Crumpp

The BMW801 D2 KG changed the supercharger gearing based on density altitude not pressure altitude. Read the manual published by BMW. It explains it well. Read them and refer to Yo-Yo's post in this thread. :smilewink:

What a gentleman....Thank you Erich. Beautiful Yak they were flying in the beginning, too. Eagle Dynamic has to change the Dora campaign and add in a short field take off and landing mission based on Erich's experience! :thumbup:

The nose wheel does not have a brake. The only way to stop the tire from spinning before the gear uplock is with a scrubber block. Most commonly you will find a system to stop the wheel from spinning before the gear retracts on the landing gear without a brake system. It is just too easy and saves weight to just tap the brakes after take off and then retract the gear.

:thumbup:

Maybe Milo can PM you and explain that theory he came up with. The tires expand from heat and so does the air inside them. My mustang POH is not available as I am not at home. Your quote specifies after use during excessive taxi. Many aircraft can do this...the one I fly at work actually has a Brake Temperature Monitoring System (BTMS) as do many modern large transport category aircraft. "Excessive use" is the key to understanding the Instructions!

Think about it. 100 mph unstick speeds...relatively small diameter tire... :thumbup:

On any complex, high performance aircraft..... Application of the brakes before retracting the gear is a good idea. It prevents the tires from scrubbing in the wheel well which can lead to the gear failing to extend, blown tires, and excessive wear.

In the course of multiple discussions over several games FM it has been pointed out to you that your estmates are consistently pessimistic for certain aircraft. The conclusion myself and others reach is your modeling of the propeller. That is why I gave you the NACA work on disc theory. Yo-Yo is trying to help you out. Please listen.

What time do you fly? When I go online during the evenings on US time zones, I do not get to fly the P-51 because the P-51's out number the axis design's. If I get online during European evening time....the opposite is true.

Grapejam, Check the source of the turning circle chart you posted. It is from a post war enthusiasts magazine and is based on pilot recollection. According to Focke Wulf the Clmax for the FW190 wing is 1.58. Thst gives spot on agreement with the NACA airfoil data and Clmax for the wing in their own investigation. The P51D is very close to that at 1.51.

Radius of turn is not rate of turn.

What assumption on the mustangs cl max. You are confusing arguments here. Yo yo conclusion do agree with my conclusion. Both sets of performance charts say the exact same thing. I deleted my reply because that is really obvious.

Most modern aerobatic aircraft simply put a weighted tube on the end of the pump pick up. This allows the tube to fall to the "bottom" of the tank and pick up fuel no matter what the aircraft's attitude. http://www.aircraftspruce.com/pages/ep/fuel_tanks/flopetube.php

One more thing.... If you are going to engage in turn fights in either aircraft, know your exit.

You cannot get a full picture of turn performance just looking at one parameters. To answer the question of "Does the FW-190D9 outturn the P-51D?" the answer is "it depends on the specific conditions." Here is the sustained load factor comparison: You can see that the lift limited performance of the P-51D does occur at a lower velocity due to the stall speed. However, it terms of sustainable load factor, the FW-190D9 simply has more power available and can sustain a higher load factor. That is why the FW-190D9 also has more acceleration at low altitude: This translates into a Rate of Turn advantage as long as the FW-190D9 does not try to match the Mustangs performance at the Mustangs lower velocity, the FW-190D9 will move its nose thru 360 degrees faster than the Mustang. A higher Rate of Turn allows the Dora to advance in the turning circle faster than the Mustang meaning the Mustang pilot will end up with the Dora on his tail in a steady state turn. BUT if the Dora pilot tries to match the Mustang's speeds....it will be the Dora pilot who cannot match Rate of Turn and he will end up with the Mustang on his tail. The Mustang commands a radius of turn advantage when traveling at a lower velocity. The Mustang almost always turns in a smaller radius especially if he is at his best ROT velocity. That means if the Dora pilot picks a pure or lead pursuit in the turn, the Mustang will out-turn the Dora. The Dora should always pick a lag pursuit. That means do not look at the Mustang or ahead of the mustang, instead focus on a point behind the mustang in a sustained turn fight. Bottom line is these two designs are very evenly matched in terms of level sustained turn performance. It comes down simply to the skill of the pilot. At altitude, the Mustang becomes superior where it has more power available. The advantage of the Dora gets smaller as we go higher in altitude until the Mustang takes the lead. With its agility advantage and acceleration, the Dora has a dog-fighting edge over the P-51 at low altitude. That being said, neither of these aircraft "outclass" the other. They are equals with very little to choose between them in terms of practical performance.

http://forums.eagle.ru/showpost.php?p=2361699&postcount=16 I only have about 400 hours in the Supercub so I am not that experienced in it.

That is hard to do in a taildragger that is supposed to be steered with differential braking. Now, I am off the brakes completely on take off roll and landing until the speed slows down to taxi speeds. My airplane has a place to slide your feet under the toe brakes on the pedals to ensure you are completely off of them.

I was thinking you could start crowdfunding me now. :music_whistling:

No claim is being made the aircraft can fly inverted. The electric booster pump was not turned on in the accident. The purpose of that pump is to clear any air trapped in the fuel lines and act as a back up to the mechanical fuel pump. The engine would have had a much better chance of restarting if it even quit at all with the booster pump engaged. The air in the lines from flying inverted would have have most likely just cleared.

Trying to fly a realistic taildragger with a twisty stick or a keyboard....Sadistic. It just wrong....very, very, wrong. :no_sad:

Are your controls spiking ctguy1955?

You must be refering to take off and landing where you do not touch the brakes. Once the speed gets slow, you have to brake in a taildragger to control it. I have even added some brake on a rollout in a gusty crosswind to keep directional control. That is a dance in a 180hp Supercub with heel brakes. It depends on the speed you are taxing GT 5.0. Unless you are taxing very fast, rudder is NOT the primary control. The rudder does not work without sufficient airflow over it. Read Chapter 3 of taildragger tactics. Here is MY taildragger and flying one for pay.

When the airplane gets below a certain speed, the rudder is no longer effective. That is why you hold the stick back all the time, to help with the tailwheel steering. At taxi speeds, it is mostly differential braking that steers the airplane.

You mean you do not need a rudder in DCS?? That is not my experience in the game. You can see in WAGS tutorial, his rudder is alive the entire take off run. Taildraggers ALWAYS need rudder input and MUST be controlled/flown from the tie down to the tie down. Much of my flying experience is in tail draggers and because the CG is behind the main wheels, you will not find any taildragger than does not require rudder input to maintain directional control. Read the attached article, "Taming the taildragger". :thumbup: Taming.pdf

Why do you think that GT 5.0? What is experience?