"Tarver Engineering" wrote in message ...
"Eunometic" wrote in message
m...

1 Gyro stabalising the aim point to help the bombadier during run up
while the aircraft was being jostelled and manoevered.

The gyro stabilized the entire airplane along a track, once engaged.

That might be conceovable but I don't know of any bombsight that
worked quite like that.

The computing wind correcting bombsights were, from all acounts that
i've read, gyro stabalised and were able to calculate the aircrafts
wind drift and thus make corrections for that error but they did not
actualy gyro stabalised the aircaft. Gyrostabalisation could occur if
the bombsight was switched through to the auto-pilot.

Becuase of the unreliability of the link between norden and auto-pilot
Art kramer has mentioned that they usually attacked using an indicator
that was relayed from bombadier to pilot.




2 Continiously computing the aim point on the basis of aircraft
manoevers and speed changes. (Essentaily the what the Stuvi did I
suspect)

All that is necessary to intercept a track along which one wishes to bomb.

The Stuvi was a dive bombing sight not a level bombing sight. It
computed a continious aim point as the aircraft entered a dive or
glide. Accuracy in a 8000 feet to 5000 22 degree dive could be within
10 meters. Ju 88s could have both Stuvi and Lotfe 7s.



3 Providing a target tracking system that attempted to track the
target on the basis of airspeed and altitude above ground. By then
providing servo motors adjusted by the bombadier or pilot to adjust
for the drift from the target the wind drift rate could be calculated
by integration on a ball integrator and the correction applied to the
continously computed aim point.

The airplane automation was actually quite new and the PDI was an INS
display for the many years until standalone PDIs were eliminated through the
use of instrument transfer relays.

4 Corrective manoevers would then be applied either by the bombadier
by signaling with a paddle to the pilot or direct via the autopilot.
(I think Art Kramer mentions that the manual method was mostly used)

The gyro will only hold the airplane on track for a short period and a human
had to fly a heading to intercept the correct track.


Some of the more advanced sights, better than the norden, would allow
more manoevering or attack while the aircraft was descending.