Legioneod

Says on steam it releases in less than an hour.

Yes.

Must not be modeled yet, once you hit the switch you should see water pressure increase and notice an increase in boost up to 64" Also max rpm should be 2700 rpm even without water injection. On the P-47N they had a switch behind/near the throttle on the left that could be used to switch the WI to manual or Auto, you could check and see if it's modeled in the D-30 for some reason (it shouldnt be as far as I know) 22,000 rpm is the maximum turbo rpm allowed but only for 15 min iirc.

Water Injection should have a binding, the switch at the top of the throttle is for water injection. https://simhq.com/forum/ubbthreads.php/ubb/download/Number/21672/filename/dce73e26-31c3-440a-88b6-1cd05009c77c.PNG

Thats low for WI on, with WI he should be hitting 64-65" a the very least.

Max load is around 8.5 tons (17,000lbs) not 7 tons (14,000lbs). It could be overloaded but I don't have the figures currently. Combat Load for the P-47 was 13,200 lbs (6.6 tons) Empty weight of the P-47D-30 was 10180 lbs (5.09 tons)

P-47 was heavier. Max weight on P-47 was around 17,000 lbs iirc, maybe even heavier for the P-47N with it's higher fuel load idk though. EDIT: I think I misread what you meant, you were responding to an earlier post correct?

It's still not a C.E. even though they used the same hub assembly.

There was no Asymmetrical C.E. Prop. The Asymmetrical prop is the A.O. Smith. What the D-30 in-game has is the 13' Curtis Electric (from the lookes of it). For best Possible performance we would need the Hamilton prop but that was only fitted to the D-22, 25, and 27.

Yep, part of the confusion is that the Jugs power limits are all over the place. By the time the D-30 rolled out 64" @ 2700 rpm was the standard for every airforce that operated the P-47 in Europe except for the 8th AAF. The 8th AAF used 150 fuel as standard and the limits were raised to 70" at 2700 rpm for the B series engines and slightly higher for the C series (only the P-47M and N used C series engines) With the D-30 at 64" we should be seeing around 437mph at 24,500ft, which is the critical altitude for that power setting. Whats interesting to note is that above it's critical altitude of 24,500ft we really wouldn't see any real loss in speed since at 56" the top speed is around 435-440ft at 29,000ft (critical alt for 56"). So what we would see is the P-47 speed/performance sorta plateau above 24K until it reached 29K and then you would see a loss in speed.

Not even 30k, more like 25k or even less depending on what boost we get. The 8th AAF was using 70" as standard for it's P-47s during Normandy and later. It gave it a large performance increase of around 444mph at 21,000ft.

It's "just" aileron reversal though, wouldn't cause any serious problems as long as you don't try and roll.

It was a far greater safety margin than 5-10%. Like I said, limits changed during the war, earlier manuals/reports give limiting figures of 520mph IAS from sea level up to 10,000ft and 450IAS from 10,000 - 20,000. Your assumption that these limits were for a structural limitation is incorrect. The P-51 is not the P-47 both aircraft handle speed and structural loads differently. If the P-51 limits were set for one reason it doesn't mean the P-47 has limits set for the same exact reason. Structurally the P-47 was sound all the way up to it's maximum mach of 0.83 with a limiting mach of around 0.74. The only instance of a P-47 losing any type of structure in a dive for high speed reasons was when the P-47 had fabric control surfaces early in it's production. This was changed and since then the P-47 didn't have trouble with structural stability in high speed dives.

Except flutter doesn't occur in every airframe similarly, it's also not always an issue. In all reports I've seen flutter is never listed as an issue in dives, only stiff controls above certain speeds. Early P-47 manuals listed the limits as 520mph up to 10,000ft. Herb Fisher is a good pilot to look up in regards to P-47 dive performance, he did over 100 high speed dives in the P-47 and never had a single structural failure. All I'm saying is that parts don't just start to fall off just because you hit the redline or go over it. Limits were not always set due to structural concerns. In the case of the P-47 it was set to controll in high speed dives. (compressability). The P-47 didn't lose parts due to speed alone, it simply couldn't go fast enough.

