Comments by "Solo Renegade" (@SoloRenegade) on "PeriscopeFilm" channel.

A smart soldier respects his enemy and the lessons to be earned from him. Even in my own personal experience, the hatred going into battle doesn't continue after the battle. More so you "hate" the enemy to get yourself psyched up, but the hatred isn't typically personal. Some Americans and Japanese who fought in WW2 became best of friends after the war. This is not all that unusual in history.
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Homebuilt airplanes today, simple civilian 2-seaters typically take 2000-4000hrs. Warbirds are bigger and far more complex, even if assembled faster by more people, the total time is still a lot.
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if you screw up a maneuver such as a loop, barrel roll, etc. you can find yourself in a variety of conditions such as a spin, inverted spin, flat spin, etc. You need to know how to recover from all of these conditions before practicing the other maneuvers. Each recovery from different conditions, is different. Need to learn how to recognize which condition you're in, and what the correct response is.
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@midgetydeath Actually, the US anticipated the war with Japan in the 1930s (and Japan anticipated it too), even to the point that the Navy War College had been wargaming the war for years and came up with the exact strategy we ended up using, and even predicted how long the campaign would take to win within a few months. During one wargame, they even anticipated the battle of Midway very close to the way it actually happened. Keep in mind it was the US Navy that was responsible for ending Japan's isolation in the late 1800s and brought Japan into the modern era. We had worked closely with Japan, even into the 1930s. The US was aware the war was coming and had already begun the build up in anticipation. Such as pilot training and airplane design programs and orders before Pearl Harbor was attacked. Many ships had also already been designed and ordered such as the Essex carriers and Iowa Battleships. I think US gov and Military leadership understood and respected Japan as a worthy opponent in an inevitable fight. But the incredible degree to which the US military anticipated the fight accurately, is not taught in most WW2 history.
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@aurorastarfury My hatred towards my enemy at the individual level never existed. But you have to hate the invisible general enemy to get in the right mindset to win the fight, regardless why you find yourself in that fight and with whom you're fighting. I never held hatred for the individuals before/during/after. But you have to go into any fight fully intending to win and prepared to do what you must to survive, even if you have to do horrible things to others who are seeking to do the same to you. But absolute respect for someone who fights honorably, and to those merely protecting their families and way of life.
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Too many pilots don't actually know How their airplane works. I'm actually putting together a series of lectures i plan to give to local pilots regarding things related to this and more.
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many saw combat having less total hours than a civilian pilot needs to get a commercial license, and in higher performance aircraft.
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@IrishCarney US Navy torpedo design following WW2 was heavily influenced by the Japanese torpedoes. Many of the long-range torpedo hits were scored by a particular Japanese Destroyer Captain, Captain Hara, the Miracle Captain. Probably one of the best Torpedo officers in the IJN.
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@texaswunderkind My first time in combat, we were deployed, without knowing what the vehicles we'd be using looked like, and with no formalized nor successful tactics yet devised for the job we were tasked with doing. We had to figure it out on the fly and make it up as we went. Units we replaced were suffering up to 30% casualties. My company deployed 20 men short at only 100 men, and we lost only 1 in combat, and 3 others injured enough to be sent home. We figured it out and became top experts at what we did. But we had a rather unique unit and group of guys. It was a perfect storm of the right people in the right place with the right leadership to figure it out. The military signed huge contracts for the vehicles we used after that deployment, and many modifications we made to them are still being used, and many of the tactics we came up with became common practice across the military. Success in war is about adaptability, adapting on-the-fly, and knowing how you equipment works to find ways to use it to defeat the enemy's tactics and equipment (gotta seek to understand the enemy's equipment too). We did regular After Action Reviews after Every single mission while it was fresh in our minds, and devised changes to our own tactics daily to adapt to anything we saw or encountered, often times anticipating what the enemy would do next, or how they would change their tactics in response to us.
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@flybobbie1449 Then you should know that 120hrs of flight training in 1940s with less educated pilot pool, and less knowledge than we have now about flying, in more powerful and difficult to fly aircraft is a recipe for accidents. It's not much training at all.
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they don't always work. An older Cessna 150 from the 1960s has a stall horn, but it only works with the flaps at 40deg. At 0deg, 10deg, and 20deg of flaps, the plane will stall before the horn comes on. Since there is rarely a need to fly using 40deg flaps, the horn effectively never works. Stall horns have to be installed and adjusted for a specific configuration, and many aircraft thus face similar issues. But a competent pilot shouldn't be relying on the stall horn neither, and should learn/know their airspeed by pitch and power settings.
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...and Russia lost 24mil people over the 5years they fought Germany, barely holding back the Germans, barely gaining ground, barely hanging on if not for Lend Lease supplies of tanks, fighters, bombers, medicine, food, fuel, ammunition, etc. And had the Western Allies not opened multiple fronts in the Atlantic, North Africa, Italy, and France, as well as strategically bombing Germany for years, the Russians wouldn't have fared nearly as well as they did against the Germans. Had the US not taught the Russians how to do mass production and assembly lines prior to the war it would have been even worse.
