

Crumpp
Members-
Posts
1592 -
Joined
-
Last visited
-
Days Won
3
Content Type
Profiles
Forums
Events
Everything posted by Crumpp
-
Engine sputter / detonation with low power settings ...
Crumpp replied to Anatoli-Kagari9's topic in DCS: P-51D Mustang
Any engine with straight pipes will do it. It is the change in pressure in the exhaust when you reduce the throttle. When the throttle is steady the pressure impulses are steady. When you make a drastic reduction in power, the pressure pulses cannot maintain integrity and begin to collapse and mix. You hear that pressure trying to equalize in a tube as a snapping sound. -
I will try tacview thanks!
-
72inHG.... Now we need some bombers!!! :smilewink:
-
Top rudder means you have to add some opposite rudder in the turn once it is established to maintain coordinated flight. When I turn to the right in my aircraft, it requires a little left rudder to maintain coordinated flight once the turn is established. You still lead the turn itself with right rudder to remain coordinated and as the turn is established add a little "top rudder" because you are stepping on the blue side and not the green side! The nose gear in a tricycle gear aircraft has a stabilizing effect on the aircraft. It acts very similar to a vertical stabilizer. It is the reason so many modern pilots have lost the "rudder" in their stick and rudder skills. I think this picture might help.
-
P-51 changes in DCS: Hopefully some bombers are next!
-
Ahh stupid track bug! ARRRRRRGGHH!! They need to fix it. When they do I will make some more along with the exercises to help build muscle memory. Watch this...maybe it will help. http://www.aopa.org/aopa-live?watch=hpa202YTpqZ-bn2yNikbfXO2iUdAZLbD#ooid=hpa202YTpqZ-bn2yNikbfXO2iUdAZLbD&ootime=08m30s
-
He is not asking how to use the rudder. He is asking why you do not have to maintain rudder input throughout the turn. I absolutely sure you were taught that in a tricycle gear airplane. It is pretty much wrong. :smilewink: You lead the ailerons with just enough rudder input to keep the nose aligned on the longitudinal axis as you establish the turn. That is all there is to it. That is the only way to make a coordinated turn in an airplane. http://www.jetairgroup.com/2013/03/19/how-to-make-coordinated-turns/ Just like the tracks I posted, the and just like Rod Machado relates. http://flighttraining.aopa.org/magazine/2005/December/200512_Features_Choose_to_fly_right.html The rudder always leads the ailerons just a fraction of a second beforehand to stop that yaw created by asymmetrical lift experienced in the roll. The way to see if you did it right is by looking at the nose and NOT the inclinometer. http://www.aircraftspruce.com/menus/in/inclinometer.html
-
Just to be clear, there is nothing bias about anything in the DCS models or line up. It is a late 1944 planeset. 67inHG is actually has the best rating the P-51D used in common service. Infact, it is the same limitation found in the F-51D in when it returned to war in Korea. 100/150 grade NEVER became the standard fuel and you do not see any P51D series cleared for anything higher than 67in HG in USAF service post war even in combat. We have a late 1944 P-51D that is the contemporary of the Bf-109K4 and FW-190D9. It has the tail warning radar and the K-14 gunsight. You are thinking of the P-51H series which had different engine and used..... Methonal Water Injection!!! :v: :pilotfly: That is how it was able to achieve such a high manifold pressure without blowing up...90inHG(~3.7ata)! http://www.wwiiaircraftperformance.org/mustang/p-51h-powercurve.jpg The 1.8ata (52inHG) for the BF-109K4 is the lowest limitation for the type that entered service AFAIK. ALL Bf-109K4's came as standard with MW-50 system installed and had to use 1.8ata with the exception of a handful cleared for 1.98 in Spring 1945. You have to option of using the MW-50 tank as an auxiliary fuel tank just as the actual aircraft had that same option. Lastly, these aircraft are much more 3 Dimensional than previous home computer models. You have to pay attention to the limits and fly them correctly. If you have never flown an airplane what in the world makes anyone think they are going to be an instant ace in DCS? Be realistic....none of us are going to be Chuck Yeager, Bob Hoover, or Eric Hartmann in a few online flights a week in a FM that mirrors reality. It just isn't going to happen. It is going to take a long time and lots of practice. Echo38..Let's meet online and go a few rounds P51 vs P51. Maybe some things will come out that will help you to get more enjoyment and have more success. If I can help you in that, I would love too. Not that I am some online ace either. I just do not have same feeling of "inferiority" when I fly the Mustang. Even yes but outclassed...no way!! :P The Cadillac of the Sky rocks! :thumbup:
-
He says, "Eat the elephant ONE bite at a time!" to understand what is going on. You have to examine each axis of the aircraft to determine how it will behave. The vertical stabilizer is not going to pull the aircraft into uncoordinated flight unless it is a poor design or mismatched. My aircraft for example is has a larger engine than the vertical stabilizer was optimized for so the offset for spiral slipstream is not perfectly matched to the engine power. That creates the need for top rudder in shallow banks to the left. I should disassemble it and put a spacer to increase the offset but I have not and probably will not do it. :P
