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Ok...sounds good! They had most of the P-47's squadrons in Theater, correct? And they were not using 100/150 grade..... :thumbup:

Good job Fasteddie1! You might benefit from checking out my thread on rudder usage. It will help with realizing the agility of the airplane you are flying and help reduce those stalls after a sharp bank! http://forums.eagle.ru/showthread.php?t=140143

"No reserve" does not mean "No fuel to complete the mission".

No external Load - Empty Belly tanks vs Range Chart for Belly Tanks :music_whistling:

IIRC, they factor in 20 minutes of combat power usage. Otherwise there is no point in flying to a point and back if you cannot do something useful. Similar to range planning I do, you have to factor in having the ability to make a missed approach and fly to an alternate airport with enough fuel to make another full approach.

Good article Ivan. Thanks for writing it.

So you don't think any bases in Italy could effect the tactical situation on the invasion beaches by hitting transportation infrastructure in France and Germany?

So you think they the USAAF was confused and did not know who they were fighting or what was available for that fight? Germany vs USAAF fighters...

I think you scolded me about this one time. :music_whistling: I tried to relate that in the beginning of the discussion and thank you for posting this!

Ahh, the 9th AF was based in Italy (MTO) but lead the tactical effort hitting the invasion beaches and transportation infrastructure in France. That is why the statistical report is vs Germany. ;) Airplane can cover some pretty good distances. It is really not a far flight at all from Italy to Germany. Got some good pictures crossing the Alps from the multiple times I have flown it if you would like for me to share!!

Absolutely! Look what happened in the Battle of Britain. According to the RAF wastage reports, the unit status was due at 6pm every evening. That unit status was due at CRO/PRU by 11pm every night. By 6am the next morning, the CRO/PRU made delivery of replacement aircraft and took the damaged ones in for repair. That is why the RAF maintained an 85% operational strength throughout the battle. Luftwaffe intelligence battle tracked off the unit status given at 6pm. So every day, the RAF fighters were "destroyed" in great numbers. Nobody was tracking that every morning they were replaced. It effected the German pilots morale hearing how fast they were "destroying" the RAF from the High Command and meeting about the same number of RAF fighters in the air every day. That is why the Luftwaffe pilots began black humor jokes about "Here comes the last Spitfire!" On hand means everything loaded into the Operational Side of the supply chain and available to be used. This number account for wastage. It includes all the airframes in for minor repairs that will not be listed as operational on the unit status reports but are available within a timeline the Operational side designated. It is generally 24 hours. In 1944 for example, the Luftwaffe ran at about a 200% wastage rate. That means to keep 160 fighters operational, they had to have 320 airframes. That accounts for destroyed, damaged, down for maintenance, etc....

Exactly, The fixed trim tab is there to overcome manufacturing tolerances. It's setting is adjusted by feel and flight experience. The engineer would have no way of predicting each individual airframe fixed tab trim point.

That is a good way of looking at it. The sideforce creates fuselage drag and a degree of lift but mostly drag. Lift is nothing more than a function of dynamic pressure and enough dynamic pressure, anything will fly. The area of the wing obscured by the fuselage will experience unsteady flow due because of this fact. That also increase our drag. The main thing that happens is drag and lift are connected. The higher the drag, the more lift required. An uncoordinated roll is higher in drag so it uses more available angle of attack to complete the maneuver which means less of our finite available angle of attack is used to enter the turn. Hence the aircraft stalls earlier because we reached the stall angle of attack to overcome the drag we produced in the uncoordinated roll. :joystick:

:huh:

It appears to designate where it was built. http://www.368thfightergroup.com/P-47-2.html The Germans used factory codes included in the logbooks to designate the manufacturer's subcontractors. This information is important for maintenance. Build logs are kept for each airframe and this tells the maintenance guys who to get a hold of if a question arises.

Absolutely!. You can see the importance of coordinated rudder and aileron use in maneuvering the aircraft. I hope this is helping the community.

Great Report AirDoc!! It looks like you have found a good measured reference.

