Crumpp

Exactly. The hardest part of doing the math is finding good data. My comparison is based off NAA and Focke Wulf data as much as possible. First of all let me say I have been getting my behind kicked since the last update. Even when up against a Mustang with only 40% fuel just to see what is going on. That is a 650lb weight saving. Run the math on that and Dora easily out-turns the Mustang. Unfortunately it did not work out that way and I was out-turned in less than two turns on the deck where the Dora should have it greatest advantage. Flight Model? I don't think so.... My controller was spiking very very badly. I had to reload CH manager, recalibrate everything, and redo my control profiles in DCS. Now it is working again, I think! I had to go to work so I cannot get online and try it out. Now let's talk reality of the math and science and what the Dora's advantages mean. The sustained Rate of Turn advantage gives an large edge to the Dora. It is not dominance but niether does the Mustang dominate the Dora. Rate of turn is what wins angle fights. How fast can you get your guns around the circle to kill the other aircraft. Radius only wins if you as the pilot allow it. If you try to match the Mustangs radius, you cannot do it in a Dora and will bleed your airspeed. Mustang wins. You as a pilot are your own worst enemy. You have two absolutely winning advantages over the Mustang. First is your rate is slightly better. You move the points of the compass faster than he does but not by much. You have got to lag pursuit and ignore that turn radius. Staring at the Mustangs tail will get you killed. You have got to be disciplined and keep your cool. Resist the urge to tighten the turn to match his radius. If you see the rate slowing down, relax the back-pressure to keep your speed up. Airplanes accelerate just fine in a turn given a little back pressure reduction. Ask anyone who has taken a check-ride and had to perform steep turns. There is a reason why the FAA has a speed standard. Which brings us to the next advantage, the Dora Rate Turn advantage comes at a faster speed so if the Mustang slows down to try and match your turn rate, you have a sizable margin of speed over him. You can break off and get away. In other-words, you dictate the fight. Lastly, the Dora is more agile at dog-fighting speeds than the Mustang. Use that roll rate. It is scary the first few times and you might get shot down until you master it but it does work. If I do a lag roll offline against the ACE AI, I kill him one turn. I haven't tried online yet but I plan to get together with a friend and try it. Snap rolls and 1G rolls (energy neutral btw) work great as defensive maneuvers in DCS in the Dora. I have used snap rolls and put two Mustangs working together online on the Defensive, surviving to break off the combat. If the guy is near co-energy, it is a great way to force the overshoot. Mustangs are not very good at snap rolling and do not slow down easily. If the Mustang is barreling down from an altitude advantage, 1G roll and screw up his aim, preserve your energy, and get on his tail when he overshoots. The P-51 Mustang and FW-190D9 are very different aircraft but as evenly matched as you can get as dog-fighters. Lastly there is the "cheating factor" I call it. I learned about the 40% fuel thing because I got out-turned much quicker in another fight than should have been possible. I asked and the gentleman was nice enough to tell me he was only taking 40% fuel. Very gamey online practice. In reality, the only time you have too much fuel on board an airplane is if you are on fire.

It would make sense but the problem is the atmosphere is so large the fixed volume mathematical assumptions break down. That is why we have weather.... Low pressure/High pressure/Cold/Warm Fronts..... jcomm can tell you more about that! :)

Exactly. Push it and you will get malfunctions! Some aircraft in World War II even had systems that could cycle the weapons actions to clear malfunctions. Obviously it was an issue and should be a part of the experience! :smilewink:

That artificial visibility makes for artificial tactics in a visual enviroment. BnZ from across the map and never get bounced or be able to break off.

Maintenance is already modeled in the fact your airplane and weapons work like they should. It is up to you to operate them as you should and resistance to that concept came about when the burst limits where posted. Burst limits should be modeled in all automatic weapons and I would propose that. It is just the engineering reality.

They are not interchangeable independent of volume. You must know both to find density. Pressure is pressure. Density is pressure and temperature. Unfortunately science has no "density gauge" so density must be derived by measuring both pressure and temperature. However, if temperature is constant or our pressure measurement is at the same temperature, pressure can be used to find density. But only in the context of temperature AND pressure. https://www.grc.nasa.gov/www/k-12/airplane/eqstat.html jcomm is a meterologist and is familiar with density altitude. Another discussion it was claimed by other individuals that the German Kommandgerat engine controller on the BMW801 changed supercharger gearing based on pressure altitude. If you understand pressure altitude vs density altitude and how engines work.... It would not work very well based on pressure altitude alone on anything but a standard day.

Try it and confirm it but I think I found the issue. My joystick was spiking badly. I reinstalled CH Manager, drivers, calibrated everything, and reassigned the controls in DCS. It is back to the old Dora....at least offline. I would link up with you online but I have to work. Two day trip ahead...

Thanks! That is why I am asking. I fly both the P-51 and the Dora. Since the latest update, the Dora hasn't been the same.

