grafspee

You cant compare it with 109 or 190 system because they are different, spitfire p-47 mosquito and P-51 uses same oxygen mixer which is not equipped with cut off valve but only is equipped with valve which allow to bypass mixer and use pure oxygen in case of emergency, so you can't shut off oxygen in those planes. In 109 and 190 you can only open or close oxygen supply and you can black out when you fail to open oxygen. Check blinker in spitfire it is working w/o switching anything in cockpit so oxygen supply is armed.

I won't argue with that argument heh

As it is modelled in dcs right now, fuel pump should be turned on after engine start up. If not you will encounter fuel starvation after certain aerobatics and fuel vapor lock at high alt. Oxygen valve has 2 positions normal operation and emergency operation. Default position is normal operation. If you flip valve in to emergency you have oxygen just for couple of minutes, it gives chance so pilot can descent to safe alt.

@pburnageIf it was a case, if it was so easy to just change couple numbers in table, i think we would have 150 grade already. I think that in DCS case, it require a lot more work, like revisiting whole thing, FM and system modeling like engine modeling, cooling etc. maybe this new cooling model is bringing us closer to 150 grade fuel. Oh i think i can remember that stuff from ED were saying that gains from 150 fuel are near zero so no point in developing that. It was quite time ago, my memory could twist that, but this is what i remember when it was discussed couple years ago.

Yeah, topic was widely commented by many, but i can't remember if ED said anything about that. And i am pretty certain that ED never said that 150 grade will get in to DCS. I may be wrong, this topic is old as P-51 module.

@666 I can only tell that that thing is coming up soon, ED released partial new cooling system recently and we are waiting for second stage, which will include long awaited missing spitfire's cooling feature i hope. I don't know how ED scheduled this but i assume that second stage will include K-4 and spitfire cooling update which was missing from first one and probably many tweaks too.

There are 2 cases of oil dilution procedures. First one is oil dilution before engine shut down, to provide engine with safe oil pressure at engine start up at cold weather. Second one is oil dilution to provide proper oil pressure at moderate power, like emergency take off. Both oil dilution do not exclude each, so engine can be pre diluted before shut down and after start up pilot can dilute more to allow for emergency take off in winter time. I just tested it, Oil dilution does not work in P-47 still.

Dry sump or not, crank shaft has drilled lines to feed connection rod bearings. Wet sump was used in applications where engine want's exposed to extreme Gs like tanks, torpedo boats, in planes wet sump won't cut it because even small bank may starve oil pump. Main crank shaft bearings are feeded by in block oil lines, then oil is transferred through crank shaft further to connecting rod bearings and piston bearings.

It is a little bit shame that P-47 is still missing proper high speed dive behavior, but nice thing is that DCS warbirds do not have this BS frozen stick behavior at low alt. I have nice P-51 manual which describes compressibility problems of P-51 and say exactly how P-51 behave, and DCS P-51 behave exactly as manual says, so ED can do it but question is when?

Look like guy kept power on.

I think it is time to report bug I tested it just 1 min ago, it is true, no elevator authority control lost, i can pull out when ever i want in dive, which is not accurate at all. Problem with P-47 was that at this high alt plane would loose control, and pilots would try to use trim to recover and this was a mistake, when plane descend to 17k elevator authority would come back and full force of trim would rip plane a part, that was dangerous about that. But one thing is certain, if P-47 is operated below 20k it is no wat to enter compressibility, i remember in il2 not able to pull out from 10k dive and this in even more off.

Pretty good explanation here, i haven't tried P-47 recently in DCS so i can't tell how it behave now. I would not compare IL2 to DCS in that regard, DCS is not perfect to reality but IL2 has nothing common. @Fortinero I just test it, agree with you, there is no compressibility issue in DCS, elevator authority is always available, cockpit shakes but no more effects.

To get to those you would need to dive straight down, like split S from 40k ft, P-47 case was much much better case then P-38 which could enter compressibility at 35k at 10 degree dive.

It is not air brake it is device which allow P-47 exit compressibility, but it affect operations above 20k ft, below it isn't useful. When you extend those, they generate pull out force which decrease with decrease mach number. P-47 can carry out dive with out it, but you would not be able to recover above 20k ft, elevator authority comes back below 20k ft. Below 20k ft there is no way to encounter compressibility no matter how fast you are diving.

I bought I-16 day first only because i was hoping for another Russian fighter @DB 605 we could imagine that some LA-7s were lend leased to UK for Overlord OP

Reason why P-47 engine dies is that automatic governor is not able to increase pitch beyond certain value, despite that prop it self is able to do it, but you have to switch to manual to get higher pitch, why i have no idea. I think it is some error in modeling, logically thinking if that was a problem, automatic system would get wider pitch range since prop assembly allow for that. Second thing, according to manual P-47's engine can be over speeded to 3050rpm if engine dies below this limit, something wrong with modeling. BMW radial engine is vulnerable exactly same as P-47, difference is rooted in engine managment. Like @DD_Fenrir said fw190 has kommandgerat system, in simple terms it act like throttle-prop interconnector, if you shut throttle kommandogerat will reduce rpm to minimum and protect engine from damage, if you do this in P-47 MP will drop to near 0 but rpm will stay high this is dangerous, you can interconnect throttle with rpm lever in P-47 but is simple connection, in case of FW190 is quit complex system which is not simple interconnection.

@Art-J good point, with those turn on, you don't need to use rudder during take off, if you do, weird things may happen. The worst case is to have assists on and not knowing about them

@Michael Taylor ground handling is not perfect far all warbirds in DCS but it is what it is. Couple important things. For take off use max power, plane will accelerate quick and this makes things easier. Do not force tail lift too soon, just let it rise by it self. Setting some curves on rudder helps but most important thing is to use short rapid inputs, do not try to find sweet spot of rudder, it won't work that way. If this is your first warbird, my advice is to do some flying in TF-51 it let you grasp dcs handling of the warbirds. Mosquito is the hardest plane to take off and land and others don't get even close

When operating at high outside temps watch carb air temp, because it may limit your max MP, with water you can use 64inHg but only if carb air temp do not exceed limit. In combat ready P-47 you can use turbo for take off as well. Lower grade fuel was used only for training, and with low octane fuel max power setting was something like 42" at 2700rpm and P-47 can pull 46 at deck with out turbo so yes, in that case at low alt no need for turbo use. But every combat P-47 was using high octane fuel irc.

Probably the best one, but they use Open Beta DCS if you are on stable you won't see this server.

@CptTangerine Type of external tank does not matter, the principle is the same, as per manual take off and climb to 2000ft at main tank, then open aux tank valve and close main tank, when fuel pressure light turn on or engine cuts out, retard throttle and close aux tank and open main tank when engine pick up again advance throttle.

As i see it, when you open both, fuel from main tanks will be used mostly, because it is located higher then drop tank and drop tank line contain non return valve which adds up flow resistant even more. And idea is to use fuel from drop tank first:)

As far as i know, in order to use drop tank fuel you need to close main fuel valve and open aux valve tank.

Thing is that DCS development accelerated recently but ww2 team wasn't upgraded, every time it happens more and more dev time need to be spend for module maintenance by ww2, at some point it would require 100% of it's available time to do so. This is why major bugs are slipped in stable version, because modern dev team is rolling like heavy train rolls down the hill. I only hope that we will not have to wait 1 or 2 years for this fix, i really do.

@DoughguyWhat you experience is exactly what was already reported, prop pitch is getting stuck at certain pitch and it won't change, and fixed pitch symptoms are exact things which you described which is unable to reach max rpm and rpm loose with air speed loos, it greatly handicap engine power. Right now we have to wait for fix.