grafspee

In P51 starter button also incorporate a booster coil button which via batery energize one magneto left or right can't remember so engine has sparks even when magnetos switch is off.

When you engaging water injection in P-47 turbo regulator is switching in to override mode. You simply asking a lot more boost. Normally w/o water engaged turbo regulator won't allow to get very high boost. P-47 manuals are mentioning something like "turbine surge" maybe this is what causing that rpm and boost drop. On other hand pilots were testing P-47 at higher boost probably exceeding rpm limit on turbo. But honestly im not convinced that this sudden turbo rpm drop should happen when you attempting to over rev turbo. Afaik we can't over rev turbo due to that mysterious rpm drop. When you flying at max turbo rpm and you press water injection you simply asking for more boost as so for more turbo rpm but in DCS when you try to do it turbo rpm drops. And only way to get back on turbo is to retard turbo boost lever or switch off water.

Unfortunately someone in ED team with decision making ability actually believe that 5min limit mean that after 5 min and 1 second engines blows out. Just immagine if DCS had system for saving engine health and state so we could reuse same engine for next flight. That would be ridiculous because at this state single engine can't handle single fligh which sometime takes less then hour. And try to reach expected 200-300h of engine life time.

I remember i had high carb air temp but it was way higher somewhere around 40k ft. And your turbo rpm looks high for 26k that is weird.

Intercooler should be at least in neutral position every time turbo is used. Carb air temp must be below red line all the time, if your carb air temp is close to redline you have to open intercooler more or reduce boost from turbo.

Art horizon is bugged across all warbirds. About comms, there are 2 different ways and 2 different buttons to communicate with ground crew. 1st is by simply talking to the guy you need your cannopy being open and you need to be on the ground. This way does not work when cannopy is closed at least it supposed to be like that and if you are airborne. 2nd way is to talk through radio, you need your radio to be powered and set up and you need to use button responsible for radio coms. Some planes may have 2 radio channels as so there will be 2 different buttons for radio coms or switch selector.

Constant speed prop, rpm governor always keeps set rpm, when you cut throttle prop blades are twisting that way that wind drives prop. Even with engine shut off when enough airspeed is present system will be able to keep engine rpm set by cockpit lever. Chage of speed or throttle closing or opening require that constant speed unit will adjust blades angle to keep set rpm, that actuation speed is limited so when air speed rapidly increasing or throttle is advanced very fast system lagg will result in engine over rev. Afaik you can saffely over rev to 3250rpm in Spitfire, P-51. That is how this system works and that behavior is expected, we could only argue about that prop blade pitch actuation rate is it spot on or is it slower or faster then in real plane.

Oil dilution could be done prior shut down but also could be done after start up. We definitely should get option to have oil being pre-diluted so we can start up engines in very cold weather in saffely manner but also we should get working oil dilution after start up. Oil dilution prior shut down was used to make cold start up possible in cold weather. Oil dilution after start up was used to omit long engine warming before take off.

Or in the next patch after that next patch or in the next patch after the patch after the next patch. No one knows.

Yeah that poping sound during start up and shut down is weird.

I can see that gap, my question is where is the engine ??

Afaik oil dilution isn't modelled yet.

Yeah ED tend to model engines that you can't operate engine acording to manuals. I don't know who and why makes that decision when you check first free acces manual for plane which contradict that engine modeling. Same thing is with engine over revving it took countless fixes and still we are not in regime what manual says. We can't over rev engine to 3000 w/o killing it. At least this is case for allied planes, i can remember that we could over rev fw a8 to ridiculous rpms and engine was completely fine. Maybe some balance , pls move that harsh modeling a little bit for axis side too.

If you pay attention entire plane is bouncy while taxing, probably surface in dcs is much bumpy than it is irl.

Check your mw50 switch.

We have modified P-51 version with pressurized cockpit

I remember when i switched from twist joistick to rudder pedals, i had to learn all overvagain. It took me some time to learn my legs to do same thing what my hands could do. But this notice should be included that for some modules rudder axis is required. Use of toe brakes with tap technique is definitely chalanging thing to do especially during initial phase of take off when you need to tap brakes to keep plane rolling straight. But if someone is trying for hours with no effect i can see only one solution. It is called "air start". But i can't see the taxing to be so much fundamental problem here, in K4 you point nose in direction where you want to go by pressing left or righ brake then engaged tail wheel lock and tap brakes again to align wheel with fuselage so lock mechanism can egage. Lets hope that after this ground physics implementation and after refining it, planes will be less sticky to the ground.

But engine should run just fine with booster off. Booster is needed during start up and critical flight phases or aerobatics. If you fly level and straight engine will run fine w/o booster pump. So it is suspicious that engine quits so fast.

For me only reason to change FM is to proof that present FM is not accurate, not because someone has trouble learning it. It completely don't bothers me at all. There is very slim chance that ED will change FM because someone don't have patience to learn how to taxi or take off. But it is not a crime to say that i am against it, to justify changes based on that. And i can see that you already took moderator position and you moderating what can be said and what can not be said in topic already.

Probably ED don't see easy fix for this, probably there are plans to redone that but ED has a lot of stuff to do and they have small team. It may look like they lay around and do nothing but reality is that they have so much things to do that waiting time is very big.

I was talking about situation where vapor would generate only near hole in cooling system then venting out only steam would give a lot of time before coolant will vent out. But this is not a case, after cooling system is hit momentarily pressure drop will happen inducing vapor appearance at engine hot spots this would rise pressure again which would push out liquid coolant through hole in system. Instant whole coolant going off to steam would require immense amount of energy that won't happen ever. If the hole would be big enough expansion of small amount of coolant boiling out in to vapor at engine's hot spots will easily blow remaining coolant out. 1 liter of water when goes in to steam has volume of 5000 liters. Even small amount of coolant boiling off is capable of pushing out everything out of the system.

Except pressure does drop across whole system and this makes coolant boil in the hotest spots in coolant system. What can you see is fine sprey of leaking coolant which is exposed to fast airflow. If system would went only pure steam wchich volume is like 5k times more then liquid state then yes it would survive quite long but steam boubles will appear in engine block and heads there you have highest temp but pressure is the same across the whole system. If you have relive valve on coolant when it opens it reduce system pressure across not only in immediate area of the valve. When bullet punctures hose or anything in coolat system pressure drops immediately across whole system and vapor boubles star to appeare in the hotests spots in cooling system. If weare talking about seriously damage with big opening it will blow everything within seconds if there is small hole it will drain system slower. Coolant reservoir in P-51 or spitfire is so small that it doesn't matter.

Liquid cooling is pressurized system, when bullet makes a hole in that system pressure drops which makes coolant boil. So when single bullet even from infantry rifle puncture cooling system engine will be dead within minutes. If we are talking about larger openings in cooling system like after 20mm hit engine will die much faster then couple of minutes. Completely severed coolant hose will drain coolant system with in seconds. Liquid cooled engine will seized up very quickly w/o coolant in engine block. I would not give that engine even 5 min even with power reduction.

It does not matter to me if someone have hard time learning planes in DCS. Empathy has nothing to do with it. I had to learn too. Not everyone has that skill to learn quickly, for some it may take 5min and for another one it may take a year but this is not the reason to demand "FM to be more forgiving" i don't know what does it even mean. If someone has trouble there is option in special tab like take off assistant with that turned on you can take off w/o touching rudder at all. If it is frustrating for someone i advise to take a small brake and come back later, no reason to get mad about game.

Yeah, I had T1600m Hotas too and used same technic. With rudder pedals you can do it like real pilot but there are ways to do w/o rudder pedals.