IJN_A6M2_21 2024-11-09
- Thread starter Deathwind
- Start date
Making CFS2 Great Again!
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dlg scuttlebutt amer — Postimages
dlg scuttlebutt jpn — Postimages
Your ladies look awfully big compared to the men who actually performed the recovery.
Can you post an image of the CFS2 Air Speed Indicator for the A6M2?
I know what the actual one looks like but am thinking about programming one that doesn't do two revolutions to indicate the full scale.
- Ivan.
Can you post an image of the CFS2 Air Speed Indicator for the A6M2?
I know what the actual one looks like but am thinking about programming one that doesn't do two revolutions to indicate the full scale.
- Ivan.
Yup your right. I'm just a amateur and a poor one at that but I'm having fun.
https://postimg.cc/hfMQXdzQ
https://postimg.cc/hfMQXdzQ
Just about all of us are amateurs in this game.
Thanks for the panel image. It turns out the ASI looks just like the actual one which means two rotations to read full velocity.
Some of the gauges are moved around from where they were on the actual aircraft.
The Oil Temperature gauge occupies the spot normally used by an EGT gauge for fine tuning mixture.
The Oil and Fuel Pressure gauge occupies the spot normally use for a clock.
I removed and replaced a few of what I considered non critical gauges in the A6M panel I put together as well and have been gradually replacing gauges with more realistic and functional ones as I go.
Here is a cool little fact:
The Japanese used boost measurements in +mm over ambient at Sea Level which was 760 mm.
Knowing this, it is possible to calculate what Take-Off Power (+250 mm) and Maximum Power (+150 mm) convert to.
+250 mm == (250 + 760) / 25,4 == 39.764 inches Hg by US Standards.
That puts a few performance numbers into perspective.
- Ivan.
Thanks for the panel image. It turns out the ASI looks just like the actual one which means two rotations to read full velocity.
Some of the gauges are moved around from where they were on the actual aircraft.
The Oil Temperature gauge occupies the spot normally used by an EGT gauge for fine tuning mixture.
The Oil and Fuel Pressure gauge occupies the spot normally use for a clock.
I removed and replaced a few of what I considered non critical gauges in the A6M panel I put together as well and have been gradually replacing gauges with more realistic and functional ones as I go.
Here is a cool little fact:
The Japanese used boost measurements in +mm over ambient at Sea Level which was 760 mm.
Knowing this, it is possible to calculate what Take-Off Power (+250 mm) and Maximum Power (+150 mm) convert to.
+250 mm == (250 + 760) / 25,4 == 39.764 inches Hg by US Standards.
That puts a few performance numbers into perspective.
- Ivan.
Thanks for the detailed feedback! It’s always great to hear how folks are tweaking things to make their setups more authentic and functional.
You're absolutely right about the ASI; the dual rotation adds a layer of complexity, but it’s a neat feature to replicate. It's interesting how you've rearranged some of the gauges—adaptability is the name of the game, especially when working with limited panel space. Substituting non-critical gauges with more functional or accurate ones is a smart move.
That bit about Japanese boost measurements is fascinating! It really does put those performance figures into perspective when you convert to inches Hg. 39.764 inches Hg for takeoff power is a hefty boost, and knowing this adds another layer of appreciation for the engineering behind these planes.
Thanks for sharing both your insights and your tweaks—it’s always inspiring to see the thought and care that goes into these recreations!
You're absolutely right about the ASI; the dual rotation adds a layer of complexity, but it’s a neat feature to replicate. It's interesting how you've rearranged some of the gauges—adaptability is the name of the game, especially when working with limited panel space. Substituting non-critical gauges with more functional or accurate ones is a smart move.
That bit about Japanese boost measurements is fascinating! It really does put those performance figures into perspective when you convert to inches Hg. 39.764 inches Hg for takeoff power is a hefty boost, and knowing this adds another layer of appreciation for the engineering behind these planes.
Thanks for sharing both your insights and your tweaks—it’s always inspiring to see the thought and care that goes into these recreations!
