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VETERAN PLAYER FAQ - RULES QUESTIONS & CLARIFICATIONS- MANEUVERS
- TAILING
- SPINS
- CRITICAL HITS
MANEUVERS - CAN YOU CLARIFY THE RESTRICTION ON DOING MULTIPLE STALL MANEUVERS IN A SINGLE
TURN?
- The rulebook does not make it completely clear, but the restriction is that an aircraft may not do
two Stall maneuvers of any kind in a row, including from the 3rd increment of one turn to the 1st increment of the
next. Both Stall and a Stall Turn (Stall Left or Stall Right) are considered Stall maneuvers for this purpose. So, in a single
turn, an aircraft may perform a Stall or Stall Turn in the 1st increment, a non-Stall maneuver in the 2nd, and another Stall
or Stall Turn in the 3rd increment; or, it may do a single Stall or Stall Turn in the 2nd increment only.
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TAILING - IF I'M BEING TAILED, EXACTLY WHAT INFORMATION DO I HAVE TO REVEAL ABOUT MY NEXT
TURN PROGRAMMING TO THE TAILING PLAYER?
- The rules state that you must reveal to the tailing player - and
only the tailing player the following information about your 1st increment programming: whether you are going ahead
or turning right or left, and whether you are climbing, diving or staying at the same altitude. This instruction is specifically
constructed, when properly followed, to give the tailing player some information about what you are going to do in
that 1st increment, but not enough to know exactly what you are going to do. Change in altitude is self-explanatory,
but here's how the information for maneuvers breaks down: an Ahead, Double Ahead or Immelman maneuver count as "going
ahead"; a Left Turn or Stall Left count as "turning left"; a Right Turn, Double Right or Stall Right counts
as "turning right". A simple Stall, Left Slip or Right Slip do not count as "going ahead" or "turning";
thus if you plan to perform one of those maneuvers in the first increment, all you would tell the tailing players
is about your planned first increment altitude.
Examples: (1) If you plan to do an Immelman and climb, you
would tell the tailing player "Going Ahead and Climbing"; he/she will not (and should not) know whether you are
doing an Ahead, Double Ahead or Immelman. (2) If you are planning to do a Right Slip and stay at the same altitude, you would
tell the tailing player that you are "Maintaining Altitude"; he/she will not know whether you are doing a Slip or
a Stall. - Return to FAQ Contents List
SPINS - WHAT DIRECTION SHOULD AN AIRCRAFT BE FACING WHEN IT COMES OUT OF A SPIN?
- At GameMaster discretion, the aircraft should either (a) be facing in the same direction it was when it went into the
Spin, or (b) be facing in a randomly determined direction; this choice should be consistently applied during any given round
of Aerodrome play.
- WHEN IS AN AIRCRAFT'S ALTITUDE DROPPED AS A CONSEQUENCE OF BEING IN A SPIN?
- When an aircraft first goes into a Spin, it remains at the altitude at which it was flying when it went into the Spin.
At the end of that turn, the aircraft tests to recover from the spin; if it passes, it remains at that original altitude,
but if it fails the test it drops one altitude level. (This is to avoid an "automatic" crash if an aircraft spins
at Ground level.) After that, the aircraft drops an alitude level each time it fails the Spin recovery test. Note: Dropping
an altitude level when an aircraft first enters a Spin may be played as an Optional Rule.
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CRITICAL HITS - WHEN AN AIRCRAFT SUFFERS CRITICAL HIT #2 (NUMBER OF INCREMENTS FOR THIS AIRCRAFT
PERMANENTLY REDUCED TO 2), CAN SHOOTING BE PROGRAMMED FOR THE "MISSING" INCREMENT?
- The rules do
not specifically state so, but the convention would normally be not to allow shooting during that "missing"
increment. The Critical Hit is "Engine Damage". The intention is to represent a situation in which the pilot is
having intermittent engine trouble, affecting his/her abilty to fly; the concept would therefore be that the pilot is too
busy keeping his/her aircraft in the air, and maintaining altitude, to be able to shoot at the same time.
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