Saxman

Because there's going to be times where you have to dive literally right now with no time in advance to prepare. That Zero on your six isn't going to kindly wait for you to shut all your flaps before shooting. And sometimes you have a target of opportunity that you'll lose if you don't take advantage of it.

We've had home flight sims for 45 years. Sim developers NEED to find a better way to model this.

I wonder how many people actually follow all those instructions in combat, lol.

The flaps were designed to be able to blow closed if you exceeded their airspeed limits.

Here's the problem: There were times where my throttle was all the way at the physical stop, the master switch was on, yet WEP never engaged. My understanding was that once the master was on, ADI was activated as soon as the throttle was pushed through the detent and activated the physical microswitch. It was not based on the current MAP. If ADI never kicks in until MAP hits 54in there are conceivably flight conditions where it will never turn on.

At least according to the POH, the warning light can be ignored while water injection is active. Not sure if I'd trust that with how things are currently modeled, tho.

To be fair, you probably wouldn't taxi like that on a carrier in the first place. Aircraft would be moved to the launch positions by the flight crews.

RPMs are a bit high, should be between 2300-2400 for landing.

The fuel pressure gauge on the bottom of the right side instrument cluster has been changed to indicate water pressure. When ADI is on the needle should pop up. But that's the problem, because there's been times I've been at full throttle and ADI never kicks in even when the master switch is on.

My understanding is the pylons were never removed from the -1D and -4 even when not in use. They were just fit with an aerodynamic cap over the rack mounts. With that being their "default" state I would think that's how Vought or the Navy would run their evaluations, especially if they were pulling aircraft at random.

I would go by the kneeboard chart for right now, because the POH will just break your engine.

@-Rudel- Is there any update on this at all?

The problem is that after ADI was introduced on the later 1As, (and it WAS introduced in the 1A first, not the 1D) a lot of older machines already in the field were retrofit (Vought was nice to provide mod kits for a lot of the incremental updates to groups already in-theater, like replacement panels to eliminate the top cowl flaps) so you probably had a some war-weary birdcages out there that received 8W engines once spares were delivered. Unfortunately, that kind of makes figuring out what condition the test aircraft are in a pain because you've got a lot of mismatching of configurations thanks to the various Vought mod kits and field kludges, unless they specifically used aircraft pulled right off the assembly line. 17930 on that site is definitely a 1A by serial number, and the speed they're reporting of ~420mph is consistent with the use of ADI (speed without ADI topped out around 400mph). I don't think the prop affected top speed as much as it did the acceleration and rate of climb, so you can't really tell from airspeed whether it has the toothpick or later paddle prop. Whether or not something is "clean" or not is a problem because we (currently) can't fly in this configuration, unless there's plans to allow us to remove the knuckle pylons in the future (though personally I'd rather just have a Variant added for the 1A).

There's definitely problems with the modelling. Trying to run WEP at full RPM overboosts the engine and causes it to knock. It very much shouldn't be doing that. Also, WEP should be at 2700rpm all the way up, as shown in the actual flight chart, NOT 2550 as in the kneeboard data. The actual flight data shows different blower settings from what the module uses, as well. WEP blower should be neutral below 8000ft, not Low at 5000. Boost is also too low in the kneeboard data, with 57.5in below 8000ft, 59in between 8000-17,000ft, and 59.5 above 17,000. So once again, that kneeboard data is wrong, and if that's what the engine modeling is based off of, then the modeling is incorrect, as well. Which means right now the Corsair isn't able to get all the power from the engine it should be because you can't use rated power settings without killing it.

Which is odd because there's other performance tests of F4U-1 subvariants on the same site that show speeds approaching 420mph.

The F4U-1 without ADI had a top speed of just at 400mph TAS at critical altitude. With the addition of ADI the later F4U-1As and retrofit earlier models reached about 425mph at the upper end. The F4U-1D and C lost about 5-10mph because of increased drag from the knuckle pylons.

IMO the problem is they've been conditioned for it, because that's how simulators have been handling it for decades.

Did you switch to the reserve tank?

There are clear problems with the current implementation of ADI and engine management. For one, you can't currently use WEP at 2700RPM without overboosting the engine, and that shouldn't be happening. And using the POH to make it "X time to failure" is no more realistic than not having it at all.

Part of the problem is that the engine is overboosting when it shouldn't. If you hit WEP at 2700RPM MAP will jump past 60in, which it shouldn't be doing.

Do the real Corsair's mirrors actually have that wide of an FoV?

Auto-Rich on the fuel helps with keeping the cylinder heads cool in this situation.

I've had similar results. Also, sometimes WEP simply won't turn on at all. it's also overboosting the engine at altitudes where it SHOULDN'T. Here's the specs from the POH. It's quite clearly shown that you should be able to get WEP at 2700RPM all the way up to 25,000ft. So we should not be getting over-boost at full RPMs as it is currently.

So here's a quick flight I did just now doing a Cold Start flight. Ignore my engine cutting out half-way through because I forgot to watch my main fuel gauge, and the Free Flight doesn't give you much of a tank of gas. Anyway: It appears that sometimes WEP just...doesn't turn on. I think this is connected to my observation of the water pressure gauge suddenly flatlining. You only see pressure on the gauge if ADI is actually on, and this coincides with my observations of the MAP. There were times where I pushed the throttle full throttle and ADI clearly didn't engage. I received no increased power, and the water gauge sits at 0. Others, if I pushed past the in-game detent it kicked in and the MAP needle jumped. From what I can tell, if you're at full RPMs you WILL overrev the engine when WEP turns on. This includes at altitudes where WEP is supposed to use 2700RPM. ADI_Issues2.trk

I forgot about the mod. Here's another one using built-in aircraft only. Eventually, water pressure just cuts immediately to 0 and the 3-minute warning light is never coming on. ADI_Issues1.trk