grafspee

I agree, even if you pass pavement/grass border you can bust tail wheel, after take off it won't retract.

Spitfire different airframe, parasite drag is very large in spitfire this don't allow Spitfire to get high speeds in level flight strong side of spitfire is very low induced drag this allow spitfire to out turn every thing in the sky.

Engine is designed to operate at any available rpm set by governor. Military power is designed power for combat. I was answering same question, and imho it is less likely to kill engine or stress it too much when doing aerobatics at reduced power then at military power.

They to that to prevent re spawn spam, so you have to warm up engine or refuel. But if mission is set in warm temps like 30 C Anton can take off w/o warming up, i mean that taxing from parking lot to runway is enough

@Theodore42 running engine at 3000rpm all the time is very stressful. Manual gives typical power settings 2700/46 is unlimited continuous but this is not absolute limit for 2700 rpm. Not a single P51 is performing aerobatics at 3000 rpm today. I do aerobatics at lower power because it is enough. The way you are thinking is weird, you are saying that higher rpm require less power ? Engine at 2600rpm and 45" is developing about 1000hp and it makes a lot less heat in this process. At 3000 it makes a bit more power at 45" but there is no reason to stay at 3000 for this boost. I wish we could pitch up just after take off like hoover in dcs at max power, but coolant temp would shoot sky high if done so I watched your flying and i noticed that you used mil power for take off and if you watch coolant temp you will see that temp was above redline. Prop blade act like wing, difference is that lift is called thrust. You get lift/thrust from blade velocity and aoa. Both generates drag. At 3000 rpm indeed the pitch/aoa of blade is lower but speed is higher this increase drag.

Late D models had metal elevator and changed angle of incidence of H-stabilizator, this change was introduced to fight off very nasty high speed problem of P-51 so early P-51D would require changes in FM. I would be so happy that ED would develop P-51 B/C or early D, i would be happy to pay for this.

First thing at lower rpm engine produce less heat not more. At lower rpm you can overboost engine so for 2700 keep eye on MP gauge is required, at 2700rpm you can get up to 50" but my sweet spot for aerobatics is 2600 and 45" MP.

Forgot to ask, but what kind of "engine quit" are we talking about ? Is it lost of power but engine keep rotating or is it abrupt stop ?

Combat is different, you want max power so you don't go below 3000rpm. Combat flying do not involve tail slides or very slow speed aerobatics it will make you easy target. If speed is kept high you won't have troubles with engine even when operated at military power for long periods.

2500rpm rather hardcore engine run up, i do run up at 30' per manual.

https://aerotoolbox.com/airspeed-conversions/ Fw190 has speedometer which is showing indicated air speed in km/h. And speed matches true air speed only at SL at ISA conditions. IAS speed is very important for the pilot, if for example stall speed is 150km/h it remain the same across wide range of alt for IAS speedometer, if speedometer was showing TAS, pilot would have to recalculate values for every different alt and memories it to avoid stalling airplane.

Pls, include track with your problem, otherwise we can play guessing game all day long with no effect, so many reasons for engine cut outs. At least can you give more details if you unable to upload track, i can tell you that every one who come here with question about this matter says that "everything was in limits" or "everything was in green" but after further investigation turns out that something was wrong So we can start with assumption that something went wrong, i think we can agree on that.

Yeah, it would not be the first time that graphical/animation bug don't affect FM but hard to tell heh Only way to be sure, that ED team would acknowledge this as a bug.

If it was a trim tab which wasn't fitted in production k-4, shouldn't elevator be deflected all the time no matter of H stabilizator angle and deflection change with speed increase ?? For me it looks like pilot it self holding stick in centered position, this explains for me that elevator relative position to H-Stab changes. Super weird behavior imho. I think virtual pilot should let go stick like it is a case in P-51 or spitfire for example. I made short clip from F2 view, with track ir use i was able to get nice spot. My theory is <profanity>, elevator moves with H-stab but not exactly the same, but it does not stay in same position to fuselage, stick in cockpit does not move at all. This thing makes no sense for me. Mysterious connection between trim system and elevator control.

I know what you mean, but lower rpm provides less heat mainly because engine burn less fuel, piston actually make very gentle contact with cylinder liners, you are thinking about piston rings, but those are lubricated by engine oil. One of the main job for piston rings very important is heat transfer from piston to cylinder liners. This is why you don't want stress brand new engines, piston rings takes time to make full contact with cylinder liners. I woudl say that heat from piston rings friction is insignificant to heat generated by fuel combustion, ofc it adds up to pile.

Friction has very small contribution in heat generation, RPM and MP are engine power main power indicators. MP = how much fuel is combusted in single engine cycle, RPM = how much time engine need to complete 1 cycle. Both when increased, make engine burn more fuel and this mean more heat as well. Any way it is good idea to drop rpm in aerobatics flying, 2400rpm and MP up to 40inch should generate a lot less heat and power should be enough for fun stuff.

Recently stable version got update so bugs are fixed, not sure about new AI

Sorry then, didn't mean to.

I'm not.

I'm really not sure about drag and weight distribution being comparable between E and K As far as i know E was version with guns mounted in wings, smaller engine no cannon in prop hub on other hand K-4 13 mm mgs above engine, 30mm cannon bigger engine, probably a lot less draggy air frame (lots if aerodynamic improvements applied) i think weight distribution is miles away from Emil configuration. So Emil elevator trim system range would not work in K-4. I don't know about other things like wings could be moved more forward or angle of incidence changed like you said changes would not be great to be easy picked up by naked eye, at cruise speed very small change will impact noticeably. Pls don't tell me that those differences won't change things as much as i think, because every god damm plane would fly exactly the same.

@71st_AH Rob You forgot to add that P-51 B/C model with fabric and with out angle of incidence modification of horizontal stabilizer, was prone to porpoising effect at high speed dives, it was fixed in late D models and later on applied to remaining B/C models and early D models as well. DCS P-51 act exactly as late P-51 models, manual describes in high speed dives, after this changes significant aft stick deflection was required to maintain dive angle with speed increase, but porpoising effect was gone and plane become recoverable from every speed.

In mission editor you can set pressure and temp at SL if you want to compare plane's performance from charts you need to set this standard atmosphere parameters in mission editor other wise you will always end up with different scores. Take note that higher air temp degrade engine power faster then lower air temp improving it.

Temperature, if you are testing plane at temps 25 Celsius or more at SL, expect that plane will perform noticeable worse, only positive fact is that guy on your 6 breath the same air so his performance is downgraded too

@fapador so K-4 weight 700kg more over E/F version won't affect AOA level flight ? Seems weird to me.

Like said above you need to set 1013.25 hPa and 15C, higher temp and lower pressure will impact engine power.