Engine stops working during approach

[ex81]

Situation: Landing approach to Ushi airfield. Suddenly the engine stops and the plane lands successfully while gliding. But why engine failure? Is this the new realistic behavior? I could live without it or use precise instructions on how to fly the Corsair without failures.

If you want to watch the track, I`ll upload it later.

Uploaded file. Go to 17:19:00 see eingine stop

Engine-Failure--Landingi.trk

Edited Saturday at 04:50 PM by ex81

[GTFreeFlyer]

12 minutes ago, ex81 said:

Situation: Landing approach to Ushi airfield. Suddenly the engine stops and the plane lands successfully while gliding. But why engine failure? Is this the new realistic behavior? I could live without it or use precise instructions on how to fly the Corsair without failures.

If you want to watch the track, I`ll upload it later.

Please see the Bug Reports section in this F4U forum.  It's been discussed many times and you'll find your answer there.  And yes, post track files since no details are given in your post.

Here, to save you some time so you can get back flying sooner  ...

 

[ex81]

4 hours ago, GTFreeFlyer said:

Please see the Bug Reports section in this F4U forum.  It's been discussed many times and you'll find your answer there.  And yes, post track files since no details are given in your post.

Here, to save you some time so you can get back flying sooner  ...

 

I need a good tutorial, which explains what and when to do the right thing. Until then I will be lost-the new features make me crazy. 

[GTFreeFlyer]

8 minutes ago, ex81 said:

I need a good tutorial, which explains what and when to do the right thing. Until then I will be lost-the new features make me crazy. 

Read the included manual, and read real-world handbooks, and you’ll be good.  Goggle “Corsair POH” and you’ll find a real handbook.  Also, watch all of Reflected’s videos pinned in the forum.  
You can also download my checklists here and follow them, and you should be good , but you still need the knowledge of how the aircraft works by reading the documentation mentioned above.  
 

This module, like most, is very in depth and requires some studying before you hop into the cockpit.  
 

I would also suggest finding a MP group that appeals to you, one where people are flying the Corsair.  The community is very friendly and someone will take you up on an invaluable training flight.   If you can’t find one, hit me up on Discord, same username, and we’ll see if our schedules align one of these days
 

https://www.digitalcombatsimulator.com/en/files/3345803/

Edited Saturday at 09:19 PM by GTFreeFlyer

[razo+r]

4 minutes ago, ex81 said:

I need a good tutorial, which explains what and when to do the right thing. Until then I will be lost-the new features make me crazy. 

Well, you have tables with the limits. If you don't want to kill your engines, you need to know the limits. And then it's just adjusting MP/RPM/blower to stay within engine operating limits and working the 3 cooler handles to keep the Oil, Cylinder and Carburetor temp within the limits.

There is not much else a tutorial is able to teach you other than know the limits.

If cylinder head temp gets too hot you can either increase speed, lower MP or open the cowl flaps.

If carburetor temp gets too hot you can increase speed, change blower or open the intercooler flaps.

If oil gets too hot you can increase speed, lower MP or open the oil cooler flaps.

If you are at full throttle and MP keeps dropping, you must adjust blower.

Just to mention a few examples. If the temps get too cold you can obviously do the opposite

Look at the table on the left wall for general engine operating limits. They are probably in the manual too if you want to print it/not snap your neck.

[ex81]

36 minutes ago, razo+r said:

Well, you have tables with the limits. If you don't want to kill your engines, you need to know the limits. And then it's just adjusting MP/RPM/blower to stay within engine operating limits and working the 3 cooler handles to keep the Oil, Cylinder and Carburetor temp within the limits.

There is not much else a tutorial is able to teach you other than know the limits.

If cylinder head temp gets too hot you can either increase speed, lower MP or open the cowl flaps.

If carburetor temp gets too hot you can increase speed, change blower or open the intercooler flaps.

If oil gets too hot you can increase speed, lower MP or open the oil cooler flaps.

If you are at full throttle and MP keeps dropping, you must adjust blower.

Just to mention a few examples. If the temps get too cold you can obviously do the opposite

Look at the table on the left wall for general engine operating limits. They are probably in the manual too if you want to print it/not snap your neck.

Thanks for explnation. I try to follow the rules, but i know it`ll take a while til I got everything in mind.

