grafspee

I know that, it used to be that P-51 could fly inverted until fuel runs out, fuel tank does not work inverted as well. Thing is, that governor uses oil from engine, and governor may fail but first what should happen is oil pressure drop first. That is my concern. Since there is no oil level gauge only thing which tells that oil pump is pumping oil is oil pressure gauge. If pressure is indicated every thing is fine. But not in DCS governor fail way before 10 s mark and before oil pressure drop on gauge.

Nobody is saying here that pumps stops working, P-51's engine contains 2 scavenge pumps and 1 main pump, engine has dry oil sump, and engine oil pump is feeded through oil tank which is reoiled by 2 scavenge pump. When plane enters inverted flight or negative g scavenge pumps will not transfer oil to oil tank, and main oil pump is supplied through oil tank which hold certain oil reservoir , this allow p-51's engine to be able to operate in those conditions. But after some time oil from oil tank runs dry. P-51 manual claims that this reservoir is enough for 10 second and this is enough to finish every maneuver, but in case DCS governor fails after 5s and on top of it, it fails while oil pressure gauge indicate pressure which is even more inaccurate. And one thing oil pump can run dry for very very long time, because oil leftovers are enough to provide lubrication for it.

@Magic Zach I'm not sure about that, since oil pressure is regulated by pressure valve so flow should be fairly constant. Oil will pump more oil at higher rpm but pressure valve will redirect more oil in to oil pump inlet. Everything depends on oil pressure if oil pressure will drop at lower rpm then oil flow will decrease and oil tank should allow engine to last longer but if not time inverted should not change a lot. But still thing is that oil pressure stays fine in inverted flight and despite that governor gives up, as far as i know governor is supplied buy engine oil pump so until oil pressure is indicated governor should work just fine.

Actually this behave is since module release as far as i remember. Old post tagged as "correct as it is" Looks like oil pressure is controlled by additional valve which maintain very high pressure until engine reach certain temp then it is switched off so main pressure valve can take over.

If Ju-88 it had to be at least A-4 version, A-1 is initial production not really fits among planes avilable.

According to P-51 manual P-51 is allowed to 10s of inverted flight, but in DCS after 5s governor stops working despite oil pressure being at optimal level. I can see two things, governor gave up too early and engine oil pressure is not affected in inverted flight, it will never drop no matter how much time you are in inverted attitude. So since oil pressure not falling down, why governor quits ? A lot of inconsistent here, i can see. Oil.trk

Stop this lies about me right now. And if even so, who are you to tell me what to do or what not to do, may i ask ? Are you some kind of corrupted law enforcer or something ? Any way this incorrect belt compositions was reported here, what is the status on fixing this, i don't know.

This part what are you talking about do not involve windmilling engine at all. Prop was creating thrust to maintain speed about 140 in descent with gear and flaps deployed, there is only short part of my approach where i windmill engine for a while. It was when i reduce mp from 46 to 25 at high speed (but even this barely classify as windmilling since some power was left 25" which is still some power) but soon after i entered climb turn to bleed speed and as soon as i start deploying flaps windmilling was gone if ever been. In this short part i windmill engine. At low speeds you cant windmill engine. Wind milling happens when you cut throttle but rpm stay high at low approach speeds this wont happen, when i droped throttle engine rpm droped too so no windmill at all. Oh one thing related to constant speed prop, for landing you set rpm 2700 before approach, then this rpm setting stays until before engine shut-off. This does not mean that pilot have maintain 2700 rpm all the time if plane slows down rpm will drop regardless what rpm are set. About P-47 in DCS initial bearing damage implementation was exaggerated, recent patch addressed this issue so P-47 is no longer that fragile, you can cut throttle and windmill engine with danged in immediate engine death.

Touch down speed depends on weight of the plane and 3 or 2 point landing attitude.

Set 2700 and you will slow down nicely, and for final approach you need to cut off power even more. One more question, are you converting to kts or do you think that p51 speedometer shows kts? I usually keep speed 120-140mph at approach and at runway threshold i cut power and glide it to the run way. 25/2700 is power for descending and approach not for landing for landing you need close throttle completely. And using 2000 rpm will won't make you slow down faster, actually you will slow down a lot slower. If you need slow down faster you have to increase rpm. This is my landing from full speed

I know the reason, German engineering, a lot more fail proof, some systems just can not fail.

Yeah because you can see tracers and this helps a lot with aiming, traceless belts require a lot skill so it is logical that effectiveness will be noticeably worse.

Just like waiting for scheduled doctor visit, but it is planned so far in the future then you forget it when days come

@rodion_herrera In mission editor you can set failures, After setting this i end up with this, i think it is as close as you can get. You just need to wait 1 or 2 min before take off, so the failures kick in.

With thrermostatic system in spitfire you cant overcool engine if engine is running, even idle would provide enough heat to keep temps high. Overcooling problem is mentioned in p51 manuals but this one has difrent cooling setup

You could try to damage tail wheel, maybe then it won't retract.

It is common for all engines, at cold oil pressure will be high to protect engine bearings, it can be couple times higher then normal operating pressure. At least for P-51 according to manual ambient temp, below 7C is considered as extreme cold conditions and required additional things to be done before start up.

Those are paid documents so i think i can't re upload them but i will show front pages First is from this Second is from this The second one shows early and late instrument panel versions, the most distinguish difference is that in late airplanes instruments are mounted on plate not like in early mounted from behind, probably to make replacement much easier. I'm not saying that every late plane had this late oil temp gauge, late production models could use old gauges as well if any shortages appeared. I only say that it would be nice to have it

This issue was reported more then year ago, but overheating oil was not a common thing before patch since coolant would over heat much much faster and blow engine up, but after new cooling patch things changed. Now everyone encounter this bug because coolant temps stays within limits, oil temp become a problem, it rising and rising but there is no consequences of over heating oil, ok you can ride long time on 100C oil but since oil gauge ends at 100C we can't say is it 100C or 150C or 200C, if you get your oil to 150C thing will be quite different. Early P-51Ds like -5 had this type of instrument panel Late P-51Ds like -25 -30 should have late instrument panel variant which looks like this and corresponding engine limits are different too. Look at max oil temp 90C for early and 105C for late quite a difference isn't it ? By having this late oil temp gauge scaled up to 150C would clear out a lot of things

Always check mw50 pressure gauge, if indicates 0 when engaged = no mw50 on board.

Still w/o track it is impossible to say is it a bug or not, maybe engine temps stayed with limits all the combat. Why you can see temps being near red line and sometimes in green arc? This is how this termo regulator system works it opens cooling shutters at certain temp but closing temp is different lower then opening temp so there is a little range where shutters won't close even when temps drops, so sometimes you will fly with higher temps sometimes with lower temps. There is old oil temp bug which indeed makes engine invulnerable to oil temps even running oil cooler closed and reaching 100C has no consequences, It was reported april 16 2021 so some time has passed and by look of it recent cooling updated affected coolant only, for me oil behave haven't changed, maybe when ED release remaining part of this new cooling will fix that. I only hope that it will happen sooner not later

I'm not saying that flying at 2500rpm is killing engine, i am saying that i am just too impatient to climb so slow, so i always fire wall engine for climb Will see if this fix will solve this problem

Gtx 1080 running VR setup, expect slide show.

Dora can fly at high alt, i tested it climbing up to 10 km, but i used 3250 rpm for this so i can't tell how engine behave when you climbing at 2500rpm

Spitfire and Bf-109 wasn't included in new cooling system beta update. So nothing have changed for spit and k-4