Mike Busutil

Updated to version 3. Please update if you have an earlier version or download the latest version here: https://www.digitalcombatsimulator.com/en/files/3345416/ Updated version includes: Improvements to checklist flow. Corrections from R-2800-8 to R-2800-8W. Improvements to real world procedures. Emergency procedure corrections. Added additional emergency procedures. Added flap limits table. 36 pages total.

The Corsair manual states "Above 25,000 feet use normal rated power (2550 rpm) because of loss in efficiency at 2700 rpm".

Gold Digger got an update. Find it here. https://www.digitalcombatsimulator.com/en/files/3345542/

Most likely its referring to the initial standard production model F4U-1 which was the most mass produced version. Its performance data of 335 mph at 15,000' is consistent with the F4U-1's known capability's.

This was in the patch notes about the F4U: AI aircraft. AI F4U will not engage shipping with BAT bomb - fixed

Autostart and stop does work. I just don't ever use it.

AUTOSTART!?!?!?!

The "Main" and the "Reserve" are the same fuel tank. (Main) The fuel pickup for the "Reserve" selector is just lower in the main tank allowing to draw from the lower portion of the main tank, ensuring fuel availability when the main supply runs low. If you run out of fuel in the "Main" tank, you can select "Reserve" to start picking up fuel again. There are two fuel pumps in the Corsair: Engine-Driven Fuel Pump. Auxiliary (Booster) Fuel Pump The primary fuel pump is an engine-driven pump, mechanically powered by the Pratt & Whitney R-2800-8W engine via an accessory drive. This pump was responsible for delivering fuel from the main tank (or selected external drop tank) to the engine’s carburetor under normal operating conditions and directly tied to engine RPM, meaning fuel flow increased with engine speed. In negative-G maneuvers or when fuel levels were low, the engine-driven pump could experience cavitation or fuel starvation, necessitating a backup pump. The Auxiliary (Booster) Fuel Pump ensures positive fuel pressure during critical phases of flight, such as takeoff, landing, high-altitude operations, or combat maneuvers. Prevented fuel starvation in situations where the engine-driven pump alone was insufficient, such as during negative-G maneuvers, steep climbs, or when switching between tanks (e.g., from drop tanks to main tank) and assisted in priming the engine during startup. The wing fuel tanks, which were present in earlier models like the F4U-1 and F4U-1A (each holding 62 US gallons, unarmored, and non-self-sealing), were removed in the F4U-1D. This was primarily to reduce vulnerability to enemy fire, as these tanks were prone to leaks and fires due to their lack of armor and self-sealing features. Additionally, the removal saved weight and made room for the fighter-bomber role, which required mounting points for external ordnance like bombs and rockets. In earlier Corsair variants, the wing tanks were located in the leading edge of the outer wing panels, outboard of the guns. These were primarily used for ferry missions and were often not filled during combat due to their vulnerability. By the time the F4U-1D was introduced in April 1944, the design prioritized external fuel options to compensate for the loss of internal wing tank capacity.

You should make that your profile picture. You have posted it about 46 times...

I have noted this behavior with a cross wind and suspect it's just weathervaning in to the wind. (Appears to be too sensitive to cross winds) With winds set to zero I am not seeing this unless the ground is uneven.

I'm playing around with a new Mustang skin. You can get the "Gulf Mustang" here in the user files. https://www.digitalcombatsimulator.com/en/files/3345508/

Very cool picture.

Nice work AC.

The F4U Corsair’s wings were designed to fold upward for storage on aircraft carriers, a critical feature for naval operations. The wing lock mechanism was intended to secure the wings in both the up (folded) and down (extended) positions to ensure stability during storage or flight. Up Position (Folded): The wing locks engage to hold the wings securely in the folded position, preventing them from unfolding during carrier operations or transport. This was typically achieved through a combination of hydraulic or manual locking pins and mechanical latches. Down Position (Extended): The locks also secure the wings in the down position for flight, ensuring they remain rigid under aerodynamic forces. These locks were critical to prevent wing movement during high-stress maneuvers. The system was designed to function in both positions, not just the down position, as stability was essential in both configurations. However, the exact mechanism varied slightly depending on the manufacturer (Vought, Goodyear, or Brewster) the Navy mandated manual checks of wing-fold lock pins after a failure, indicating the importance of secure locking in both positions.