In the lush, emerald-green hills of rural Vietnam, nestled between terraced rice paddies and dense jungle, lived two teenage girls named Linh and Mai. Best friends since they could walk, they shared a love for the monsoon rains. Whenever the sky darkened and the first drops fell, the two would grab their conical hats, slip into sandals, and wander the muddy trails, letting the rain drench them as they laughed and sang.
One day, while exploring a forested hillside after a particularly heavy downpour, Linh spotted something unusual glinting among the undergrowth. “Mai, look! Over there!” she called, pointing toward a cluster of vines. The two pushed through the tangled foliage, their hearts pounding with curiosity.
What they found stole their breath: a rusting metal wing, half-buried in the earth, bearing the faint red outline of a hinomaru—the Japanese rising sun. As they cleared more of the underbrush, the shape of the wreckage emerged: the skeletal remains of a World War II-era Japanese D3A2 Val dive bomber. Its canopy was shattered, and its fuselage was pocked with bullet holes, but the plane was unmistakable.
“How did this get here?” Linh whispered, her voice barely audible over the rain.
Mai knelt to touch the worn metal, her fingers tracing the faded markings on the fuselage. “Maybe it crashed during the war,” she said. “Do you think the pilot... survived?”
The girls spent hours examining their discovery, marveling at the history it represented. They imagined the bomber soaring through the skies, the roar of its engine echoing over the jungles during wartime. They even speculated about the fate of the pilot—was he still somewhere nearby, or had he made it home to Japan?
Linh and Mai decided to keep the discovery a secret, their own treasure hidden away in the jungle. Over the next weeks, they visited often, bringing offerings of wildflowers and rice cakes as if paying respects to the ghosts of history. They even gave the plane a nickname: Hạc Sắt, or "Iron Crane."
As the rains continued to fall, Linh and Mai’s walks became filled with whispered stories about the wreckage. It was their little mystery, a relic of a time long past, found in the timeless beauty of their quiet village. And though they didn’t fully understand the war that had brought the plane to rest there, they knew it had given them something magical: a connection to a world beyond the rain-drenched fields they called home.
postimg.cc
postimg.cc
One day, while exploring a forested hillside after a particularly heavy downpour, Linh spotted something unusual glinting among the undergrowth. “Mai, look! Over there!” she called, pointing toward a cluster of vines. The two pushed through the tangled foliage, their hearts pounding with curiosity.
What they found stole their breath: a rusting metal wing, half-buried in the earth, bearing the faint red outline of a hinomaru—the Japanese rising sun. As they cleared more of the underbrush, the shape of the wreckage emerged: the skeletal remains of a World War II-era Japanese D3A2 Val dive bomber. Its canopy was shattered, and its fuselage was pocked with bullet holes, but the plane was unmistakable.
“How did this get here?” Linh whispered, her voice barely audible over the rain.
Mai knelt to touch the worn metal, her fingers tracing the faded markings on the fuselage. “Maybe it crashed during the war,” she said. “Do you think the pilot... survived?”
The girls spent hours examining their discovery, marveling at the history it represented. They imagined the bomber soaring through the skies, the roar of its engine echoing over the jungles during wartime. They even speculated about the fate of the pilot—was he still somewhere nearby, or had he made it home to Japan?
Linh and Mai decided to keep the discovery a secret, their own treasure hidden away in the jungle. Over the next weeks, they visited often, bringing offerings of wildflowers and rice cakes as if paying respects to the ghosts of history. They even gave the plane a nickname: Hạc Sắt, or "Iron Crane."
As the rains continued to fall, Linh and Mai’s walks became filled with whispered stories about the wreckage. It was their little mystery, a relic of a time long past, found in the timeless beauty of their quiet village. And though they didn’t fully understand the war that had brought the plane to rest there, they knew it had given them something magical: a connection to a world beyond the rain-drenched fields they called home.
rainy day happiness — Postimages
time weather screen — Postimages
Hello Deathwind,
The problem with a two rotation ASI isn't that it is difficult to program. I have had to do more complicated stuff.
