one.
I don't think I could have made it all the way to Cape Town hand flying only.
I know the toggle switch on my Yoke, that I use for trimming, would certainly have been worn out by now.
Austin is usually my ace mechanic when it comes to dealing with that stuff behind the panel and under the cowling.
He's sent me more cfg files in the past year then he probably wanted to.
I'd just back up my old one, place his file in the folder, and whala, a great looking functional panel appears.
I'd actually figured out how to add a 200 pound cargo bay to haul mail, but that was about the extent of it.
I'd also found some old 55 gallon drums, stuck them in the fuselage for more fuel, but the committee ruled fowl play, so I scrapped them for some beer money and continued on this great journey.
Oh, yes and I managed to place a homer in the aircraft as well.
The path around the coast was easier to navigate than the desert run, but I don't think the Gamma 2A would have made it on the fuel. It certainly wouldn't have had to enough if I'd gotten lost like I'd done in the Alps.
The last flight was nearly the coup-de-gras of all the flights.
Soon after take off, it seemed like everyone I know, called me on the phone. One thing was figuring out a material list for a weekend project coming up. That was the easy one.
Then the real world weather threw everything in a book at the Gamma. It's a good thing I don't have a force feed back chair. I would be sore for days after that flight.
Just some thoughts about this great adventure!
Dil52
Thank you all! Keep on flying down here and I'll be following all your flights and reading your news articles and accounts.
The greatest part about this whole experience is flying from point A to point B and then reading about all the different aircraft, experiences, and thoughts that everyone else has and the how they accomplish them in different ways.
I surely want to thank everyone here at SOH for making this such an enjoyable time.
Each time I fly these adventures I find it to be a whole new learning experience.
I'm no a computer guru by any sense of the word nor an expert on vintage aircraft.
I had no idea there were so many aircraft to choose from.
I spent a whole weekend trying to figure out which aircraft I'd fly and that was before they added the reference column.
A year ago, about the only add-on aircraft I had was a MAAM DC-3 package, which all I had to do was push one button and it self installed.
Once I chose the aircraft I had no idea how to add an auto pilot to it.
I'd added a Sperry, but the auto pilot didn't work, or so I thought.
The AI and HI worked and were easier to use, since they're bigger than the stock ones, so I kept it on the panel.
After hand flying all the way to Marseille, Mike showed me how to make it work.
I think, basically it was changing a zero to a one.
I don't think I could have made it all the way to Cape Town hand flying only.
I know the toggle switch on my Yoke, that I use for trimming, would certainly have been worn out by now.
Austin is usually my ace mechanic when it comes to dealing with that stuff behind the panel and under the cowling.
He's sent me more cfg files in the past year then he probably wanted to.
I'd just back up my old one, place his file in the folder, and whala, a great looking functional panel appears.
I'd actually figured out how to add a 200 pound cargo bay to haul mail, but that was about the extent of it.
I'd also found some old 55 gallon drums, stuck them in the fuselage for more fuel, but the committee ruled fowl play, so I scrapped them for some beer money and continued on this great journey.
Oh, yes and I managed to place a homer in the aircraft as well.
The path around the coast was easier to navigate than the desert run, but I don't think the Gamma 2A would have made it on the fuel. It certainly wouldn't have had to enough if I'd gotten lost like I'd done in the Alps.
The last flight was nearly the coup-de-gras of all the flights.
Soon after take off, it seemed like everyone I know, called me on the phone. One thing was figuring out a material list for a weekend project coming up. That was the easy one.
Then the real world weather threw everything in a book at the Gamma. It's a good thing I don't have a force feed back chair. I would be sore for days after that flight.
Just some thoughts about this great adventure!
Dil52
As always, thanks Austin!
Well, I guess Josephine (I liked her swim scene) up there in Broken Hill got rich and oldpropfan won himself and brand new Beechcraft! 
The officals up in the head office at Texaco wouldn't let my wager on flights.
They said it wouldn't be good for their image.
However they made it well worth my efforts with a nice bonus.
Perhaps now I can pick up another aircraft and fly another day.
I hear there's some crop dusting work up in Canada spraying trees or something, and, Oh yes, the Navy is looking for pilots to take off and land on boats....can you imagine that?
Well, I guess Josephine (I liked her swim scene
) up there in Broken Hill got rich and oldpropfan won himself and brand new Beechcraft! The officals up in the head office at Texaco wouldn't let my wager on flights.
They said it wouldn't be good for their image.
However they made it well worth my efforts with a nice bonus.
Perhaps now I can pick up another aircraft and fly another day.
I hear there's some crop dusting work up in Canada spraying trees or something, and, Oh yes, the Navy is looking for pilots to take off and land on boats....can you imagine that?
