DeepDrummer

In addition I had a flight yesterday where at the end the side door would not open using the Door open key binding. It just happened again today. (I should have checked if it would open if I clicked it I guess. We are talking very long flights in excess of an hour. It has never failed me before. I could have had the canopy closed in retrospect. I'll keep an eye out.

Agreed. That works well. I actually run it for 15 or 20 minutes on the mains first and then switch unless I know I am heading for a dog fight early. My immersion imagination feels that it is best to eliminate some top weight from the top main tank for better COG and balance. I just flew a 300 nm mission going through 20,000 feet. I decided not to drop the empty tank since no one chased me. I figure if I am dropping the tank it is because I have to enter a dog fight and in that case losing the bombs and mounts at the same time is a good thing. It is not a deal breaker. Nothing is at this point really.

The era used an economizer type mask (Type D, E, G and more that flowed Oxygen on demand by the Pilot inhaling if the system was open with the Oxygen valve open. This is why the oxygen valve is turned on at startup in procedures. The mask would not flow oxygen when hanging around the neck I guess. We have flow with the valve in the closed position with zero pressure charging the system. That makes no sense at all. One spot I ran across this info was here in the second paragraph called history note. https://www.iwm.org.uk/collections/item/object/30015762 You have to click on "show more" after the first paragraph.

Assuming all three fuel tanks have fuel in them: If one shuts off both Fuel valves the engine will not start or it quits if flying (this is expected). If one turns off the drop tank fuel valve OFF and turns the Main fuel cock ON the engine will start and will fly. (this is expected) If one turns the Main Fuel cock ON and the drop tank fuel cock off in flight or at any time, fuel still flows from the drop tank (first). This seems odd in that the Main fuel valve is allowing fuel to flow from the drop tank when it has it's fuel valve closed. The Main has to be open for this to occur. I believe fuel should not flow from the drop tank unless it's fuel valve is open. I have no documentation to prove one way or the other personally. It's just logic.

If I am on a long haul bombing run with wing bombs and I jettison the drop tank, it also drops my bombs (and bomb racks?). Perhaps a "Jettison Ordinance" Binding that operated the center mount for either tank or bomb independent of the wing bombs and racks. It's pretty minor. I'll just have to carry the tank to the target even if it is empty. I am talking maximum range bombing missions here. No doubt it is already a considered fix. Thanks for all you do!

It appears the oil pressure guage reads too high. It is not possible to get it within normal limits at altitude in any cruise situation. Even when engine temps and oil temperature are at the upper end of the normal scale, I.E. Getting hot but still normal, the oil pressure still reads high. It needs to be recalibrated somewhat or we need a hold on the oil dilute system so we can have it dilute for the entire trip. Attached: high and low Coolant and Oil temperatures (but both still in range normal) pics. Note how the oil pressure never gets back to "Normal" Please do some cruise testing to verify. Second pic and more info is in this thread on the cooling subject here: https://forums.eagle.ru/showthread.php?t=215148

We will probably find it on youtube on the 18th with bad sound and a projector light in the middle.

Looking forward to seeing this one so9meday.

I am not complaining however I think it is overcooling just a tad. Even when the rad and oil temps are within specs and stable, the oil pressure is still too high as well. Even diluting only gets it back down to 90 PSI. Normal being 60-80. At the ragged edge where the temps are still acceptable but on the lower end of the Normal scale, it should read about 80 psi and be within specs as well. Try 19000 feet 4 psi boost and 2650 rpm at a level stable cruise. M.S. or F.S Supercharger mode. I think half as much of a cooling change would have been closer to the truth and the oil pressure guage needs a slight recalibration to read at least 10 psi lower although I think 20 or 30 would be closer. I did not find any real difference in temps whether in F.S supercharger mode and M.S. Supercharger mode which is fine by me although I would have expected F.S. would have given me more heat even at the same boost and rpm due to the power required to run the Supercharger at high speed. The attached pic shows me in M.S. but my test results in F.S. were the same temperature-wise. Perhaps a good solution rather than or in conjunction with adjusting the normal cooling below 14,500 ft. would be to add a bit of heat when in F.S. mode. Compressed air is hot as well which furthers the idea. That would give a method to warm it back up to specs that makes logical sense. The oil pressure is related since as it cools it gets thick and the psi goes up which is as it should be. Overall, I am very pleased with the current Spitfire with a few minor issues.

I made some that will do for now. I just used the ruler in the mission to determine the runway bearings. Very close I believe. If one was to unzip the attached file and place the images into a folder you create called "kneeboard" under your Eagle Dynamics (or wherever you put it)\DCS World OpenBeta(and or DCS)\Mods\Terrain\Normandy\ folder. This way it shows on the kneeboard only when in Normandy. This would probably be overwritten in future updates and so the saved games\DCS and or DCS World Openbeta folder might be better depending on your needs. It will do until proper charts with procedures are available. Normandy kneeboard charts.zip

Is there a list or chart somewhere that lists the runway bearings from Normandy. I would like to add the bearings to these diagrams if it is available in any form. https://forums.eagle.ru/showthread.php?t=206433

I did this route (pic attached) today which is over 200 miles and an hour and a half flight time. I used the slipper tank and full fuel and ammo. No bombs. Clipped wings. From needs oar point to Maupertus, Evereux and then Chailey. I had 20 gallons of fuel remaining. I spent most of my time climbing to altitude for the first crossing at 7 psi boost and 2650 RPM. and even more time was spent at 20,000 feet with the Supercharger in Low gear at 3.5 psi boost and 2650 rpm. I am sure people can do better than my woggly path. I may try it again with the Supercharger in Auto with maybe a faster climb. No shortage of fuel now. Thanks to all concerned. I can do better. I know I can. CLEAR! ;)