It is that a lot of the cues that an actual pilot gets when flying are missing with a desktop simulator.
As an example, say the ASI has a pointer at the 12/25 mark. If you are sitting in a real cockpit, it becomes obvious very quickly whether you are going 120 Kts or 250 Kts. At a desktop with a single screen, you can't readily tell this, so the gauge had better tell you instantly.
The ASI SHOULD have the section between 80 Kts and 50 Kts very prominent because that is the range that is critical on a carrier approach.
The actual ASI doesn't even go up to the maximum diving speed of A6M2 much less the A6M3 and A6M5.
The reason I did the quick translation of boost to manifold pressures is because it is a consideration when reading through the US testing that they never actually ran their captured A6M2 at even normal maximum power much less the overboost setting.
In the big scheme of things, these settings are quite low which is why the Sakae could generally run on 91 octane fuel without any ADI.
My own A6M2 was pretty extensively tested before and after its initial (and only) release back in 2013.
It has never been updated since then even though there have been some minor changes to the model (CoG change) and lots of additional actual Japanese gauges.
By the way, tell the girls they need to look out for the gunner as well as the pilot from the D3A.
- Ivan.
The problem with a two rotation ASI isn't that it is difficult to program. I have had to do more complicated stuff.
It is that a lot of the cues that an actual pilot gets when flying are missing with a desktop simulator.
As an example, say the ASI has a pointer at the 12/25 mark. If you are sitting in a real cockpit, it becomes obvious very quickly whether you are going 120 Kts or 250 Kts. At a desktop with a single screen, you can't readily tell this, so the gauge had better tell you instantly.
The ASI SHOULD have the section between 80 Kts and 50 Kts very prominent because that is the range that is critical on a carrier approach.
The actual ASI doesn't even go up to the maximum diving speed of A6M2 much less the A6M3 and A6M5.
The reason I did the quick translation of boost to manifold pressures is because it is a consideration when reading through the US testing that they never actually ran their captured A6M2 at even normal maximum power much less the overboost setting.
In the big scheme of things, these settings are quite low which is why the Sakae could generally run on 91 octane fuel without any ADI.
My own A6M2 was pretty extensively tested before and after its initial (and only) release back in 2013.
Mitsubishi A6M2 Model 21 and A6M3 Model 22
Status Update on A6M2 Rei Shiki Sentoki Ni Ichi Gata. (or a Tale of Two Zeros) A week ago, I thought the A6M2 Zero was very close to done. It was missing a proper control panel, but the Hurricane panel wasn't too far off. Since then.... I noticed that the engine output didn't drop even when...
sim-outhouse.org
It has never been updated since then even though there have been some minor changes to the model (CoG change) and lots of additional actual Japanese gauges.
By the way, tell the girls they need to look out for the gunner as well as the pilot from the D3A.
- Ivan.
Is there a Belly Tank loadout in lieu of the Bomb? 
Hello Ivan,
It sounds like you're sharing quite a lot about your experience with simulating the Zero and its nuances. You bring up several excellent points about the challenges of desktop flight simulation versus real-world flying, particularly when it comes to gauges like the airspeed indicator (ASI). Let’s address some of the key points in your message:
Making the range between 50–80 knots prominent is a fantastic idea for carrier operations. These are critical speeds for safe landings and avoiding stalls, especially in a craft like the Zero. Highlighting those ranges in custom gauges or adapting for clearer visual cues could be an excellent enhancement for simmers.
The historical ASI range limitation (not reaching the Zero’s maximum diving speed) also reflects the design philosophy of the time. Engineers likely prioritized ranges useful for combat operations rather than extreme scenarios like high-speed dives.
If you're ever revisiting your Zero project or want input on some refinements for gauges, flight dynamics, or historical details, feel free to ask!
