Mike Busutil

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)

Odd. Are you using a dead zone for pitch control?

It definitely works. Push the button for Volts per the manual.

Are you trimmed for the standard +1° up elevator trim a flap takeoff? Have you tried neutral trim or down trim for no flap takeoffs?

Agreed.

This is why I asked for official confirmation. Right now we have conflicting data and I would like to ensure my checklist is using the correct mixture settings as one calls for Auto lean and the other calls for auto rich.

So officially, what is the correct engine chart we should reference here? R-2800-8W? R-2800-8?

Yes

Updated to version 2. Please re-download if you have the first version. https://www.digitalcombatsimulator.com/en/files/3345416/ After a ton of studying I have corrected a few normal and emergency procedures to be more accurate to the real world F4U-1D Corsair. In version 2, I have: - Corrected two grammar errors. - Adjusted checklist flow to be more accurate. - Added 5 additional normal checklist sections for a total of 19 normal checklist pages. - Added 5 additional emergency procedures for a total of 15 emergency procedures. - Now 34 total pages Vs the previous 22 pages. @-Rudel- I would like your opinion on the emergency procedures please. I'm not sure what Magnitude has planned for EP's but I would like mine to stay in line with any plans Magnitude may have (Or you can have access to these) if it will help. Thanks,

I suspect the oxygen is not yet implemented. My oxygen pressure gauge reads 0 and and none of the oxygen control appear to work yet. Although flying up to 25,000' has not been a problem.

Thanks, this is what I was seeing as well.

Good catch. But it looks like the top speed in auto lean still falls short of the expected max speed at 20,000 msl.

I guess you missed this part... Sources: The recommendation of Auto Rich for max speed is based on F4U-1D pilot manuals (e.g., AN 01-45HB-1), which specify Auto Rich for high-power settings (takeoff, combat, max speed). WWII radial-engine fighter practices (e.g., F6F Hellcat) confirm rich mixtures for maximum performance. Go back to watching Youtubers tell you how its done.

For the F4U-1D Corsair to achieve its maximum airspeed of approximately 425 mph at 20,000 ft (critical altitude, with full throttle, ~54 inches Hg manifold pressure, 2,700 RPM, cowl flaps closed, gear/flaps up, high blower engaged), the optimal mixture setting is Auto Rich. Here’s why: Auto Rich for Maximum Power: Function: The F4U-1D’s Pratt & Whitney R-2800-8W engine uses an automatic mixture control system with settings like “Auto Rich” and “Auto Lean.” Auto Rich delivers a richer fuel-air mixture (higher fuel-to-air ratio), optimizing combustion for maximum power output during high-performance operations like full throttle for max speed. Performance Impact: At full power (~2,000–2,200 hp with water injection), Auto Rich ensures the engine produces maximum horsepower by providing sufficient fuel to prevent detonation and maintain cylinder cooling, critical for achieving ~425 mph at 20,000 ft. Historical Context: Navy pilot manuals (e.g., AN 01-45HB-1) specify Auto Rich for takeoff, climb, and high-speed flight, as it supports the high manifold pressure (~54 inches Hg) and RPM (2,700) needed for max speed. Auto Lean for Efficiency, Not Max Speed: Function: Auto Lean reduces the fuel-to-air ratio for fuel efficiency during cruise or low-power operations (e.g., ~25 inches Hg, 1,800 RPM for max range, ~1,015–2,200 miles). It’s unsuitable for max speed because it limits power output, reducing thrust and speed. Performance Impact: Using Auto Lean at full throttle would cause the engine to run too lean, risking detonation, overheating, or power loss, potentially dropping speed by ~20–50 mph (e.g., to ~375–400 mph at 20,000 ft, based on estimated power reduction). Altitude Consideration: Above 20,000 ft (e.g., 30,000 ft, where speed drops to ~410 mph), Auto Lean might be used briefly to optimize fuel burn if cruising, but Auto Rich remains standard for max speed to maintain power in thinner air with the high blower engaged. Sources: The recommendation of Auto Rich for max speed is based on F4U-1D pilot manuals (e.g., AN 01-45HB-1), which specify Auto Rich for high-power settings (takeoff, combat, max speed). WWII radial-engine fighter practices (e.g., F6F Hellcat) confirm rich mixtures for maximum performance. F4U-1D Top Speed vs. Mixture Setting (20,000 ft) ================================================ Auto Rich (425 mph) |█████████████████████ 425 Auto Lean (~390 mph) |███████████████████ 390 Manual Lean (~360 mph) |█████████████████ 360 ================================================ (Each █ ≈ 20 mph)