grafspee

@Hobel Even above 6k m mw50 increase engine power. Remember that you are running engine at max power so cooling issues may happen depend on situation. What needs to be checked, are cowl flaps wide open when overheat happens. Is automatic system capable to open cawl flaps fully.

According to DCS manual with mw50 and 3250rpm time limit is 3 min. 30min time limit is for 3250 rpm but w/o mw50

This is what @NineLine linked earlier. This refers only to Cruise, doing combat there is no single reason in DCS manual to not use 3250 in climb or in combat.

Proper climb procedure from DCS Dora manual If you climb at 3000 rpm you are below climb power level so you are not abusing engine. I don't buy claims that not climbing Dora with climb power which is 3250 rpm is engine abuse at all since climbing at 3250 with 280-290 kph is way more abusive then flying at same power at higher speed due to much better cooling. As long as you not running engine +30min at 3250rpm no engines will be harmed. If someone wonder, i assume that that 3min limitation if for 3250rpm + mw50. Ofc if DCS manual tells the truth about sim model.

It is easy max continuous up to 7500 is 3000rpm above 3250rpm. 30 min limit for 3250rpm below 7500m, above no limit

No, Manual do not match what we have in game or No, 3250 is not climb power, or No using 3250 for less then 30min for not climbing will damage engine. I'm not sure where this "no" fits is it answer to all what i said or to one particular thing.

3250 w/o mw50 is also climb power with 30min limit so unless he was staying at that power +30min, this shouldn't not be the problem. Ofc if dcs manual matches what we have in game.

@Art-J Since you mentioned boost gauge bug, i am aware that @NineLine said that bug is reported and he closed the topic but i am not sure what does that mean, does it mean that they fix this by reverting to old boost gage range or they redone needle logic for new 16lbs scale ?

It is like in special theory of relativity, for ED it takes minutes to fix bug but from our perspective it takes hundreds of years.

I will shut off ram air this will rule out speed factor.

@Theodore42 I would do other test. I will turn off ram and at 2700rpm i will find critical alt for 61inch. Then i will descent i will set 46inch and start to climb, it should drop that 46inch at exact same alt as when throttle was wide open, if what you say is true. Critical alt of the engine depends on engine rpm. If AMPR carry out 46" up to 61inch crit alt then ok, i will be convinced.

@Theodore42 There in no point in that system which air is too thin to operate, because regulator acting pressure between supercharger suction and supercharger delivery pressure, only limitation factor is physical movement range of relay piston. And this is mentioned in merlin 66 manuals but not in V-1650 manual.

@DD_Fenrir It could be also subtle answer to question "do we get 150 octane fuel?".

@Lythronax I wonder why they did that, since DCS spitfire boost +18lbs and this making boost gauge pretty much useless.

Engine controls of Merlin 66 Engine controls of V-1650-7 And mysterious control shaft which i can not find in merlin 66, this is where V-1650-7 magic happens It is obvious that they are completely different setups, i can read about AMPR limits of merlin 66 in merlin 66 manuals but i can't find a single info about this limit being in Packard merlin version V-1650-7/-3. I do agree that this is how DCS spitfire should behave but i don't agree that DCS P-51 V-1650-7 should behave the same. Both merlin 66 and V-1650-7 are quite different engines in terms of accessories. Simple example the start up procedure in merlin 66 is quite different then from V-1650-7, i recall many topics about it, main difference is that merlin 66 starts up with mixture lever in run position with fuel pump off and V-1650-7 starts with mixture lever in cut-off and fuel pump on which was reported years ago and no hope for fix. I don't think that this issue will be ever addressed too.

Is it from merlin 66 manual ? I have packard merlin v1650 manual before my eyes and there is nothing about that limitation, only that AMPR can operate throttles independently.

Thing is that in this article they say that boost regulator can not move independently on cockpit throttle position. And it describe things based on Merlin III engine. For our engine manual states that boost regulator can operate independently on throttle position in cockpit, pilot just simply set boost via throttle and AMPR holds it up to engine's critical alt also called full throttle height. That is what exactly manual states. Merlin III was used in hurricane I and early spitfires so things does not apply for late war engines.