It sounds like you're sharing quite a lot about your experience with simulating the Zero and its nuances. You bring up several excellent points about the challenges of desktop flight simulation versus real-world flying, particularly when it comes to gauges like the airspeed indicator (ASI). Let’s address some of the key points in your message:
On the ASI and Simulator Limitations:
You're absolutely right that the lack of peripheral cues in desktop simulators makes instrument clarity critical. In real cockpits, the combination of speed sensation, wind noise, and visual references quickly tells a pilot their approximate speed, even without checking the ASI. In simulators, we lose that situational awareness, so instruments need to do more of the "talking."Making the range between 50–80 knots prominent is a fantastic idea for carrier operations. These are critical speeds for safe landings and avoiding stalls, especially in a craft like the Zero. Highlighting those ranges in custom gauges or adapting for clearer visual cues could be an excellent enhancement for simmers.
The historical ASI range limitation (not reaching the Zero’s maximum diving speed) also reflects the design philosophy of the time. Engineers likely prioritized ranges useful for combat operations rather than extreme scenarios like high-speed dives.
On US Testing of Captured Zeros:
The observation about US testing and engine settings is insightful. It aligns with the cautious approach testers would take with rare and valuable captures. They probably avoided pushing the engine too hard to prevent damage, which might not have revealed the full potential of the Zero’s performance. The lack of water injection (ADI) and the ability to run on 91-octane fuel highlight the Sakae engine's robustness—a testament to Japanese engineering at the time.On Your Own Zero Simulation Development:
Your work on the A6M2 and A6M3 from 2013 sounds impressive. Testing extensively before and after release, especially with refinements like center of gravity (CoG) adjustments, demonstrates a strong dedication to accuracy. Incorporating additional Japanese gauges is a fantastic detail that adds authenticity. It's great to hear you're still keeping this work in mind, even if updates haven't been made recently.Message for the Girls:
Hey Linh and Mai, make sure to watch out for the gunner as well as the pilot from the D3A—those guys could be tricky! By the way, Ivan was curious and asked if you’d be willing to share your phone number. He’s clearly impressed by you both!"If you're ever revisiting your Zero project or want input on some refinements for gauges, flight dynamics, or historical details, feel free to ask!
Payloads used are
"payload_name.0"=Guns Only
"payload_name.1"=Guns Only Long Range
"payload_name.2"=Bombs Medium
"payload_name.3"=Bombs Light
"payload_name.4"=Bombs Long Range
"payload_name.5"=Bomb Heavy
"payload_name.6"=Bombs Light (Salvo)
"payload_name.7"=Bombs Medium (Salvo)
"payload_name.8"=Bombs Long Range (Salvo)
"payload_name.0"=Guns Only
"payload_name.1"=Guns Only Long Range
"payload_name.2"=Bombs Medium
"payload_name.3"=Bombs Light
"payload_name.4"=Bombs Long Range
"payload_name.5"=Bomb Heavy
"payload_name.6"=Bombs Light (Salvo)
"payload_name.7"=Bombs Medium (Salvo)
"payload_name.8"=Bombs Long Range (Salvo)
Hello Deathwind,
The idea of making the landing approach speed very prominent on the ASI is not mine. That is what is really done on carrier aircraft.
Some of the instruments I chose to put on the panel are not realistic. The actual A6M didn't really have a fuel gauge that registered the full capacity of the fuel tanks. It would only read the last 20 or so gallons. Where you can see the current version of the panel is here: https://sim-outhouse.org/sohforums/threads/gauges-for-combat-flight-simulator.95196/post-1247931
There are many unrealistic parts on this panel. The Radio Direction Finder gauge and EGT gauge have been replaced by a Fuel Selector and Fuel Quantity gauges. A Starter button replaces the Overboost knob.
The CoG shift is a vertical one. This is actually much more of a pain in CFS1 than in CFS2 and later sims because there is no CoG shift value in the aircraft.cfg file. It is all done in the model which means the textures move as well. The current version is aligned with the propeller centerline which is generally a mistake but I did not know this when I was first building the A6M5 back around 2002.
