grafspee
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Posts posted by grafspee
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I literally jumped in P-51 on online server, i've lost my settings so i had to assignee axis and buttons again no adjusting curves or anything and i felt nothing drastic at all about P-51.
I don't know maybe you should erase your settings and assign once again.
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I tried P-51 yesterday and it feels more squishy. I think that front struts are much softer and this is the reason why nose goes down while braking. I didn't mess with brakes axis and i could manage with ease. Brakes maybe a bit sensitive but nothing tragic. Fully playable with some habits adjustment. If your intention is to adjust brakes axis so you can taxi it exactly as before this update, you will definitely fail.
There is big change how P-51 behave on ground very noticeable at take off and landing but nothin unmanageable from my side.
Only thing which had to be done are tires skid sound and tires roll sound.
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I can add to discussion that even if i move throttle and boost lever at take off roll turbo does not spool up at all, it star catching up very late just before take off.
12 hours ago, Gunfreak said:Would be interesting to read a book by a real plot in what they actually did. None of the P47 war memories I've read go into such detail.
On the other hand it seems real pilots mostly just floored it until the combat was over. And did stuff to the engine that would kill it in seconds in DCS.
Iirc early version of p-47 didn't have throttle/boost lever interconetion at all so we can safely assume that pilots at firsts use throttle and boost lever separately.
Yeah this is the fact that DCS model engines way too sensitive, i could list couple famous examples but probably all of you know what i have in mind.
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@Mr_sukebe, @Cool-Hand Exactly as you said. The worst spot to link throttle with boost lever is low alt range. At low alt supercharger alone is capable to provide decent boost. boost.
With throttle alone you can get 46inch for take off, but even for full power take off procedure from manuals is to move boost lever to take off stop and advance throttle fully, this boost lever take off stop should provide that 52inch for take off unfortunately our DPS P-47 does not have boost lever take off stop.
Manuals clearly says that at certain conditions up to 300bhp can be lost due to throttle/boost interconnection, i always use split throttle/boost, at higher alt i manage boost only with boost lever.
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3 hours ago, dresoccer4 said:
i thought there was already startup differences in cold temps?
As far as i am concerned there are non. In cold temp when engine is cold it needs more throttle opening to maintain proper idle speed if you cut throttle in cold engine in plane like P-51, Spitfire it will just stall. During warmup fixed throttle position should result in increasing rpm thorough warm up. At low temp viscosity of oil makes engine rotate a significantly harder then oil is warm. Second thing is fuel evaporation when engine is cold fuel does not evaporate fast enough to take part in combustion. Those 2 factors makes that if engine is cold you have to push throttle significantly more to obtain 1000rpm idle then when engine is warmed up. So if you initially after start up set throttle to 1000rpm for warm up at the end on warm up engine rpm will go up, maybe to 1100 or even more.
Another thing is throttle response right now it does not matter if coolant is 10C or 100C you have exact same throttle response. Manuals warns pilots to not over cool engines below 50C during descending for landing because when they ask engine for power at low coolant temp engine will likely fail to provide that power.
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22 hours ago, MadKreator said:
I always disconnect boost and use it only at higher altitudes when required to keep MP nominal. I’m sure there are many reasons/ situations where one could/ should use it, but I find no real advantage at lower altitudes. I’ve also read that when using it at low altitudes that it draws more power than it can produce… although I’m not sure if that performance metric is really modeled in DCS.. I can’t really tell a difference one way or the other
If you want obtain 64 inch you have to use boost lever even at SL.
Power lose is up to 300hp but only between throttle/boost lever interconected and throttle/boost lever splited technique. Using boost lever at low altitude always adds power. Turbocharging is very or maybe the most efficient forced induction.
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21 hours ago, 4eyes said:
I have no problems taxing or taking off. Only landing since the change.
At the end there is landing, you can skip first half.
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If you want high speed ground strike, you just need to start this from higher alt. 52 inch or 64 inch during dive makes little difference, as well you can use 42/2550.
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I run up engines to 0 boost and i syncro rpm to get same on both engines before release brakes. This help with initial straight roll, then i quickly apply full power without detent activated. Can't remember how much boost is it.
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On 11/7/2022 at 9:56 PM, rkk01 said:
Agreed - in general the start up sequences seem very sanitised…. Where are the mis-fires, pops and catches on a few cylinders before the whole bank settle down in unison?
This might seem like an entitled whinge, but is a major part of the piston engine appeal and would greatly improve immersion
Definitely piston engines in DCS deserve full package, not only smoke but all thing other things. Like transition from primer feed to carb feed during start up, if not properly done may lead to failed start up. Other thing like engine behavior in cold temps like sub 0C or even differences between cold running engine and warmed up engine.