I thought some players might be interested in working on their "stick and rudder skills". If you already know this stuff, then disregard it. There are many real pilots that do not know what a rudder is for or what "right" looks like in performing a coordinate bank or roll. This is an essential skill to master the agility of your aircraft. It works well in DCS. In the track I used the FW-190D9 because you can see the rudder pedal input better than the P-51. To make any bank, you lead the bank with the appropriate amount of rudder to keep the nose rotating around the longitudinal axis. That is the axis running straight thru the fuselage from the spinner tip to the tail. http://www.langleyflyingschool.com/Images/Flight%20Training%20Manual/Aircraft%20Axis.jpg A fraction of a second behind the rudder input, follow with the ailerons. You will know the bank is coordinated when the nose stays in the same place and you smoothly enter the turn. When the turn is established, you can take the rudder out and most airplanes will be in a ball centered coordinated turn. With the Dora in DCS, you need to keep a little rudder when going to the left, IIRC. The Dora has a powerful rudder so it does not take much input at all. Watch the track paying attention to the rudder input. Do not focus on the inclinometer (ball), it lies to you in a first part of a bank and is useless in a fast roll. After watching it from the cockpit, use the F2 view to pay attention to the nose movement about the longitudinal axis. You can see the uncoordinated banks by the nose swing. It is also easy to spot them because the airplane does not like it and wants to stall in the turn. The turn entry is not smooth after the bank. I do coordinated bank and turn entry left and right, uncoordinated bank entry left and right, aileron rolls and a series of coordinated banks. The coordinated banks are a great exercise to get the feel of your aircraft for the right amount of rudder to lead the bank. Again, watch the nose and do not let it yaw off the longitudinal axis. Here is a good youtube video with the inclinometer showing so you can watch the indications in a roll. This is a good video for seeing the nose moments. Do not get confused because of the pitch up and nose ending below the horizon. That is done to keep acceleration on the vertical axis so that down remains the floor of the cockpit. Any way, it should give you something to practice and will help with maneuvering the aircraft in a dogfight. coordination rudder, uncoordinated rudder, aileron rolls, coordinated banks.trk

I agree that would be a bad situation. The problem I have I do not see the where the one side has "higher end aircraft" than the other. I am equally bad in all of them! :megalol: Seriously, I have no problems with the P-51. I love to fly it and it is one of the best dog-fighters in the game. I do not get to fly as much I would like because of balance. There simply is more P-51's on the servers when I get to play. When balance allows me, I take the Mustang. It is a stable, fast, and maneuverable. The tail warning radar is cool too, btw. It has saved my bacon a couple of times. It is very competitive in the current planeset, IMHO. It does not matter what airplane I have been in. When I get shot down, it has always been my fault and not the FM's. These airplanes represent the pinnacle of piston engined fighter development. The P-47 when it comes out is not going to be hanger queen. It was and will be a powerful and competitive fighter just as it was in 1944. That is competitive not dominate.

CG limits are the same..... Limits are fixed by design. :smilewink:

As Yo-Yo relates, if the Neutral Point is the same and the CG limits are the same....the basic longitudinal stability is the same. The trim curves apply. It is difficult to change a designs CG limits once it is built. There are only certain things that can be done to move the neutral point (aircraft's aerodynamic center). Those design changes are usually easy to spot.

That is a good question. Seems to me it is more like an erroneous perception that the axis planes are tuned up and every allied airplane should be using 100/150 grade. That is just me. :smilewink: Maybe when they add the "special fuels" versions we will get a 100/150 grade P-51, C3 1.98ata Bf-109K4 and the C3 2.02ata FW-190D13? Maybe I shouldn't have said that because it will turn into a 50 page fuel whinefest nobody cares about....:doh: Personally, it is about as far down on my list as you can get. I would rather time spent on maps, bombers, other fighters, and a good campaign than time wasted on special fuel variants.

Back on topic. We can start a new thread if you want discuss the effect of wastage on production and how military unit status reports work. Our D-30 should have the paddle bladed propeller and running at 2535 hp with 64"Hg should hold its own and be competitive as fighter if flown to its strengths. I think the stability and control issues in the design are more worrisome than the fuel.

Ewww... The resolution of that chart is off. Here is the original report so you can see that relative aircraft sizes as they should be. The chart is from the Human Factors in Aviation textbook. The report is on a mid collision between a Cessna 152 and a motor glider. Unfortunately, it was fatal for all involved. canda mid air.pdf