Diesel_Thunder

The only thing that the offset front gear should affect is the turn radius. You should be able to make a tighter turn to the right than turning left. That’s how it affects the real Hog.

Something I noticed today in 2.7, during my pre-start checklist I set the cooler doors to manual so they don't start moving when I turn on the battery. I noticed that when I click them to the open or close position, that they will stay there until I click the switch into another position. Normally one would have to hold them in the open or close position as the switch is spring loaded to the center position. Open beta version 2.7.0.4625 Here's a track showing this: p51 cooler switches.trk

New props look great! Even on this older rig that I am flying, nice job ED!!

Looks like it's an option in 2.7 now! https://www.digitalcombatsimulator.com/en/news/changelog/

Mine is just under 15 GB

I had asked about rotor blades in the Huey forum the other day, and BigNewy had this to say about them:

Nice video, thanks for posting that! Does make me wonder though, what does the bypass chute do? It's not a feature on its smaller cousin, the Vulcan 20mm.

I have and enjoy both modules. P-51 is the more forgiving of the two. Both require you to manage the engine carefully; temperatures, RPM, manifold pressure, cooling doors, and the turbo in the Jug’s case. Both fly nicely, but the Mustang handles better than the Jug. It’s lighter (12,000 lb MTOW) and more nimble. The Jug is much heavier (17,500 lb MTOW) and you feel it when you fly it. The Jug also has a much stronger engine and is more prone to torque rolls. Mustang is more fuel efficient than the Jug too. Both are good aircraft, but for someone starting out, my recommendation is for the Mustang.

Had an update from BigNewy about this:

Thanks for the info @BIGNEWY!

I can’t help but wonder, with the new prop visuals for the warbirds coming in 2.7, will the Huey’s (and other helo’s) rotors have the new visuals as well?

I can’t help but wonder, with the new prop visuals for the warbirds coming in 2.7, will the Huey’s (and other helo’s) rotors have the new visuals as well?

Looks like all the warbirds are getting new props in 2.7!

Rolling takeoffs and landings are a thing with wheeled helicopters, and is normally practiced like doing the same from a hover. A practical example I've seen is with twin engine choppers with an engine out. If an engine goes out or is shutdown for some reason during flight, there may not be enough power to sustain a hover with the remaining engine due to power available, weight, and environmental conditions (hot/humid). This is where the rolling landing really shines as you stay in translational lift the whole way down and can execute a missed approach if the need arises.

That's correct Wheel base = distance between main gear and nose gear. Wheel track = distance between wheels on an axle, or in this case left and right main gear. The Vipers wheel base is short because the nose gear is mounted at the engine intake instead of further forward on the nose (likely not enough room up front to put it, plus would need a longer strut) The wheel track is very narrow due to the fuselage mounted main gears, with struts that are canted outwards as well (like a tripod) which helps a bit but is still quite narrow. Couple that with a high CG (in other words, it's top heavy) and you have a vehicle that is very easy to tip over in turns if one is being careless or going to fast. And that is both with and without wing stores loaded. The Viper is likely the most unstable aircraft on the ground for those reasons. Most other fighters have a longer wheel base and a wider wheel track. The Hog is really nice in that regard with the wing mounted main gears, but still possible to put one on it's wing by turned too sharp while taxiing fast.

Not really. The Viper as a ground vehicle has a narrow wheelbase, a very narrow wheel track, and a high CG (center of gravity). This makes it very easy to tip over in a high speed turn or careless handling. Taxiing is generally limited to 25 kts, shallow turns at 15 kts, and tight turns (like a 90° turn) are limited to 10 kts. Not only does this help prevent some aircraft from tipping over, but also helps prevent excessive side loading of the landing gear. Civil/commercial aircraft have similar taxi limitations.

The Hog can't either. It can only multi rack the light ones.

Both, pull the pitch back and keep some throttle on to make sure the prop doesn’t windmill the engine. Reducing the RPM gives you more room to pull the throttle back (reducing MP). Also following the old rule of thimb of 1” of MP for every 100 RPM helps and is easy to remember. Example is if you set RPM to 1,800, you can pull the throttle back to 18” MP.

How where you operating the engine when it failed (RPM, MP, and boost settings, also was fuel mixture set to auto lean or auto rich)? And how were you flying; level, climbing, or diving? Landing speed is right around 90 depending on weight, so you weren’t far off on the landing speed. For some background on the engine bearings, see my recent thread here:

Make sure your landing light is not extended (lower left switch panel), that can cause the "flutter" as well.

That was one of the first things I did when I got the Viper. At the time I only had the P-51 and A-10C, so when I bought the Viper, I had my first high performance plane. I went through the startup tutorials and then set myself up a clean wing Viper, started up, taxied to the runway and promptly went to full burner and had a blast doing things that the Hog could only dream of. Zoom climbs, Mach 1+, and then went treetop level to really feel the speed! Had an absolute blast and also emptied the tanks in roughly 9 minutes.

I make do with an old (17 years) Saitek X-45 and no pedals. Not the ideal setup and I plan on upgrading everything later this year. I am able to fly the Huey decently, though lack range of movement and precision on the stick to do the more advanced stuff.

Would be nice to have this fixed. On the bright side, at least it's in the right spot. I do recall a time on the A-10C Warthog that the emergency fire pulls were mislabeled on the incorrect sides (the right handle was marked LEFT and vice versa). That was confusing.

Only things I can think of, other than the primer that grafspee mentioned, are a possible HOTAS issue or you may have turned the fuel pump rheostat to something other than the START & ALTITUDE setting (fully counter clockwise)

Don't close your cowl flaps to help with warm up. It's does not help the cylinder head temps as much, and the ignition harnesses end up getting baked for no good reason. As grafspee said, CHT is not that important during cold weather ops. The only time I'd be concerned is if you are overheating for some reason. Proper oil temperature is far more critical to get warm before running the engine past 1,000 RPM. Closing the cooler doors does help with this. If oil pressure is spiking too high after startup, you can use the oil dilution switch to bring the pressures down.