P-47s limiting factor was due to compressibility not structural failure. It's highest mach figure was around mach 0.83. As the war went on they changed the limiting IAS a bit and kept lowering it to have a higher margin of safety for the pilot, in order to prevent him entering compressibility and mitigating it's effects. The british settled on 520mph as a limiting figure, the Americans felt it wasn't safe enough so they settled on 500mph IAS. (I'm aware that limiting IAS changes with altitude but these are the maximum figures) A report on the P-47 dive performance that the controls get heavier and heavier as speed increases and over 600 TAS it's nearly impossible to control the elevators apart from using the trim. Aileron reversals really isn't an issue as long as you don't try to roll and it never really occurred at speeds lower than 540 mph. We really shouldn't see any structural failure for the P-47 in a dive unless there's an over G or previous damage to the airframe. Parts don't just start falling off just because you go over the redline, so if we see this in the P-47 like we do in the P-51 there is something seriously wrong.

Main advantage of the D-30 over the D-25 is the dive recovery flaps and that's it (I think it also had more water but not 100% sure) As far as power goes there is no difference in power available as both were running high power setting in the 8th AAF of 64 and later were able to get 70" when it was released in June/July 44. Speed wise at the same power the D-25 is actually faster than the D-30 by about 9-10 mph. I have a big report of all the D blocks and their differences in performance and configuration. Not sure if I'm allowed to post any of it here though. As said above there would be no need to limit the D-30, only advantage it has is dive flaps, all 8AAF P-47s were running high power kits/fuels by the Normandy invasion. EDIT: Sorry for back to back post, not sure how to merge them.

Increased power kits were developed for previous blocks as well so with proper kit D-25, D-22, etc could achieve the higher power ratings as well. Unless that's what you were already saying? Also, at the same power setting the D-25 was faster than the D-30. D-22, D-25, D-27 were the fastest P-47D blocks and when running similar power they had an advantage over the other blocks like the D-23,D-28, D30. Main advantage of the D-30 was dive recovery flaps, other than that it's performance was very slightly worse than a few previous P-47D blocks. Can't wait to fly this thing, it's gonna be so fun. I'm curious to know if they are gonna "simplify" the dive mechanics to where the P-47 loses parts at a certain dive speed? Also can't wait to see the new DM effects and what the P-47s gonna be like DM wise. EDIT: Reading comprehension isn't my strong suit lol. Yes 8th AAF P-47s were already running high power settings by the Normandy invasion and they even got more power additions late June/July 44.

Yep, D-30 at 64" it's 24,500 critical altitude, any higher and you'll start to drop in power.

Depends on the power settings we get. For the D-30 at 64" it's around 24,500ft, if we get 56" it's around 29,000 and if we get 70" it's around 21,500ft. Keep in mind the P-47 still has alot of power above critical altitude and is still plenty fast. P-47s were getting 430-440mph at 29000ft when running 56", once they boosted the power to 64"-70" they were hauling those speeds around 21-24k but could still pull 56" at 29,000ft iirc. EDIT: Was wrong about CA of 70", report list critical altitude of 70" at 21,500ft not 23,000 that I posted.

Is this the only link for the template? I can't download it, it keeps failing. Only gets to around 400MB and then stops.

Not really. P-47M and N went to 72" as official, and the D used 70" from mid 44 in the 8thAAF. 64" is ok but it's not much when facing D-9 or K4. Yep, they were boosting it in late 43 early 44 iirc. 70" was only made official in mid 44.

The only options are 64" MP or 70" MP no other options to choose from for the D-30. My guess would be 64" MP but 70" is certainly possible if they model it as an 8th AAF P-47 since they used 70" during this time of the war.

It's just a standard reflector sight, no K-14 gyro gunsight. Unless they change it before release.

52" is military power for the P-47. 64" is WEP 70" is WEP with 150 Octane fuel. 52" Never required water injection. 64" Only required water injection with 130 fuel. When using 150 octane water was optional. 70" Always required water injection and could only be used with 150 fuel. It was a water methanol mix, it's just called water for short.

Water tank was around 30 gallons which allowed around 15 min of water use. Not sure on the ratio though. The main benefit of using water at 65" (besides keeping cool) is for the power increase vs without water. You gain around 8-10 mph with water vs without iirc. Of course, this only matter if they model 150 fuel. If they don't then we'll be using water at 64-65" anyways.