I can change the names and locations of the aircraft carriers or test sites, but Not the ID's. Selection of the proper crystals for changing the YE-ZB frequencies is automatic.
In the cockpit, the YE-ZB received signal strength display is a needle indicating the relative strength of the beam due to being "off beam center". The sidelobes are down 40 db, the beam center is down 0 db, and the beam signal is down 10 db when the plane is exactly half way between two adjacent beams. This display is "after" the rf automatic gain control that sets the receiver front end gain. The needle will show active received signals regardless of the volume control setting.
To hear the YE-ZB signal, the volume must be turned up, the frequency selected, and the receiver must be within line of sight of the Selected Aircraft Carrier. Power must be available to the Avionics on the Receiving Aircraft to see the needle move, or hear the Morse code Beam and ID letters. When the volume control is turned all the way down, the power to the receiver is turned off. You may see a delay of up to 30 seconds after turning the receiver "on" before you hear the YE signal. This is because the transmitter doesn't transmit in your direction continually. You will hear only a few seconds every thirty seconds.
The default carrier frequency is the USS Hornet on "1". Each YE-ZB tranmitter is on a different frequency with a different but fixed ID code. To change frequencies, click on the displayed carrier number using the mapping above. As in real life, if the transmitters are closer than about 3 NM of each other, the system will not work correctly and all the codes will "blend together". Likewise if the Aircraft is within a few miles of the Transmitter, the codes will "blend together".
For flight planning, the following table is useful: Aircraft Alt (Ft) YE-ZB Max Range (NM) 1000 45 2000 65 4000 85 8000 120 16000 165 24000 185
The Holly carburetor in the Dauntless had automatic mixture control. It had 4 positions, full rich, auto rich, auto lean, and idle cutoff. My simulation, shown here, defaults to full rich with no lights on, and the control lever on the throttle tower is full up. By clicking on the upper (autorich) light, you set the mixture control lever appropriately to the auto rich position. Likewise, clicking on the the lower light will switch to the auto-lean position. Clicking on a lit light will turn off the auto mixture controls, and you can go to the throttle tower and drag the mixture lever to the idle-cutoff position to stop the engine.
The Sperry Autopilot in the Dauntless was a primative "direction and pitch hold" type. To operate it, you must have power, the Master Switch must be on, and as desired, you can have either altitude hold, direction hold, or both. With or without power, the direction indicator is active, and shows the gyro direction. Also the Attitude control is active, displaying the pitch and bank. Proper operation is to turn off the altitude hold and use the elevator trim to change altitude, and to turn off the Heading Hold to make large turns. Small turns can be made by clicking on the direction indicator while it is "on".
Your cockpit provides gauges for the pressure altitude and Outside Air Temp. For determining the density altitude for known Pressure altitude and OAT, use the chart below:
Flight planning then usually starts with the determination of proper speed, altitude, and fuel load. Don't forget to allow for head winds here. A prudent navigator would cross check fuel consumption periodically to make sure things were "on schedule". The chart below is from the Official Flight Manual.
The table below is the FS9 measured performance relating to the chart above. It is easier to read and includes more information.
Note that the use of high/low blower settings are not simulated. Also, for cruise, use auto-lean for horsepowers below 618, and auto rich otherwise. The simulation yields a close approximation to the real SBD-3 charts shown below.
For questions, please contact
Dave Bitzer
bitzer7@comcast.net
November 2011