Anatoli-Kagari9

Yep, and it's particularly noticeable for me IRL too whenever I fwd slip my gliders :-) Wow - sometimes scary to the more aviation-knowledgeable passengers who keep checking the instruments :-)

You're a lucky guy Vinnie... I've "only" been flying gliders since I started in 1980, some of them with flaps too :-) The 109 in DCS reminds me a lot of some of the older models btw :-)

I hope it isn't because the moment you start flying coordinated again, the speed instantly builds up to where it should be, given the loss due to the drag while you were flying in sideslip...

Heheh, feels like a letter for Santa :-)

Great landing in the 190! In the Spit I never idle before touching down in the three wheels, and I retract the flaps asap, to increase adherence.

And, now we must not forget that in one of the latest patches DCS has started reporting the "base" wind as 33ft / 10 m as IRL, so, near the ground and due to different surface type drag effects we can expect it to veer and slow a bit... like IRL...

pp. 99 of the P51-D ED Manual: Figure 79: BC-1206 "Detrola" Radio Range Receiver The Detrola is not operational in DCS: P-51D Mustang.

I find the effects of sideslip on the ASI readings very plausibly modelled in this module, and certainly a lot more noticeable than those on the other WW2 modules. There is a dramatic drop in the readings the higher the sideslip angle is - which is consistent with the effects it has on the relative flow over the dynamic and static ports. I wonder if this is also modelled in the other modules, or if it's a specific detail more carefully modelled in this particular module ?

And on a high speed dive we still need to input a bit of right rudder, because of the "negative torque" from the engine and roll-induced yaw... Under such situations the air is actually pushing the blades, and not being "sucked" and propelled back by these, so, the roll will tend to be right wise, and induce right yaw, asking for left rudder, specially if you keep your wings level with the stick.

I wonder if there are any Flight Dynamics changes between the two scenarios ? I guess the only difference is in graphics engine and the ambient settings + altitude of the airfields though ?

Thank you for your answers. Indeed I was referring to ice accumulation on wings and other surfaces, pitot icing, etc...

Thx Silver Dragon!

I mean, can ice accumulate in your ww2 or Korea fighters, under the necessary conditions ? I know for some aircraft modules pitot icing is indeed simulated.

Than you SO MUCH Chuck! Ya DAM MAN!!! A Very Happy and Healthy 2017 to you and all of those you LOve !

I've got mine at 20 left

Ok, I understand, but also it might have been some malfunction, probably due to a harder takeoff I had made, because I just tried again and it Works OK. Thanks for the hints anyway!

I uncaged it using the mouse, but it starts tilting wildly :-(

Even after the latest 1.5.5 update, the AH in the K-4 is still buggy.

From Page 80 of the Spitfire Manual: "In order to prevent fuel boiling at high altitudes in warm weather conditions, the fuel system is equipped with a fuel tank pressurizer system that switches on automatically at altitudes above 20000 feet. An aneroid valve feeds air, pressurized by a vacuum pump, into the fuel tanks. Pressurizing, however, impairs the self-sealing of the tanks and should be turned on only when the fuel pressure warning lamp lights up. In very warm weather at very high altitudes a rich cut may occur with the tanks pressurized, and pressure must then be turned off. The pressurizing cock is on the starboard side of the cockpit immediately below the instrument panel. The default position of the pressurizer system is OFF, and must be turned ON only when a red warning light signalizes that the fuel pressure has dropped below 10ft/in2. The control unit for the fuel pressurizer system is located under the right side of the instrument dashboard. The valve for disabling fuel tank pressurization installed in the ventilation line of the fuel tanks allows for immediate disabling of fuel tank pressure in case of damage to the pipelines or fuel tanks, as the defensive properties of the lower tank suffer in case of excess pressure. The valve is located in the right wing fairing, and the control unit is located to the right and below the pilot’s seat. A hand wobble pump is mounted on the starboard side of the cockpit of early aircraft powered by a Merlin 66 engine. The pump draws its supply from the fuselage lower tank and delivers into the main fuel supply line at a point between the main fuel cock and the non-return valve. Designed to fill the aircraft's supply pipeline, drive pump and the carburetor before starting the engine. It can also be used as an emergency pump in case of drive pump failure. After exhausting the aircraft's external tanks, when switching to the main tank, it is necessary to pump gasoline into the engine by means of the manual pump until stable motor operation. A hand wobble pump, installed in the starboard side of the cabin behind the indentificator light control switch, can be used to draw fuel from the bottom tank. A Ki-gass type priming pump used to to fill the engine cylinders and fuel lines with fuel before engine startup is located on the right side of the fuselage frame № 8. Gas from the bottom of lower tank flows through a line into the motor's suction nozzles under pressure created by the pump. A Bendix-Stromberg injection type carburetor, in contrast to float-feed type carburetors, provides an uninterrupted supply of fuel into the engine while under negative Gs and while performing intense maneuvers. Electric gasoline gauge, one sensor piece mounted in the lower tank. The gauge and power button are mounted at the bottom right of the instrument panel. The gauge measures the amount of petrol in the tank, but only when the button is pressed. The indicator has two scales: the lower scale is used for measuring gasoline while in flight, and the upper scale for use on the ground (when the aircraft is in its tricycle position. A warning lamp is installed next to the gasoline gauge and is triggered when fuel pump pressure falls below 10 lb/in2. The lamp is powered by a circuit switch on the throttle quadrant. "

It's an area where my good old A2A ww2 fighters do a much better modelling job... I had tested last week with the 109, the 190, 51 and IX, and they all fail miserably to get damaged... Only thing that happens is that the undercarriage "doors" are blown away at some point... Same limitation in IL.2 Battle of... btw.... In A2A aircraft you can get all sorts of damage from this overspeed tests, including asymmetric damage of gear and flaps and other surfaces... In DCS and IL.2 of course control surfaces are also lost under some situations.

Of course, only the Portuguese Airforce colours would make sense!!!! https://www.scalemates.com/kits/1005135-carpena-72-99-spitfire-and-hurricane-portuguese-air-force https://www.google.pt/url?sa=i&rct=j&q=&esrc=s&source=images&cd=&cad=rja&uact=8&ved=0ahUKEwjz6v7UiYjRAhWDChoKHXxVD6gQjRwIBw&url=http%3A%2F%2Fspitfireforums.com%2Findex.php%3Ftopic%3D42.0&psig=AFQjCNEjbz1LBsYmXBzHdzyqR5cTq30dIA&ust=1482505545529428

Yesterday while flying one of the included missions, I was chasing a 109 and I heard a guy on my tail shooting... I heard some impacts, but nothing really special, although my Spitfire started feeling "strange", and less responsive... It happened not to have any tail at all, it had been ripped off ! Well, I certainly didn't have yaw or pitch authority, and my Spitfire was entering a shallow dive, and varying power affected control, but it was still somehow "flyable"... I assume losing the tail would not only be quite noticeable to the pilot, and I would expect for sure a much more pronounced effect in pitch, and due to prop effects...

Great read! Thank You!

You're done! From now on I'll cruise at 6,000 feet ! :)

Yep, DCS by Yo-Yo :-) Detail and accuracy always taken to the possible limits, within the restrictions imposed by the hardware and absence of the "seat-of-pants" feedback :-) Kudos for yet another great module !