Yes exactly what i have in mind. Thing is if you say was true that opening throttle more would not increase MP and only increase rpm would ramp up MP. At beginning AMPR seems to work but above certain alt we need to advance throttle to maintain 46 inch until critical alt is reached. Manuals state that AMPR is capable to maintain any power setting between 42 and 61 inch through alt change within 1inch. Based on diagrams AMPR has no blower rpm reference. Only explanation to this is that throttle shaft can not move fully independently on throttle position in cockpit but maintanance manual states it can. Pls don't bring propeller pitch in here because it has nothing to with topic. My question is why when we climb p51 at 46inch at 2700rpm past certain alt we need to manually maintain MP by advancing throttle. We are below critical alt and AMPR does not work any more.

Since P-51 engine does not have any idle governor, idle engine speed should differ based on oil and coolant temp. When started cold engine should not be able to run with throttle completely closed, this mean that engine will just die if throttle was retarded full back because in cold engine fuel evaporation is at lower rate and on top of that any gears working in dense oil would require a lot more power to be cranked including oil pump. So my whish is to implement that and other wish is that cold engine should not be able to take full power, as pretty much every manual states, but we all know that in DCS cold or warm engine does not make any difference. It is more like request for all warbirds since non of them was equipped with idle speed governor.

As we probably all know that DCS P-51 if climbed at climb power which is 46" at 2700rpm loses manifold pressure so we need to advance throttle more and more to maintain 46" during climb until full throttle height is reached. I was reading through many P-51 manuals including pilot notes, factory manuals and maintenance manual. First is Flight handbook F-51D 20 January 1954 This is from Pilot's flight operating instructions for army model P-51D-5 to P-51D-30 from 5 august 1945 Another Pilot training manual 1945 And final P-51 maintenance manual All of this manual states that automatic manifold pressure regulator can maintain set boost between 42 and 61 inch though out all alt up to critical alt. And on top of that Maintenance manual states that differential unit permits manifold pressure regulator to operate throttles independently of cockpit throttle control. Why in DCS things are different ? I would be very gratefully if someone explain it to me, why we have to manually compensate throttle while climbing from certain point.

I mentioned this thing many times, that your screen size and your game resolution plays big role in spotting capabilities. If you have 27inch monitor and you are running 4k single pixel size is so small that you will have hard time to see it. So by having 48 inch monitor and running 1080p, this would improve spotting by a lot, because single pixel would have significant size.

Imho clearing clearing canopy would elevate overall spotting capabilities, it would not give axis or allied planes advantage over enemy so, why divert any effort to model scratches and reflections. And my statement about reflections is that until we get true (like ray traced reflections), there is no point in doing baked reflection. It is just pure waste of time and resources. Some modules has option to turn off those baked in reflection is more the enough proof that baked reflections are just pain in the a.. . Real eye can focus on distant things completely blurring out things very close to eye. Ofc it can't be modeled in game it is hard to determine on what should focus should go.

Where do you see 1000ft harmonization on this pattern, pls point me where is it? I don't know how you came out with 1000ft converge from this diagram? It is obvious that converge point is somewhere around 1500ft. Exact point would be 1350-1400 ft which is 450-466 yards and not 300 yards. And 1000ft is 333yards not 300. So i have no idea from which planet you took that 1000ft convergence. And on top of that you are laughing tears out of my recent post. Not to mention that i took time to provide meaningful evidence to discussion and you only talking about things which you think should be. You didn't even take time to convert 1000ft to yards because you are saying over and over that 1000ft is 300 yards. Normally i don't care if someone talk fairy-tails, but when you laugh at me when i post manual pages contradicting your imaginary view on this topic, i won't let it go.

Now i wonder why in P-51 manual you can find this ? According to this manual in P-51 with K-14 gun sight guns converge at 450-466 yards, for N-9 gun sight it was indeed 250 or 300 yards. So if DCS P-51 has 300 yards converge, it is wrong and needs to be changed.

By typing it i can see that you have no bloody idea how this works. Regulator does not blow excess manifold pressure though wastegates. Turbo regulator control exhaust gases, it divert those in to turbine and blows excess and how much it divert to turbine directly depends on boost lever position in cockpit. Turbocharger control unit only measure exhaust back pressure it does not measure boost (manifold pressure). This mean that if manifold pressure changes due to alt change or ram air and exhaust back pressure stay the same turbo regulator will not do anything. And i don't know that any boost regulator regulate manifold pressure by venting boost in to air. This is not how automatic boost regulator works in P-51 or Spitfire