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Mike Busutil

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最新回复 发布由 Mike Busutil

    Log book Achievements

    在 DCS: C-130J

    发布于 · 本帖最后于，由Mike Busutil编辑

    I was working on my Achievements and was up around 5,000 miles, a few cargo drops and maybe 30 landings. I decided to land on the carrier.

    • First approach was a bit too fast and she didn't want to settle.
    • second approach I got too low at the last second exploding at the rear of the boat. (My first crash)
    • Third approach was good to go. Reversed props and brakes worked great and left me with plenty of room. 

    I noted a quick pop-up achievement that said something along the lines of "ASC test pilot" however it appears all logbook entry's and achievements were erased after the crash causing me to start over... Can ASC confirm if this is a bug or if its intended behavior?

    If its intended behavior I have mixed feelings about this.

    • For one I like it as it  forces me to stay safe and take care of my aircraft. It feels like I am always flying the same aircraft. 
    • On the other hand I don't like it because its a combat game and danger is always present from Fighters, SAMS, AAA and other players getting too close during formation flights not to mention a random desync and merges our aircraft together. 

    It will be very disappointing approaching the 10,000 flight hour achievement and have all previous records and achievements erased from an incident. 

    In the meantime, I started over and have acquired 5 achievements doing a long endurance flight of 11.2 hours and covering 3,153nm. After flying late into the night I left her to fly the NAV route on autopilot while I got some crew rest. This morning when I got back in the cockpit I transferred fuel from the AUX tanks and external tanks into the main tanks with no issue. 

    I took off from Afghanistan with 100% fuel and two external tanks. Cruised at 21,000' at 200 kts with thunderstorm weather. After flying for 11.2 hours, landing and shutting down the fuel was reporting ~62% remaining (per the ground crew) and around ~30,000 lbs reported by the aircraft. Impressive endurance!

    (Should be able to get better endurance cruising around 170 kts)

    Achievements.png

    Logbook.png

    Screen_251205_203117.jpg

    FLAPS schedule during Take-off and Landing

    在 DCS: C-130J

    发布于

    Normal Takeoff Flaps = 50%

    Short Field Takeoff Flaps = 100%

    Flap Retraction After Takeoff = 130 kts. 

    The C-130J uses percentage flaps (0–100%), not degrees like older C-130H models.  50% on the C-130J is roughly equivalent to “half flaps” and corresponds to approximately 18–20° of physical flap deflection.

    Standard Procedure:

    • “Positive rate” → Pilot Flying: “Gear up”
    • At or above 130 KIAS and climbing → Pilot Flying: “Flaps up, schedule”
    • Pilot Monitoring moves flap lever from 50% → 0% (usually in one smooth motion on the C-130J since it has fly-by-wire flap scheduling and no intermediate stops required)

    Special Cases:

    • 100% flaps takeoff (assault/short-field): Retract flaps to 50% at or above 120 KIAS (same as normal liftoff speed), then continue retracting to 0% at 130–140 KIAS.
    • Engine failure after takeoff: Do not retract flaps until reaching safe single-engine speed (Vse +10 kt, typically 140–155 KIAS depending on weight) and obstacle clearance is assured.

    Bottom line for normal operations:

    • Normal takeoff with 50% flaps: Start retracting flaps at 130 KIAS (most common number taught and used).
    • Many units use 140 KIAS as a hard rule for simplicity and added safety margin.

    Approach and Threshold: (typical, varies with weight)

    130,000 lbs / Approach speed = 120-125 kts / Flaps = 50%

    130,000 lbs / Approach speed = 105-110 kts / Flaps = 100%

    155,000 lbs / Approach speed = 130-135 kts / Flaps = 50%

    155,000 lbs / Approach speed = 115-120 kts / Flaps = 50%

    Flap Limits:

    0% - 50% = 200 kts (Typically extended at 180 kts)

    50% - 100% = 185 kts (Typically extended at 160 kts)

     

    • Like 12
    • Thanks 1

    LANDING ADVISE

    在 DCS: C-130J

    发布于

    Notice the center of the HUD has the "airplane" icon that shows a circle and wings (Velocity vector) showing where your aircraft is going. Note when level on the ground, it's right on the horizon. During the flare it should generally be just above the horizon line to ensure you are nose high enough to avoid the nosewheel. 

     

     

    acviatsnl5m21.jpg

    • Like 1
    • Thanks 1

    Well Done ASC.

    在 DCS: C-130J

    发布于

    ASC did an awesome job with their first module. Although she's in early access and there's still more to come and further refining, she arrived beautiful, fun and full of impressive details. 

    Nice job ASC. 

    • Like 11

    F4U-1D Procedural Checklist and Emergency procedures

    在 F4U-1D

    发布于 · 本帖最后于，由Mike Busutil编辑

    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.
    • Thanks 2

    Enable/disable water injection working?

    在 Bugs and Problems

    发布于

    6 hours ago, PL_Harpoon said:

    Why 2550 RPM? Should the engine not be able to sustain 2700 RPM (which to me seems odd since it's a matter of pitch angle)? Or does 2550 provide more thrust (in which case I also don't quite understand how)?

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

    Screenshot 2025-07-05 123743.png

    • Thanks 1

    Engine Power/Aircraft Speed

    在 Bugs and Problems

    发布于

    19 hours ago, tekwoj said:

    Do you know which F4U variant is this for? The 1D is slower (by about 15kts IIRC) than the other variants.

    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. 

    Fuel tank for takeoff and landing

    在 F4U-1D

    发布于 · 本帖最后于，由Mike Busutil编辑

    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.

    • Like 5
    • Thanks 1
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