Has anyone noticed the elevator feel has changed? Did I miss something in the updates? Since the last update in DCS 1.5 Beta, the Dora's elevator has lost its crisp feel. It now feels very much like a cable and pulley control system, mushy and not very precise. I recalibrated my controls but it remains.

Since the last update you will not have a problem. The P-51 turns like a Japanese Zeke.

Nice wheeler!

That is so the pilot knows what to say when he makes a gear up landing.

It would be nice if it slowed with the aircraft velocity as the trim became more effective. As a pilot, you can feel the trim forces as you input them. In DCS you just kind of have to let go and see how close you are to being in trim.

From what ARt-J is saying, DCS does model density altitude effects.

You are welcome! Glad to have you in DCS world.... Now practice so we can shoot you down online!! :smilewink: or get shot down...

Leave your supercharger in Auto as well as your radiator intake. Climb at 165 mph IAS and use the 46" @ 2700 rpm. 14500 ft is about the altitude of supercharger gear changeover. Let it happen. You will begin to loose some manifold pressure until the gear changes. Just keep climbing at 165 mph IAS and hold what you got until the gear changes. You are using the realistic SIM FM right?

ED could make a map and a mission in one easily for DCS WWII. Have the Normandy map with an AI bomber stream. JAFU gives periodic reports on the location, altitude and heading of the bomber stream. 8th USAAF Mission Controller gives updates on enemy fighters attacking and spotted from the bomber stream. AI fighters escort or intercept. Players join in. Much like the scripted missions we see in the arenas. What do you think? I think it would not be very hard to do, realistic, and a lot of fun.

Here is the P-51D Specific flight Chart for climb performance. It gives you the engine settings, speed, climb rate, and fuel consumption. The power settings should be: 46"Hg @ 2700 rpm = Combat Climb power (Same as Steig-u-Kampfleistung for the German Fighters) From Sea Level to 5000 feet you should be getting a rate of ~2350ft/min for a 9000lb clean configuration fighter Your best climb speed will be 165mph IAS. Ferry climb or normal climb setting should be: 36"Hg @ 2400 rpm = Ferry Climb Power That gives a rate of 1300 fpm and the best climb speed is 165 mph IAS. Of course, the higher you go, the slower your best climb becomes until you reach stall speed at absolute ceiling. The other speed that is useful is Vx or best angle of climb. This one gives you best altitude over distance over the ground. It what you use to clear that mountain in front of you. It is just above stall speed.

That is it!

The Pilots Operating Instructions: The Maintenance Manual mirrors those instructions: Basically leave it in "Auto". "High" Is for testing before flight and "Low" is for an emergency if you lose the aneroid switch controller.

The US Army is not wrong in it's instructions on when to set the headspace and timing as well as how to shoot the weapon.

It uses density altitude, jcomm. It is really a silly idea to think an engine would change supercharger gearing based off pressure altitude only. The confusion results from the fact the supercharger aneroid switch in the BMW801 are used for different purposes from the Merlin system. The physics and the engineering just would not work. The Merlin aneroid switch is exposed to the carbureted air at the intake. It is the same temperature as the charge air. Because it is at the same temperature, it only needs to measure the pressure differences to get the correct density. The supercharger aneroid on the Merlin is the "brain" of the engine. The fuel metering system is linked and uses a calibrated differential unit to adjust the mixture IAW the supercharger intake density. The confusion results because the BMW801's supercharger aneroid is dumb. It is only used to maintain a fixed relationship with the linkage and is simply a more accurate control shaft differential unit. That is also why it is adjusted at ambient pressure and temperature. It does not require an elaborate test stand to calibrate. Calibrating the Merlin aneroid switch It is a rather involved process to set it and it requires a special test stand. The maintenance manual has instructions for building one in the field. Basically you find Pressure altitude (29.92inHG) for the specific conditions the calibration is being performed at and adjust the aneroid to switch at 14,500 + or - a few feet depending on the type of aneroid. Pressure altitude = density altitude on a standard day. When exposed to charge air at the charge air temperature, the aneroid will then trigger the gear change at 14,500 (+ or -) ft density altitude for those specific atmospheric conditions and charge air density. The BMW801 system uses a different aneroid as the systems "brain". That one cannot be calibrated in the field and simply gets replaced IIRC. :thumbup:

OK, sounds good and whatever.... The data I have seen says otherwise and I am happy with it! :thumbup:

Some guns do and some do not.... At least that was my experience. Just like some bikes use some oil and some do not! :)

It appears to be fixed! Ran the update and now it scans fine. :thumbup: New viruses.... only one or two engines might detect them at all. [ame]http://www.av-comparatives.org/wp-content/uploads/2015/10/avc_fdt_201509_en.pdf[/ame] In fact, Kaspersky Labs had one of the lowest rates of both false positives (only 2 FP) AND a 99.5% detection rate. Compare that with AVG's 93.7% detection rate and 6 FP's. So when it goes off, I listen.