42 minutes ago, GTFreeFlyer said:

Read the included manual, and read real-world handbooks, and you’ll be good.  Goggle “Corsair POH” and you’ll find a real handbook.  Also, watch all of Reflected’s videos pinned in the forum.  
You can also download my checklists here and follow them, and you should be good , but you still need the knowledge of how the aircraft works by reading the documentation mentioned above.  
 

This module, like most, is very in depth and requires some studying before you hop into the cockpit.  
 

I would also suggest finding a MP group that appeals to you, one where people are flying the Corsair.  The community is very friendly and someone will take you up on an invaluable training flight.   If you can’t find one, hit me up on Discord, same username, and we’ll see if our schedules align one of these days
 

https://www.digitalcombatsimulator.com/en/files/3345803/

Thank you. I keep your advices in mind. And I will work hard to manage that bird. If others can, I can do it too (sooner or later).

[Etask]

Engine damage modeling is a great feature, but I hope it's not been implemented in kinda an "artificial" way. Have not tested this update yet but saw many people complaining.

If max power rating is 5 min, it's not that the engine will die at 5min 1 sec. Or if you exceed engine temp limit by 1 degree, the engine will not blow up straight away (well, actually it might blow up anytime even if within parameters, but that's not my point).

Again, I have not tested it yet, but I hope it does allow for some "flexibility".

 

 

[Nealius]

3 hours ago, GTFreeFlyer said:

Read the included manual, and read real-world handbooks, and you’ll be good.  Goggle “Corsair POH” and you’ll find a real handbook.  Also, watch all of Reflected’s videos pinned in the forum.  

Which all say cowl flaps closed in the pattern yet if you do that you'll overheat your cylinder heads.

[ex81]

13 hours ago, razo+r said:

Well, you have tables with the limits. If you don't want to kill your engines, you need to know the limits. And then it's just adjusting MP/RPM/blower to stay within engine operating limits and working the 3 cooler handles to keep the Oil, Cylinder and Carburetor temp within the limits.

 

Today I took a flight starting in the air. On my way to an airfield I tried to to stay outside of limits. I landed without killing the engine. If you can afford the time, watch the track and leave a comment please.

Sunday-Approach--Landingi (2025_08_17 11_04_55 UTC).trk

[Saxman]

13 hours ago, Nealius said:

Which all say cowl flaps closed in the pattern yet if you do that you'll overheat your cylinder heads.

Auto-Rich on the fuel helps with keeping the cylinder heads cool in this situation.

[Nealius]

11 hours ago, Saxman said:

Auto-Rich on the fuel helps with keeping the cylinder heads cool in this situation.

Except it doesn't, particularly on bolters.

[Holbeach]

I did an air start, carrier landing, take off, then another landing, about 6 mins later, then the engine seized.

 I new exactly what had happened. I had forgotten to open oil flap and the oil temp was over limit.

Crack this at the cowl flap check and this will never happen.

I guess that after the relatively high cooling speed during descent, the speed drop to below 100 mph and MP around 30, will increase the temp and seize the engint, because of low air flow.

.. 

[GTFreeFlyer]

5 hours ago, Holbeach said:

I did an air start, carrier landing, take off, then another landing, about 6 mins later, then the engine seized.

 I new exactly what had happened. I had forgotten to open oil flap and the oil temp was over limit.

Crack this at the cowl flap check and this will never happen.

I guess that after the relatively high cooling speed during descent, the speed drop to below 100 mph and MP around 30, will increase the temp and seize the engint, because of low air flow.

.. 

The outside air is also much warmer at lower altitude, so it’s two-fold:  Less airflow plus warmer air.  Yup, crack those flaps open

[Holbeach]

I tried a 'cowl flaps closed' carrier landing to see if it really stopped the engine, as others have said.

Air start, oil flaps open. MP 30, 2400 rpm. Speed 100 kt.

Sure enough, the cyl temp needle kept rising and as soon as it touched the red line 260C, the engine seized.

This of course is not what should happen. The red line is the upper limit for certain operations, not the self destruct line.

So. I cracked the flaps open, enough to keep the temp in the blue. Oil is in the high blue.and after 17 mins into my 3rd landing, the engine seized.

I'm at a loss to see why.

..

 

F4Uengine seize.trk

Edited 21 hours ago by Holbeach

[GTFreeFlyer]

7 hours ago, Holbeach said:

I tried a 'cowl flaps closed' carrier landing to see if it really stopped the engine, as others have said.

