grafspee

From my experience if i over rev not higher then 2700 the engine is fine i avod over revving above 2700. If you pulling rpm to 2000 that doesn't change max pitch in automatic mode and this will make engine over rev even at lower speeds. I mean over rev rpm above what you set not above 2700.

Unlike every single warbird in DCS P-47 very easily over-revs prop. You can switch to manual mode and drop rpm but in auto mode maximum pitch is lower then maximum pitch in manual mode. I didn't find any data about that but it looks suspicious that P-47 known as excellent diver has this problem and this is only artificial problem because prop it self is capable of reaching higher pitch but auto mode don't do that for some reason. Just couple degrees more and engine dying in dive would be gone in no time.

@skywalker22 Hi, i watched that replay and only thing which was out of normal was that you did rev engine couple times up to high rpm other then that everything was as i do every time. You didn't over rev engine during take off which is quite often, ppl just forget to switch governor to auto and that kills engine quite fast. My advice is that you should try to move throttle with more finesse and don't rev it high until oil temp will be in proper range but probably that is not a reason why your engine quit. If you have any mods, remove them and run repair and clear in launcher if this not helps i have no more ideas.

30inch of mercury and 29.92 inch of mercury is about the same. Boost gauge in mosquito and in spitfire is absolute pressure gauge only scaled in different manner, 0 means what ever they set up to be and it won't change with outside pressure. If you are flying at 20k ft and gauge say 0 that does not mean that pressure in manifold is exact the same as pressure outside if this gauge shows 0 it means that in manifold pressure there is around 30 inch of mercury. If engine is off that gauge will show actual pressure, needle will be slight below 0 boost if outside pressure is below standard atm and slight above if outside pressure is slight above.

I will test that, i miss understand that too. Maybe they changed something since i have flown P-47. I did test it right now and P-47 fly as always, at take off it barely needs any inputs and after lift off if i gentle pull stick to rise nose nothing abrupt happens unless i pull hard then i stall very quickly. My guess is you take off too early and stalls it after take off, this is only explanation i can think of, ofc if you have your controls properly setup. If you are doing non turbo take off P-47 needs a lot more run way then P-51 and it climbs not as good as P-51.

I think you are mixing P-factor with torque then. I was talking about torque.

Point is to see what is going with a plane when you do not steer it correctly and you can see roll develops in time. 1 blade or 2 or 3 or 4 it does not matter really. What matters is the power of the engine. Same rpm = same power = same torque. That roll was not from torque but from single wing stall.

Watch that video and you will see, if you willing to ofc, you can see that pilot did not apply any inputs to counter roll and as soon plane left carrier there was no roll, if any significant direct torque was present there plane should immediately start to roll but it didn't. First what happened was swing to the left due to massive p-factor and then plane started to pitch up as well and still wings were level. Then when left wing stalled abrupt roll was induced but not from torque not from p-factor but from stall.

Sometime believing in tail wheel lock helps a lot

This topic was grilled so many times across different planes that i can not count them already. I will just repeat that feelings can't be entered in to code. They can fine tune code from pilot notes and tips but changing P-factor by 75% is like making a new FM from start. Not an easy task like moving p-factor slider which does not exist. If you poses documentation about P-47 flight tests which contradicts what is in game, sure you can drop it here and i'm sure that devs will take a look. I remember that on some topic that clip was analyzed, that torque factor is near non at high power take off speeds that roll is induced by other factors and it is the last thing what happens to the plane.

When tail is rising, gyroscopic precession will swing plane to the left in order to minimize this effect pull stick a bit back to slow down tail rise rate that helps a lot to stabilize that process. Another common issue is over-correcting, in other words you end up fighting instabilities during take off made by your inputs. Here is my take off with controls scheme and pre take off trimming shown as well. Shortest airfield in normandy which i could find.

Important thing is to check your trim gauges and slip indicator, trimming ailerons and rudder blindly you may end up with weird situation when you will be correcting excessive aileron trim with rudder trim and vice versa. I also say that rudder trim is the most important. I trim that way that i trim rudder for minimum slip and then i adjust ailerons to level the wings but at first i stabilize plane with stick and rudder then i gradually trim and at the same time letting slowly stick and rudder off.

18-cylinder air-cooled 2 row radial engine 53.6L displacement Sleeve valve system

Dogfighting is not easy task, especially in spitfire which can turn fast but is quite slow. Another thing about spitfire is that you can kill all your energy in one turn, spit is very sensitive in pitch and it is very easy to burn energy thought out abrupt maneuvers. So even if you know in theory how to do it you have to learn your stick hand neurosurgeon precision and gentleness.

That is crazy !