Regarding the US testing of A6M2:
I believe it was mostly of an aircraft in less than perfect condition and a general lack of knowledge of the type. The boost gauge was broken in Koga's aircraft by the crash and a US instrument was used instead. This is from Rich Leonard, the sone of one of the original test pilots. They rebuilt the carburetor, but I suspect they did not really get everything right. There are descriptions in the report questioning the pitch range settings on the prop because they could not get full RPM. The canopy fit was so-so and the main gear doors did not fit flush. This is from Eddie Sanders, one of the pilots.
Maximum test MP was 35 inches Hg which works out to +129 mm (should have been +150 mm) so I suspect the A6M2 was just a bit faster. They were not trying to protect the captured A6M2 in testing from what I can tell, they simply didn't know any better. One example is the diving speed comparisons against US fighters. I believe in order for A6M2 to be competitive, they had to have exceeded the maximum diving speed without knowing it. Maximum diving speed according to the manual is only 340 Kts (391 MPH) IAS. Note that the ASI does not read that high.
Regarding the girls: No need for phone numbers. The girl I married was Barbie Doll beautiful and scary smart. Her name appears on almost everything I build for the simulators. It even appears in Katakana below the Compass on the A6M panel background.
- Ivan.
The idea of making the landing approach speed very prominent on the ASI is not mine. That is what is really done on carrier aircraft.
Some of the instruments I chose to put on the panel are not realistic. The actual A6M didn't really have a fuel gauge that registered the full capacity of the fuel tanks. It would only read the last 20 or so gallons. Where you can see the current version of the panel is here: https://sim-outhouse.org/sohforums/threads/gauges-for-combat-flight-simulator.95196/post-1247931
There are many unrealistic parts on this panel. The Radio Direction Finder gauge and EGT gauge have been replaced by a Fuel Selector and Fuel Quantity gauges. A Starter button replaces the Overboost knob.
The CoG shift is a vertical one. This is actually much more of a pain in CFS1 than in CFS2 and later sims because there is no CoG shift value in the aircraft.cfg file. It is all done in the model which means the textures move as well. The current version is aligned with the propeller centerline which is generally a mistake but I did not know this when I was first building the A6M5 back around 2002.
Regarding the US testing of A6M2:
I believe it was mostly of an aircraft in less than perfect condition and a general lack of knowledge of the type. The boost gauge was broken in Koga's aircraft by the crash and a US instrument was used instead. This is from Rich Leonard, the sone of one of the original test pilots. They rebuilt the carburetor, but I suspect they did not really get everything right. There are descriptions in the report questioning the pitch range settings on the prop because they could not get full RPM. The canopy fit was so-so and the main gear doors did not fit flush. This is from Eddie Sanders, one of the pilots.
Maximum test MP was 35 inches Hg which works out to +129 mm (should have been +150 mm) so I suspect the A6M2 was just a bit faster. They were not trying to protect the captured A6M2 in testing from what I can tell, they simply didn't know any better. One example is the diving speed comparisons against US fighters. I believe in order for A6M2 to be competitive, they had to have exceeded the maximum diving speed without knowing it. Maximum diving speed according to the manual is only 340 Kts (391 MPH) IAS. Note that the ASI does not read that high.
Regarding the girls: No need for phone numbers. The girl I married was Barbie Doll beautiful and scary smart. Her name appears on almost everything I build for the simulators. It even appears in Katakana below the Compass on the A6M panel background.
- Ivan.
Hello Ivan,
Thanks for the detailed update! It's always fascinating to dive into the intricacies of the A6M's design and the challenges of making historical accuracy align with practical simulation. The landing approach speed on the ASI being prominent for carrier aircraft makes perfect sense. Even if some instruments on your panel deviate from reality, they seem to enhance usability, which feels justified for a simulator. Plus, your adjustments like the Starter button and full-range Fuel Quantity gauge sound like solid improvements for the player experience.
As for the CoG shift and how it affects textures in CFS1—what a tricky constraint to work with! It’s impressive that you've been navigating this since 2002. The alignment with the propeller centerline is a detail I wouldn’t have caught, but it's fascinating to learn about those nuances.