NOTE: My personal key bindings are in that script which are not always the default key binds and so simply running the file will not allow all things to work without the bindings. I don't recommend people run this script but it is simply for reference. I attached my Target script (one file only) in case someone who is good at coding can see how it is done in Target (C++ is it?) and maybe be able to figure out how to do it in Lua. I used the slider for my Mixture which is the best use for it I have found yet thanks to someone's post in here. I did it using the Target GUI and so can be no help in the coding department. I don't script well manually but my GUI works great. I would think the idea can be accomplished using Lua too. I don't know how well the 2 translate to one another. If my script helps someone to assist you in finding a solution then it's a good thing. TargetSpit.zip

Yes. At altitude it is really noticeable with more oil dilution required on both models. One still has to pay as much attention as before but more to keep it warm enough and to keep the oil thinned out enough to keep the oil pressure within range. The rad works much better on auto now than before.

Thanks saburo_cz. That makes sense and substantiates my own procedure as being proper. It all seems very logical.

If the external tank fuel cock is closed according to your manual then the overflow goes to the top tank just like it does when there is no external tank. Although I can see no reason why anyone would save the fuel in their drop tank and not burn it first, I felt starting would be facilitated by drawing fuel out of the top tanks easier than an external under-slung tank which would require more pumping of fuel. The valving in your example doesn't tickle my brain as having any difference as to when it is used. What was the actual procedure regarding startup with an external Fuel tank equipped? Is it started on the external fuel supply tank or on the mains and then switch to external? Does the electric fuel pump need to be engaged before starting in this case? What was the procedure on models with 6 fuel tanks. 2 mains, One behind the seat, 2 bladders in the wings and an underbelly tank? The wording from that manual quote clearly indicates that if the external tank fuel valve is off, it behaves as it would with no tank as far as the de-aerator is concerned. Regardless, I have been starting on the mains and then when running switching to the external tank right away when I remember or later on if I forget. I would have no problem starting on the drop tank but is that truly how it is done? Both ways seem to actually function and as long as one valve is off and one on (the one with fuel left in it) the one way check valves and auto valving appears as though it takes care of the rest. What harm is there in starting on the mains and then switching? There is certainly no danger of fuel overflowing as long as one system is off and one on. With both valves on, I can see an overflow problem. At this point in time since fuel apparently will flow from the external drop tank even with the external fuel cock off, the idea of starting on the drop tank and running till dry is good advice. Fuel should not flow through a valve in the off position and so realism is lost. Once the valve is repaired in the recall procedure, the danger of fuel overflow disappears again.

I had a flight an hour ago or so and I discovered that it was fixed. I came in here to verify I was not seeing things. It is a very well rounded Spitfire now. Thanks to all concerned for getting it up to snuff. I Love this Aircraft.

Confirmed. I switched off the main fuel cock and turned the drop tank fuel cock on. It drained the drop tank in about 30 minutes sputtered and died. I switched the drop tank fuel cock off and turned the main fuel cock on and she relit and I was away to the races with full onboard fuel tanks and I jettisoned the drop tank. It works exactly like the diagram says and I would venture to say it works properly in that direction. Draining the drop tank first works and would logically be the preferred method of use I should think.

Thanks for the diagram @saburo_cz That explains everything nicely.

it just keeps getting better. Thanks ED!

Everyone has a method that works for them. For myself, I set the rudder trim full right and the elevator trim one notch up by the guage on the dash. for takeoff. Apply power slowly to 8 or 9 boost. For landing my problem for a long time was coming in too fast. Nowadays I lower the gear at 160 and trim up then I lower the flaps and trim up. I do this early and as I slow down some I get the trim perfect at 115 or 120 mph. I keep my angle of attack fairly steep while lined up so I can see the gun sight dot at the far edge of the runway. By the time I am over the fence I like to be down around 100 mph and 50 feet off the ground. It is then simply a matter of getting close to the ground as I ease off the throttle more touching down at no more than 70 mph. The slow sped on landing is key to success. Again, everyone has their own way of landing for sure and I respect that. I am not a pro by any means but that works well for me. Even a straight in approach works fine for me if I put the gun sight dot at the far end at about 1000 feet. Calibrating your altimeter in the air to the landing runway is a huge help. If you are landing soon at the same altitude or runway then zeroing it before takeoff could be accurate on landing. Again, for a successful landing slow down. 70 mph max at touchdown will be nice and gentle. Heels on the floor. No brakes until you are well slowed down. There is tons of runway in reality. No rush. Hold it off the deck until it is low and slow enough.

Since the awesome scripting people have a section for advanced programming, I thought I'd post a video for us non-script writing folks. No manual script writing or pasting section into the code here nor are they required for this in most cases unless you want to get really amazing like some of the folks in here do. I made this for the Spitfire but the methods are the same for anything. It also gives you an idea how much work it is. whew. https://www.youtube.com/watch?v=WJv1pLWyxuE

Lighting up The Mountain (Spitfire) Fire on the Mountain from My Spitfire

10 minutes kicked back watching this explains it better. https://www.youtube.com/watch?v=VX8P65YdKlU

I'll be looking for that zeroed altimeter on your landings now. ha ha. ;) A keybinding for altimeter up and down is essential (or use Pause Active but don't tell).