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@robbyowen9107 Most US pilots went into combat with only basic dogfight understanding, a few hundred hours of total flight time, and many not knowing aerodynamic concepts of stalls and spins. Even today low and high time pilots don't understand these concepts well overall. Heck, most pilots today (including CFIs and other professional pilots) can't explain to me how flaps work, why and when to use flaps, outside of the checklist procedures. I know because I've asked many (usually as a segway into having a conversation about stalling and performance of aircraft, etc.). I've talked to retired USAF jet fighter pilots, airline pilots, students, Private Pilots, CFIs, etc. You'd be surprised how little most of them know about many of these topics. And WW2 pilots had Far less training and experience, and tactics, performance, aerodynamics, and such wasn't nearly as well understood then compared to what we know now. We have benefit of hindsight, they did not.
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@james-faulkner I had a job, and an MOS. but our equipment was all new experimental stuff. No, our maintenance was awesome, But we also helped do the maintenance as well. I fixed a lot of stuff myself. And we had civilian maintenance, but they were largely worthless. The maintenance team was not an entire platoon though, more like 1 squad from headquarters platoon. Our company maintained 3 combat platoons of vehicles, with about 7 vehicles each. and a few spare vehicles. The anonymity isn't for my unit, but for me personally. Yes, it seems too good to be true, and that's why the story needs to be told. No, I am not that old, i have many decades ahead of me. Not sure which war you are thinking I fought in.
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@flybobbie1449 120hrs is nothing. Many pilots still can barely land safely in a slow and light airplane at 70hrs with out the complexity of engine management and landing gear retraction. 250hrs is required to get a commercial license in light aircraft. 1200-1500hrs for ATP. Putting a student pilot into a high performance plane at 120hrs, considering how much more they had to manage at the same time, and how much less we knew about flying back then, is very little training at all.
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Wow, modern education really has degraded badly. this is far superior to education today.
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yes, but wing loading is part of that. Not sure what you mean by "distributed airflow over the wings though". Never heard anyone use those terms when discussing stalls.
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@B_Estes_Undegöetz I am a CFI-I in both Airplanes and Helicopters, and a Mechanical and Aerospace Engineer. Wing Loading is very relevant. When pulling Gs, your wing loading is increasing. The aircraft is effectively getting heavier. The wings can only supply so much lift at a given airspeed, and so to maintain flight at a given altitude must increase AOA to compensate as the G-load increases. This puts your AOA closer to its max angle at a higher airspeed. Now, a 60deg banked turn, while descending and not trying to hold altitude, induces how much G-load on your aircraft? 2G? No, only 1G is on your aircraft. The 2Gs in a 60deg banked turn only applies when maintaining altitude in the turn. This is something many pilots and CFIs struggle with. Another concept many pilots and CFIs alike struggle with, is the concept of maneuvering speed, and why maneuvering speed increases with weight. Do you understand what an Accelerated Stall is, and what causes it? Also, an airplanes minimum published flying speed (stall speed, Vs and Vso), is calculated for Max Gros Weight. But if you lighten the plane up, you can stall the aircraft well below stalling speed, depending upon how much payload capacity your aircraft has relative to the weight of the airplane. I would demonstrate this with student pilots even in a lightly loaded C172 by flying slow flight with the airspeed dropping to zero (position error combined with standard instruments not working well below ~40kts). But we were still flying and maintaining altitude, and the airspeed needle visibly went lower than published stall speed before dropping away to zero. Can you cite a single place in any of the FAA publications where it says, “disturbed airflow over the wings”? I'd like to see what they have to say on teh issue. What causes disturbed airflow over the wings? Did you know turbulent flow, and flow separation over the wings is occurring Well above stalling speed? What makes a "laminar flow airfoil" different from other airfoil shapes? How does curvature of a wing produce lift? I bet you don't actually know. It's not Bernoulli's principle, as to use Bernoulli you have to have 3 conditions (one of which doesn't exist in real world, as well as constriction of airflow (venturi effect), which has been shown not to be a factor. There is a far better explanation out there, a new principle, by a much younger Aerospace engineer who is alive today. Can you explain the role and purpose of flaps, and what effect they have on stall speed? Most pilots and CFIs cannot. They only know the book answer and only know how and when to use them when their checklist and/or procedures tell them to.
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dropping bombs in open empty fields, just like in Ukraine.
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@bradmiller2329 Multiple vehicles. Plural, not singular. And Unfortunately I don't share too much info here. Anonymity as long as I can maintain it is nice. I know this will cause you to distrust me and accuse me of all manner of thing, etc, but I'd rather that than sacrifice my privacy. I've considered writing a book about it though. Don't mind telling my story, off any social media accounts. I just like my privacy on here. Telling you the unit would affect that, and also the full story of my unit is confusing to most people, even other vets, and so you'd try finding the info and wouldn't be able to due to the complicated nature of how the unit existed in reality. It makes keeping track of the records complex. I'm probably going to have to hire someone to help me do research to get certain details correct when i write the story.
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@charlesmadison1384 The one I have currently is a 150D, square tail, but has the rear window. Manual flap between seats (prefer manual flaps for light planes, but electric has their advantages too). Also flew the Piper Warrior with manual flap handle as well. Both work like an E-brake.
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