grafspee

Lack of WWII gun footage could be proof that jinking so hard saved your ass Because everyone who stand still while being chased got shot down and every one who jinked all over the place didn't get shoot down and didn't end up on gun footage. Anyway i still agree that WWII DCS pilots have too much G resistance and some kind fatigue system should be implemented.

All allied planes like P-51, Spitfire, P-47 has relative low stick force per G, P-51 in particular which is equipped with device which counter reacts pilot's elevator inputs, so no problem with pulling out of the dive in terms of stick forces. Stick travel for same G is way shorter at high speed but force required to do it is pretty much the same in case those planes, P-47 had compressibility problems which makes elevator completely ineffective but this is not modelled in DCS so far. Early P-51 suffer from compressibility as well but it was fixed by the time D model appeared.

It is just dcs manual error, engine which is modeled in DCS P-51 is V-1650-7.

In cockpit of P-51 you can set oxygen valve to normal operation and emergency operation you can't close it. If you flip this switch you are in emergency mode which makes oxygen usage very big and in matter of 5-10 minutes you are out of oxygen.

@The_Tau Automatic rpm control has limited pitch range. Higher pitch only available in manual mode. If you set 2500rpm and in dive you notice that rpm is rising that mean that max pitch was achieved, and moving rpm lever back do nothing. This is how this works in DCS, does it accurate is another topic.

According to manual you can overspeed engine to 3050rpm for brief time, looks like devs missed that part when modeling engine.

If you want to play in 4K and not having pixel size of hydrogen atom you need at least 42 inch monitor. I use 48 inch and spotting is very easy.

@Art-J running engine at 42" and 2550rpm is something like 50% max power so power loss could be around 150hp tops, top speed difference will be quite small.

This is true when throttle isn't full open and turbo is in use, when throttle is wide open pilot see total boost.

Yeah it was just random landing and i was doing 2 point landing so i had higher speed. I do agree that 12 o'clock setting gives a little bit high rpm after lift off especially when 1.4 ATA is used. Probably 1.2 ATA for take off would be much suitable for 12 o'clock

This my rust attempt.

Yest you can do it, just for tests but it has no purpose other then testing if this power loss is modeled or not but even so at climb settings power loss will be much smaller then at max power and for max power you can't compensate with MAP so you are left with just less power and not with higher fuel consumption. With MAP and RPM you can establish climb power very quick and actual power on propeller crank isn't limiter at all and does not matter. With Linked throttle you will climb slower because power setting for climb are combination of MAP and rpm and you can do it instantly and no need to carefully monitor climb rate which imho is near impossible to do it in P-47. And in some cases difference could be very small. It will reduce maximum range, with split throttle you will climb and fly faster so you can cover more range with same fuel.

We don't have power gauge but we have MAP and rpm limit, and if you climb at climb power settings you can't go higher so if you use split throttle you get more power then with throttle linked. And if you fly with 64" at 2700rpm with throttle linked you get power output below that when used with throttle split. So there is no way for pilot to determine how much more MAP it needs to achieve same power for split throttle technique. Summarising split throttle gives more power then linked throttle, fuel consumption is the same since pilot sets power via MAP and rpm not power gauge. And power loss depends on power settings and conditions like alt and airspeed, so power loss may stretch between near 0 up to 300hp as manual states.

@Caldera Same rpm and MAP mean same fuel burn rate so plane will burn same amount of fuel regardless how this MAP is achieved, only power will suffer if boost and throttle are linked. So separate use of throttle and boost gains power over linked throttle/ boost lever, fuel burn rate will stay the same. This is what P-47 manual says. Power loss up to 300hp with throttle and boost linked.

Not it isn't while operating at partially open throttle to achieve same MAP turbocharger needs to reach higher compression ratio = higher turbo rpm = higher back pressure + higher carb air reduce output power of the engine. Statement that same rpm and same MAP gives same power avilable for prop is false. Ussing linked throttle and boost lever make flying easier but to achieve max performance you need to split throttle and boost lever.

Coding for merlin 66 by ED was just copy and paste of existing V-1650-7 from DCS P-51, only high gear supercharger is different. Coding for F4U and P-47 is different because done by different devs. Unless third party devs purched engine model code from ED.

@Ala13_ManOWar It is possible to take off at 1.8ata so don't say that plane is uncontrollable at high power take offs.

Axis propaganda confirmed

K-4 has small rudder at low speed is very ineffective. Initial roll do with limited power or use differential braking to keep it straight , elevator trim full nose down. Once you get speed up, tail will start rising then you need to put a little back pressure on stick to slow down tail rising speed, otherwise gyroscopic effect will swing plane to the left. But most important is elevator trimm to be set full nose down otherwise it will pitch up hard and tend to stall at lift off.

Based on condition of Luftwaffe in late 44 and early 45, we can assume that not every A-8 had this mod installed. And based on ED response to this topic known to me, i assume that they don't have it in planning phase yet

What about allied planes, 25lbs Spitfire, 25lbs mosquito, 72 inch P-51, 70 inch P-47 high octane fuel was available at that time If ED introduce this across WW2 planes, state of A-8 won't change. So, is it even worth while to model it at all?

Supercharger in P-47 is geared very low, so with supercharger alone you can pull about 46 inch for take off and this is below max take off power. And supercharger in this case is thing which is very important because it provides engine with instantaneous smooth power, where power from turbo comes with significant lag and for take off condition this is not good.

It is worth to remember that P-47 engine or any ww2 fighter engine operates at constant max MP regardless of altitude with small exemptions. Throttle is main way to control power of spark ignition engine + device which can measure air flow mass and introduce right amount fuel. Supercharger is driven from crankshaft directly, so way to control it is to reduce inlet pressure by throttle to not exceed max allow pressure. If we take 2 engines R-2800 from P-47 and one on them we would strip supercharger of it. And test both of them at 30 inch of MAP, test would tell us that engine w/o supercharger would produce a lot more power, why ? First thing is that supercharger need power to comperes air, second thing is that while compressing air, temp is rising so not only supercharger eats Hp by it self but also it rises inlet air temp which reduce power even more. Hotter air = less air density. Turbocharger uses exhaust gases to propel compressor, but in this case most of the power comes from exhaust inertia and exhaust pressure called backpressure, backpressure impact engine's power at much lower rate then supercharger driven from crankshaft. Turbocharger needs power same as supercharger to compress air but most of it comes from exhaust gases inertia which impact engine power output in limited range. Very high exhaust back pressure can force exhaust valves to freely open and poison the engine with exhaust gases but this is very unlikely to happen in those engines which are very big and run low boost. Any use turbocharger w/o throttle being wide open, evoke increased air inlet temp and increased back pressure which both reduce power output of the engine, which can reach 300hp.

Remember that interconnected throttle and boost lever may reduce as much as 300 hp output power.

260C is limit for head temp so 200C isn't dangerous, but knock can demolish engine w/o any indication. This one is page from P-47 manual, punishment for detonation.