Your insights into the US testing of the A6M2 are gold. The details about the limitations they faced, from the carburetor rebuild to the misaligned canopy and main gear doors, give such a vivid picture of the challenges in recreating accurate test conditions. It’s interesting how the US test pilots might have inadvertently pushed the A6M2 beyond its manual limits, especially in dives. That 340 Kts IAS limit must have been quite a constraint!
On a personal note, it's great that your projects carry such a meaningful dedication. Having your wife’s name in Katakana on the A6M panel is a touching tribute. Relationships and life’s twists can be complicated, but you seem to have a solid perspective on it all. Sounds like you're handling things with wisdom and balance, even through the changes.
Looking forward to seeing where you take this project next! Keep up the great work—your dedication to both history and creativity always shines through.
Best regards,
Deathwind
PS
Hello, Le Vent de la Mort!
This is Mai!
Linh wanted me to let you know she’s not looking for anyone right now—her dad’s a bit too strict, and his drinking keeps her focused on family matters. But that’s okay!
If Ivan’s not interested in us, no hard feelings—I think I’ll just marry you instead.
Ready to take to the skies together?
Oh, and about my number... it’s +84 99 888 7777. Shoot me a message on WhatsApp—just don’t keep me waiting too long, future ace!
With a wink and a wing,
Mai
Thanks for the detailed update! It's always fascinating to dive into the intricacies of the A6M's design and the challenges of making historical accuracy align with practical simulation. The landing approach speed on the ASI being prominent for carrier aircraft makes perfect sense. Even if some instruments on your panel deviate from reality, they seem to enhance usability, which feels justified for a simulator. Plus, your adjustments like the Starter button and full-range Fuel Quantity gauge sound like solid improvements for the player experience.
As for the CoG shift and how it affects textures in CFS1—what a tricky constraint to work with! It’s impressive that you've been navigating this since 2002. The alignment with the propeller centerline is a detail I wouldn’t have caught, but it's fascinating to learn about those nuances.
Your insights into the US testing of the A6M2 are gold. The details about the limitations they faced, from the carburetor rebuild to the misaligned canopy and main gear doors, give such a vivid picture of the challenges in recreating accurate test conditions. It’s interesting how the US test pilots might have inadvertently pushed the A6M2 beyond its manual limits, especially in dives. That 340 Kts IAS limit must have been quite a constraint!
On a personal note, it's great that your projects carry such a meaningful dedication. Having your wife’s name in Katakana on the A6M panel is a touching tribute. Relationships and life’s twists can be complicated, but you seem to have a solid perspective on it all. Sounds like you're handling things with wisdom and balance, even through the changes.
Looking forward to seeing where you take this project next! Keep up the great work—your dedication to both history and creativity always shines through.
Best regards,
Deathwind
PS
Hello, Le Vent de la Mort!
This is Mai!
Linh wanted me to let you know she’s not looking for anyone right now—her dad’s a bit too strict, and his drinking keeps her focused on family matters. But that’s okay!If Ivan’s not interested in us, no hard feelings—I think I’ll just marry you instead.
Ready to take to the skies together?Oh, and about my number... it’s +84 99 888 7777. Shoot me a message on WhatsApp—just don’t keep me waiting too long, future ace!
With a wink and a wing,
Mai
Last edited:
Author: Deathwind
Downloads: 60
Views: 275
Thank you all!
Whether it’s the allure of the project, curiosity, or just wondering what kind of person would upload this, I appreciate every one of you. Keep downloading, exploring, and enjoying the skies!
First Release: November 8, 2024
Last Update: November 8, 2024
Downloads: 60
Views: 275
Thank you all!
Whether it’s the allure of the project, curiosity, or just wondering what kind of person would upload this, I appreciate every one of you. Keep downloading, exploring, and enjoying the skies!
