Post by alien01 on Oct 18, 2006 17:15:44 GMT -5
In the 7th edition rules, the rules for putting out fires are on p. 21. They are a continuation of the rules for rolling a 6-sider to determine what happens after your Engine’s hit capacity is reduced to zero. They say “if the engine is burning the pilot must sideslip”.
The 7th Edition rules regarding fires starting are in three places: Engine Critical #3 which says “Engine on fire”; The aforementioned rules for engine hit capacity reduced to zero which say “2 or 3 = Engine catches fire”; and Forward Fuselage critical hit #7 which says “2 or 3 = Engine running but on fire”.
So far, so good. All fires start in the engine and we know how to put them out.
8th Edition Rear Fuselage critical hit #11 isn’t a problem because it includes it’s own instructions for extinguishing the fire. Engine Critical #3 isn’t a problem because it still says “Engine on fire” The potentially problematic difference in the pieces of the 8th Edition that we have so far is that Forward Fuselage critical hit #3/5 says “plane is on fire”.
A literal minded rules lawyer will say that we only have rules for putting out engines that are on fire, NOT planes. In fact, this has already been said.
I can see three ways to put an end to this particular boondoggle.
1. Revise the instructions for putting fires out to cover the forward fuselage critical hit.
2. Revert to the older language for the forward fuselage critical hit.
3. Add to the new critical hit instructions how to put it out (I’d suggest “extinguish same as engine fire”).
I’d prefer #3.
The above is the text of an e-mail I sent to Mike C. It addresses the issue of getting the rules consistent without explicitly addressing whether sideslipping should help with a fuel tank fire.
Some planes had their fuel tank behind the cockpit, some had it in front. Some had a gravity tank in the center wing, some didn't. Without doing a gregat deal of research and customizing the critical hit chart for each plane, there's no way to make it accurate for all planes.
My understanding is that, although sideslipping would sometimes put out the fire, the primary purpose was to fan the flames away from the pilot and from the structure of the plane. As long as the fuel tank is in the fuselage, sideslipping would do one of those two objectives. Or, if it wouldn't do it well in the case of a fire in a fuel tank inside the rear fuselage, you can at least argue that it's plausibly possible, given that there is enough damage there to cause the critical hit in the first place.
The 7th Edition rules regarding fires starting are in three places: Engine Critical #3 which says “Engine on fire”; The aforementioned rules for engine hit capacity reduced to zero which say “2 or 3 = Engine catches fire”; and Forward Fuselage critical hit #7 which says “2 or 3 = Engine running but on fire”.
So far, so good. All fires start in the engine and we know how to put them out.
8th Edition Rear Fuselage critical hit #11 isn’t a problem because it includes it’s own instructions for extinguishing the fire. Engine Critical #3 isn’t a problem because it still says “Engine on fire” The potentially problematic difference in the pieces of the 8th Edition that we have so far is that Forward Fuselage critical hit #3/5 says “plane is on fire”.
A literal minded rules lawyer will say that we only have rules for putting out engines that are on fire, NOT planes. In fact, this has already been said.
I can see three ways to put an end to this particular boondoggle.
1. Revise the instructions for putting fires out to cover the forward fuselage critical hit.
2. Revert to the older language for the forward fuselage critical hit.
3. Add to the new critical hit instructions how to put it out (I’d suggest “extinguish same as engine fire”).
I’d prefer #3.
The above is the text of an e-mail I sent to Mike C. It addresses the issue of getting the rules consistent without explicitly addressing whether sideslipping should help with a fuel tank fire.
Some planes had their fuel tank behind the cockpit, some had it in front. Some had a gravity tank in the center wing, some didn't. Without doing a gregat deal of research and customizing the critical hit chart for each plane, there's no way to make it accurate for all planes.
My understanding is that, although sideslipping would sometimes put out the fire, the primary purpose was to fan the flames away from the pilot and from the structure of the plane. As long as the fuel tank is in the fuselage, sideslipping would do one of those two objectives. Or, if it wouldn't do it well in the case of a fire in a fuel tank inside the rear fuselage, you can at least argue that it's plausibly possible, given that there is enough damage there to cause the critical hit in the first place.