grafspee

Thing is that there is no solution for this issue. If ED will enhance spotting for 1440p the spotting for 1080p will get enhanced too. Key is to choose proper screen size to resolution, so pixel size will be in reasonable range Optimal screen size for 16:9 screen is as follows 1080p 21-24 inch 1440p 27-32 inch 2160p 43-48 inch Having monitor bigger then suggested will make picture less sharp, and having monitor smaller then suggested will render pixel so small so human eye will have hard time spotting it.

I trim nose up when doing gun strafing, with trim all way nose down, pulling out isn't as easy as in allied planes. Take off with flaps employed is quite easy.

At this stage K-4 at speeds 500kph has tremendous problem in pulling out of dive, not mention at higher speeds. Being able to trim further nose down would be straight forward lethal. Topic was discussed many times, and ED view on this topic is rock solid since i remember.

I can confirm as far as my knowledge reach, oil diluter has naver made any sound.

You should expect significant oil pressure drop within 1min of diluting, alowing for 15c oil temp take off. -5c is very cold for those engines and even diluted you won't get low oil pressure, warming up oil to 15c is required to oil dilution done it's job.

They had some equipment to help navigate and planes were fit for instrument flight, definitely better low visibility capabilities then ww1 planes but all this discussion comes down to what bad weather conditions are we talking about.

I don't know how exactly things were organized, but if really bad weather came to home airfield, there had to be someone responsible to evaluate weather conditions were fit for safe landings or not and divert planes to other airfields if needed.

They just did not perform any ops with low visibility, they could encounter some bad visibility during mission but planes weren't equipped with any system which allow to land w/o seeing runway.

At least i am showing my axis inputs, like throttle,rudder,aileron and elevator. Every take off is a bit different in mosquito, depends how well you align your tail wheel. I am correcting initial roll by applying more power on one engine. At the same time i use rudder to correct roll. Mosquito has 2 engines but single tail that mean that prop wash isn't hitting tail this makes rudder input at initial roll almost ineffective, and this is reason why it is quite hard to take off this thing. Taking off with 5m/s head wind should improve controllability.

Maybe this help a little bit.

As long as carb air temp is with in reasonable limits and oil temp in optimal range, engine should be fine for the most time even if you pulling more then 64"

As said above you can stay between 165-175mph, it is quite hard to stay spot on especially when you hit low/high gear supercharger crit alt. The most important thing is when you get very slow cooling problems may appear especially in hot day, when high blower kicks in, MP will rapidly increase but without power gain so plane won't accelerate but heat generation will increase significantly and if you are very slow in climb it may render some cooling problems too.

In P-51 you don't care about rate of climb, you maintain 175 mph 46"2700 rpm in climb.

You can call it snap roll.

Sorry i meant P-47, i get confused by other topic and didn't notice that i landed in P-51 section heh. Back to topic in case of P-51 you can use 61" at 3000rpm like was said above but if you want utilize high speed combat patrol and climb you can use 50" at 2700rpm it is completely safe for engine and you still have hours in time limitation because 46" at 2700 is unlimited and 50" is only 4" more so you have still couple hours ahead. RPM control can't be really compared to gears in cars, Main reason why most or even all ww2 planes were equipped with variable speed props was fuel economy and engine wear, you have engine limitation chart which tells you how much MP can be used for certain RPM, if you fly at 30" you will save great amount of fuel and engine wear by cranking rpm down to 2200. But when you need high MP you need to set proper rpm because too low rpm renders higher working pressure in cylinder and this may lead to detonations which is very unhealthy for engine that is whole story. In DCS you can experiment by running 61" at 2500rpm but IRL pilot would never ever do that and further consequences in DCS are just developer vision of how things work and not RL experience because no of war time tests contain such tests and now pilots of vintage airplanes like P-51 or Spitfire don't use mil power anymore, so talking about mil power at lower rpm is even more unrealistic.

@mitchelrobertson You can easy use 52"/2700rpm without any concerns in P-47 fo combat power.

Engine and prop are louder then bullet impact.

@goddom This trees are pain in air to ground combat. Branches of tree will stop anything including bombs missiles etc. Not sure about mg and cannon rounds they may pass through.

Thing in DCS is that ground is so flat and smooth that you can shoot while moving the tank, which was not possible IRL

@peachmonkey all of that what you said is crucial to operate P-47 i will only add that for ppl who start adventure with DCS P-47, it is very good to set oil cooler shutter wide open all the time, it won't impact performance much but it will save engine from death very often

You can use throttle interconnected with boost or not up to you, with boost lever and throttle interconnected you lose some power in peak it may be 300 hp less. But main difference between B-109 and P-47 is that you control engine rpm separately when in Bf-109 engine rpm are linked with throttle. You can link rpm lever in P-47 to throttle but i am not sure if you can use that all the time. So watch your rpm and do not over boost engine this is often quick death if you set very high MP while at low rpm.

Use brakes to asist straight landing rollout, it is very difficult to do it by rudder alone. Landing at 2:00 https://youtu.be/VwroE6PMFhk

Last time i was flying P-51 at least for mil power, critical alt was around 26-27k ft.

@Lau Magneto has build in distributor which is powered by magneto's high-tension current generator which is grounded when magneto switch is in off position, but both distributors have additional finger for external power which is booster coil, only Bank A is energized by booster coil while starter is engaged and this alone is sufficient to start engine. Running engine on booster coil alone in DCS has significant draw back like significant power loss. No starter overheat and no rough engine run is definitely missing from DCS. Same with over priming, my opinion is that whole starting script needs refurbish, definitely ! In modern P-51 booster coil circuit has additional switch incorporated in magnetos switch which cuts off booster coil too.

This is big misconception, at low rpm oil pump won't pick up any oil so you are craking engine dry. Only thing which you can check that way is that engine isn't hydro locked and can freely rotate. Modern warbirds has different wiring setup so with magnetos off you can check that. War time P51 had different setup and ground crew was doing check by hand cranking engine before start up. P51 engine uses battery powered coil booster to provide spark at low rpm because magnetos provide weak spark at starter rpm, coil booster switch is linked to starter switch so as you flip starter ignition system is energized by booster coil even when magnetos are off.