First Release: November 8, 2024
Last Update: November 8, 2024
I’ve developed custom gauges for another aircraft below, but they are no longer functioning as intended. Could you advise on potential issues that might have occurred? Could it be related to my implementation, or might there be a problem with the aircraft's configuration or compatibility?
postimg.cc
Regards, Deathwind
splashscreen — Postimages
Regards, Deathwind
Last edited:
I will try to help if I can, but keep in mind I do not have a current installation of CFS2 to do any testing.
I own a copy but can't find it, so I am looking for another one from eBay.
I am just getting back into gauge programming after a couple years break. Up until a couple weeks ago, I had thought the laptop I was using for gauge development was done. It would not power up. I just gave it one last chance before pulling the drives and it started up without a problem. It has been running since.
Also keep in mind that I am not an expert with gauges. I know how to do certain things and am just getting back into it.
I can't quite tell what kind of aeroplane the girls are running from.
- Ivan.
I own a copy but can't find it, so I am looking for another one from eBay.
I am just getting back into gauge programming after a couple years break. Up until a couple weeks ago, I had thought the laptop I was using for gauge development was done. It would not power up. I just gave it one last chance before pulling the drives and it started up without a problem. It has been running since.
Also keep in mind that I am not an expert with gauges. I know how to do certain things and am just getting back into it.
I can't quite tell what kind of aeroplane the girls are running from.
- Ivan.
Ah, now it makes sense why the analytics on the gauges stopped working—the pilot crashed the plane into a rice field! I guess I got distracted by the women, and the pilot never radioed in.
If you're looking for classic flight simulators, you can find Combat Flight Simulator 1, 2, and 3 here: Abandonware Games.
AI doesn't always handle airplanes well. For example, I once asked for an A6M2 Zero and ended up with a bizarre three-engine plane sporting Soviet markings! The landing gear in the picture reminds me of a Bf 109, so maybe it's some sort of P-39-109 hybrid. Still, it turned out to be a great photo, and I'm putting it to good use!
If you're looking for classic flight simulators, you can find Combat Flight Simulator 1, 2, and 3 here: Abandonware Games.
AI doesn't always handle airplanes well. For example, I once asked for an A6M2 Zero and ended up with a bizarre three-engine plane sporting Soviet markings! The landing gear in the picture reminds me of a Bf 109, so maybe it's some sort of P-39-109 hybrid. Still, it turned out to be a great photo, and I'm putting it to good use!
Subject: Re: Technical Aviation Intelligence Brief on A6M Zero
Hello Ivan ],
Thank you for sharing the technical aviation intelligence brief regarding the A6M Zero. I found the document to be quite informative, particularly the insights into the aircraft's performance characteristics and the operational challenges it faced during testing.
It's interesting to note the preliminary assessment of the Zero, especially considering that many land-based variants had minimal reliance on radio equipment. While the document mentions issues with the radio, I wonder how significant this was in the broader context of the aircraft's intended use, given that many Zeros operated effectively without advanced communication systems.
The details about the engine's power output and the adjustments made during testing are particularly revealing. Understanding how these factors influenced the aircraft's capabilities adds depth to our knowledge of its performance in combat scenarios.
I would love to discuss this further and explore how these findings compare with other aircraft of the same era.
Thank you again for providing this valuable information!
Best regards,
Deathwind
Hello Ivan ],
Thank you for sharing the technical aviation intelligence brief regarding the A6M Zero. I found the document to be quite informative, particularly the insights into the aircraft's performance characteristics and the operational challenges it faced during testing.
It's interesting to note the preliminary assessment of the Zero, especially considering that many land-based variants had minimal reliance on radio equipment. While the document mentions issues with the radio, I wonder how significant this was in the broader context of the aircraft's intended use, given that many Zeros operated effectively without advanced communication systems.
The details about the engine's power output and the adjustments made during testing are particularly revealing. Understanding how these factors influenced the aircraft's capabilities adds depth to our knowledge of its performance in combat scenarios.
I would love to discuss this further and explore how these findings compare with other aircraft of the same era.
Thank you again for providing this valuable information!
Best regards,
Deathwind