-
Learn about them all, not just your favorite one. You will find out these aircraft have more in common than you thought. :thumbup: 109_tech_doc.pdf
-
But it is not representative of the "worst P-51". Where do you guys get this idea? It is representative of the most likely late war P51D to be encountered. Once more, we are flying clean configuration P-51D's at 67inHG. That is the same exact performance as a 8th USAAF P-51D using 72inHG with wing racks. There were not many 8th USAAF P-51's flown without wing racks in 1944. There is no bias against the P-51. I get the feeling that most of complaints come from people who only have a single module....the P-51 and have no experience flying the other aircraft. The 8th USAAF Mustangs are not even the majority in theater. The 9th USAAF is the main effort supporting the Allied Armies advancing across Europe. There is a lot more of them shooting up the Wehrmacht and escorting Medium Bomber raids over Europe than P-51D's escorting the Strategic Heavies. The 8th USAAF got the loins share of the spotlight but it was hardly alone. I am all for getting a 72inHG 8th USAAF Mustang when we get Heavy Bombers to escort! From what Yo-Yo says about the "barking dog" missions being tested, it should be soon hopefully!
-
Do like Bucic is telling you and ignore the ball when transitioning. Lead the turn with just enough rudder to eliminate any directional axis movement so that the nose rotates around the longitudinal axis of the airplane. Watch the tracks I made in the rudder coordination thread. It will not only let you see what is correct but will give you some exercises to help build the muscle memory required to do it without thinking so much about it. Make sure you have your controller set up with default stick curves and little to none on the deadzone. I have no deadzone on my CH pedals. If you have a twist stick...good luck!! (Get some pedals) :thumbup:
-
Here:
-
I think what is confusing you is the difference in measurement techniques. The turn method delivers a higher stick force per G than the steady pull out favored by the NACA. It is not the steady state stick force per G listed in the Technical Order you posted or the NACA stability measurements I posted. I am sorry for not mentioning it earlier, I just assumed you knew. 20lbs/g turn method = ~ 6.3lbs in the steady pull out. Many Stability and Control text's have a conversion chart for the measurement techniques.
-
It is still showing ~70lbs on the pull out Dirken without the bobweight in a forward CG and over 100lbs at the pull out with the bobweight.
-
I do not have any special curves. All my controllers are set to default. It seems to work very well just looking out over the nose like I do in a real aircraft in DCS. Now my view is not the default view. In real airplanes, I adjust the seat to see over the nose whether I am flying a large transport category aircraft at work or my Thorp T-18 at home. It gives me a good visual reference for my rudder input and hunching down a little to use the gunsite is not an issue.
-
No, more likely gauge error or the propeller driving the manifold pressure.
-
:music_whistling: Unfortunately the USAAF WWII Combat Chronology is too large to post in these forums. 9th AF ETO.zip
-
As well as the fact 75" was never used on any operational P-51 in the USAAF. Boy, I can remember when this article said 100/150 grade was the THE fuel from 1943 on.... Looks like it got clean up and all the supply side driven and strategic reserve information used to drive the wrong conclusion has been clean up some. We are getting there on the true story, LOL. In July of 1944, 72"inHg was the limitation for the 8th USAAF fighters conducting strategic bombing escort. http://www.wwiiaircraftperformance.org/mustang/78thfg-eng-rep-dec44.jpg Given the timeframe of the Luftwaffe aircraft as late 1944.... It is a fact the P-51's of the 8th USAAF were using 100/150 grade at 72"inHg. Does DCS model spark plug fouling?
-
The P-51D we have now represents the 9th USAAF. That is the Red Tails and the tactical support for the Normandy beachheads as well as the Allied ground forces. All the fighter sweeps targeting a specific area of the tactical battlespace was the 9th USAAF job. They NEVER used 100/150 grade fuel during the war. That is the one that should be down on the deck dropping bombs, doing fighter sweeps, or escorting medium bombers. I would like to see a 8th USAAF variant using 100/150 grade at 72" when we get a heavy bombers and can recreate strategic bombing missions. I do and end up flying the Luftwaffe fighters more than I would like simply because the P-51 Mustang players usually have greater numbers so to balance, I switch. I get shot down no matter what airplane I fly. :smilewink:
-
That should read: It seems clear, however, that any German fighter wasn't a very common sight for the Allied pilots,