We all know we have the 8W...

Cool, if the manual is 100% correct than we have the R-2800-8 engine and not the 8W engine...

We need some clarification on this but I believe the top gauge is carburetor air temperature (CAT) and controlled by the intercooler flaps which uses the carburetor air temp warning light. Notice the low temp limit reads -50° C. This is too low for engine oil... The oil temperature operating limits for the F4U-1D Corsair, powered by the Pratt & Whitney R-2800-8W Double Wasp engine, are as follows, based on available technical data: Normal Operating Range: 60°C to 85°C (140°F to 185°F) Maximum Allowable: 95°C (203°F) for short durations, typically not exceeding 5 minutes during high-power operations like takeoff or combat. Minimum Before Takeoff: 40°C (104°F) to ensure proper oil viscosity and engine lubrication. The normal operating limits for carburetor air temperature in the F4U-1D Corsair, equipped with the Pratt & Whitney R-2800-8W Double Wasp engine, are typically: Normal Operating Range: 10°C to 38°C (50°F to 100°F) Maximum Allowable: 40°C (104°F) for brief periods, to prevent detonation or power loss. Minimum: 0°C (32°F) to avoid carburetor icing under certain atmospheric conditions. I think the top gauge is more in line with carburetor air temperature limits.

This has been reported. Thanks.

The primary reference for the F4U-1D roll rate data comes from U.S. Navy comparative tests conducted during World War II, which typically involved the F4U-1D (not the F4U-4) against captured or evaluated Axis aircraft like the Fw 190 A-series. These tests, such as those documented on wwiiaircraftperformance.org, explicitly mention the F4U-1D in comparisons with the Fw 190 A-4 or A-5. For example, a 1944 Navy test report (ptr-1107) compares the F4U-1D’s maneuverability, including roll rate, against the Fw 190 A-4, noting the Fw 190’s slight roll rate advantage at medium speeds (around 150–250 mph). The U.S. Navy tests (e.g., 1944 trials) explicitly involved the F4U-1D, as it was the primary Corsair variant in service during the period when Fw 190 A-series aircraft were captured and evaluated. The roll rate values (120–145 deg/s) are consistent with the F4U-1D’s design, which was slightly less agile in roll than the Fw 190 A-4/A-5 but competitive, especially at higher speeds. These tests, conducted during World War II, compared the F4U-1D against the Fw 190 A-4 or A-5, as seen in documents like the ptr-1107 report. The F4U-4, a later model with upgrades, wasn't part of these early tests, and forum discussions on WW2Aircraft.net Forums: FW-190A5 vs F4U-1D and F6F-3 explicitly mention the F4U-1D.

I did a two + hour flight and used the Chronometer to keep track of time for fuel burn before switching tanks. Everything worked great except the Elapsed Time. The Elapsed time remained at the 12 o'clock position for the duration of the flight.

Thank you sir.

I want to start working on some skins but we do not have a paint kit available. I have always worked from a paint kit that included all the layers and have not yet tried without one. I guess the workaround is to grab a default skin and edit the dds file into a bmp image and edit from there in photoshop. For some reason I have an issue where my program DXTBmp or Photoshop is not reading the default dds files. Am I doing this wrong or is there something else I am supposed to do? Thanks for any intel.

I have had 61" Manifold at 20,000' MSL and did get the green water injection light indicating 3 minutes of water remains.

Fw 190 A-4/A-5: At 150 mph: ~140 degrees/second At 250 mph: ~150–160 degrees/second (peak performance) At 350 mph: ~100–110 degrees/second (roll rate drops due to control stiffening at high speeds) F4U-1D Corsair: At 150 mph: ~130 degrees/second At 250 mph: ~140–145 degrees/second At 350 mph: ~120–130 degrees/second (maintains better high-speed roll due to aerodynamic design)