Quote:
Originally Posted by robtek
The difference of about 9° for the gyro compass is the deviation of the magnetic north to the geografic north.
The map is oriented to the geografic north, not the magnetic.
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I account for the magnetic declination when navigation planning (9° 16' W changing by 0° 7' E/year, for Calais in August 1940).
http://www.ngdc.noaa.gov/geomagmodel...alcDeclination
But the Ju 88 autopilot is probably bugged, it can't align the directional gyroscope with the autopilot heading (or it aligns but continue turning).
I tried the autopilot Mode 2 on the He-111 H2 and is really better than the course mode, for bombing. I level the plane until reach 300 kms/h to change the autopilot mode.
I'm having trouble when level bombing, introducing the TAS (true/ground air speed) on bombsight after have converted from IAS (indicated air speed) using the manual's table. If I stay at 1000m and use IAS, normally I get a shack. Above 1000m (usually above 2000m) and converting from IAS to TAS, the bombs will fall short for 100m, using a delay of 4/8m. Any thoughts on this distance error?
Edit: At 300km/h, 83m will be passed in 1s. I'll experiment using a pre-determined table height. I'll retire the target height also, when introducing height on the bombsight. The bombsight isn't a computer with radar and/or laser sensors
After align the airplane course with the target, I'll continue adjusting/correcting/aiming the bombsight to a point slighty before the target (for ripple delivery purpose), with automatic bombs delivery: is this the correct method of using the bombsight? Adjusting the bombsight after automation does it introduce some error?