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I found some short airfield take full fuel and i managed to take off. accelerating above 100mph is possible.
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Just now, Migparts said:
The DCS mosquito cannot get airborne. I only managed twice out of the fifty or so attempts. It’s impossible negative chances of getting it in the air. Won’t happen.
Can you tell me from which airfield are you trying to take off ?
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1 hour ago, saburo_cz said:
The boost pump rheostat does not work as it should.
Reported long time ago, marked as a bug and locked.
Then ignored, as others...
I think it wasn't ignored but "things to do" list is enormous and it waits for it turn
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45 minutes ago, Charley said:
Lately I've been trying landing with about 30 % flaps down instead of fully down & I think it might be better. I think it gives me a little better speed control after the flare & lets the plane settle more gradually (at least this is what I believe so far). I still have a great deal of difficulty most of the time with keeping the plane straight on the runway after touchdown though. Also, a few times the plane has nosed over just before coming to a stop even though I have the stick fully pulled back & no brakes applied. I don't understand.
Make sure that you don't have any double bind for brakes.
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2 hours ago, Bozon said:
@Ala13_ManOWar I think you are correct about the back side of the power (required) curve.
The Mosquito feels like it has a lot of induced drag and a fairly steep reversed slope for that curve around ~120 mph and below. If I use engine power to hold the speed, and then cut it for the flare, my speed drops fast, the drag shoots up, and I immediately sink and hit the runway hard at the bottom of the flare. It is a matter of practice I know.
Just easier for me to come faster, steeper and power off all the way. Less stuff to manage and the longer float gives my poor flying skills just the time I need to stabilize a 1 meter floating till a gentle touch down.
That is how i do it in all warbirds, approach higher and my final i do with throttle cutoff ofc you need to be quite proficient when to cut throttle to be able to glide to runway.
I make landing like this guy.
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8 hours ago, Munin said:
Using the keyboard 8, 9, 0-keys you can control the engines separately. 8 selects left, 9 both, 0 right.
When selecting both (9) again an analog throttle synchronizes both engines so it can be an abrupt change it you don't watch it, while using the numpad + and - as throttle the offset is kept.
I use it to do tight turns while taxing.
I can't imagine to use 8 9 keys to control left and right engine separately during take off roll, thigs are going way to fast to pull this off with single axis and 8 9 selector.
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1 hour ago, Migparts said:
Yes that is how I do it. Yet achieving 100 mph is almost impossible and it is just too slow to take off. I end up crashing as a car would at the end of the runway.
I'm not aware of length of all airstrips in DCS maybe you are trying to take off from very short runway ? Can you tell us from which airport are you trying take off ?
I tried on my end and i am able to get even 140 before liftoff, question is how long is runway from which you are trying to take off because some of them are quite short for mosquito.
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If i cruise at high alt for long time i get this pitot failure very often only descending to low alt fixes problem.
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8 minutes ago, Lixma 06 said:
True, but then problem is AI, not the plane.
Yeah ai is too good, average player is much much worse at flying in combat. So where in most games ai sucks and it is super easy to beat ai and online pvp scenario require a lot more skill in DCS is other way around heh. In pvp scenario it is most likely that you shoot down someone without he being aware of this.
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1 hour ago, Hiob said:
As in "always raise rpm before asking for power"..... but I admit it was poorly phrased.
But I think it is clear now.
Good point, it wasn't completely wrong afterall. Sorry about that.
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53 minutes ago, Hiob said:
I was mainly talking about increasing power requirements, hence the "advance" throttle. But you're of course right for decreasing power needs it goes the other way round. Sorry if that wasn't clear from my post.
You used term "always" this could be misleading.
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8 hours ago, Hiob said:
That‘s the reason you need to always adjust the rpm first (high rpm for power needs, lower rpm for efficiency in cruise) and than advance the throttle.
That is not quite true, if you want to increase power first increase rpm after this increase throttle if you want to decrease power things are opposite, first you reduce throttle then you reduce rpm.
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54 minutes ago, Migparts said:
I do not understand how the boost is achieved. Do I need to rotate the valve which is partly obscured on the left upper of the panel? How do I boost? I never achieve more than about 80 mph during my take off roll and my tail never lifts up.
First you need to move RPM levers all the way forward before attempting take off.
Then you can operate throttle levers.
Nose down when braking
in DCS: P-51D Mustang
Posted · Edited by grafspee
I made a closer look at this topic, and i can say for sure that struts are ok, but front tires are squishy as hell. Those are responsible for this nose down and left/right swing drop.