Air start, oil flaps open. MP 30, 2400 rpm. Speed 100 kt.

Sure enough, the cyl temp needle kept rising and as soon as it touched the red line 260C, the engine seized.

This of course is not what should happen. The red line is the upper limit for certain operations, not the self destruct line.

So. I cracked the flaps open, enough to keep the temp in the blue. Oil is in the high blue.and after 17 mins into my 3rd landing, the engine seized.

I'm at a loss to see why.

..

 

F4Uengine seize.trk 6.56 MB · 1 download

Had a chance to watch this.  It's the same issue everyone is having.  Oil coolers not open enough, and you cooked the engine.  Here's the NTSB preliminary report

Oil temp was in the high blue zone, practically touching red line for the majority of the first lap.  It was so close to the red line that I was unable to tell whether is was red lined or not.  Maybe half the needle width was in the red, and the other half in the blue.   You possibly accumulated damage here. Your oil coolers were open about 25%, and the inter coolers open a little more than that for the entire flight.  You never touched them again for the entirety of the track file, after initially setting them.  This likely indicates that oil temperature was not part of your instrument scan.

Solution:  Open the oil coolers more, about 50% or so and it will keep the needle in the mid blue range.  If you see your needle the in the high blue and your oil coolers can be opened more, open them.  You can even get the needle in the lower blue range.

Intercooler flaps don't need to be open when not using blower.  You can leave them fully closed here without consequence and eliminate the associated drag.  You were not using blower, which is correct. No harm leaving the intercooler flaps open, but your engine just works a tiny bit harder to overcome the unnecessary drag.

First two takeoffs:  You pushed MP too high and heard the engine knocking sound, thereby accumulating damage.  You reacted quickly though, and pulled MP back, which bought you some time, but the damage had already been done.

Your RPM and MP changes were quick and abrupt at times, causing the needles to briefly overshoot their limits.  Be smooth.  Count 2-3 full seconds between the endpoints of any control when you are adjusting it.

One the 2nd landing, you oil temp was a tad lower, but still in the high blue zone near the red, noticeably not touching the red line.  Again, oil flaps need to be open more.

3rd takeoff:  Oil temp was too close to red for a comfortable takeoff attempt.  Don't forget to look at the gauge before takeoff and wait until it cools down a little.  Much better on the takeoff throttle here.  No knocking noise heard, but shortly after takeoff, the oil warmed up just slightly and touched the red line, and that was the end of your engine.  In the current model, there's no buffer.  It acts as an instantaneous trigger.

Great patterns and landings though!  If you do the exact same flight with only two corrections, everything will be fine:

1.  Oil flaps open 50% or more.

2. Do not exceed 2700 RPM, 54 MP on takeoffs.  When on the deck, push your RPM to maximum before opening the throttle.  There were times you opened throttle to 50+ MP, but RPM lever was still pulled back from the last landing, and then you pushed RPM up.  The order is backwards and puts additional stress on the engine because you are trying to take bigger bites out of the air with high MP.  Flatten that blade pitch, then throttle up.

Other recommendation:  Your entire 3 flights were done on the main fuel tank.  Make sure fuel selector is on reserve tank for takeoffs and landings.  This will bite you in the future.  When on main tank, as soon as your fuel gauge hits 50 gallons, engine will quit and you'll have to quickly switch to reserve.  You don't want to have to do this when low and slow, ready to touch down.

 

Cheers!

[Nealius]

8 hours ago, Holbeach said:

The red line is the upper limit for certain operations, not the self destruct line.

It seems like most in this thread lack the IQ to understand this nuance, and can only think in absolute terms. 

[Saxman]

1 hour ago, Nealius said:

It seems like most in this thread lack the IQ to understand this nuance, and can only think in absolute terms. 

IMO the problem is they've been conditioned for it, because that's how simulators have been handling it for decades.

[MAXsenna]

8 hours ago, GTFreeFlyer said:

Here's the NTSB preliminary report

Nice write up though. Thanks!  

[Holbeach]

11 hours ago, GTFreeFlyer said:

Had a chance to watch this.  It's the same issue everyone is having.  Oil coolers not open enough, and you cooked the engine.  Here's the NTSB preliminary report

Oil temp was in the high blue zone, practically touching red line for the majority of the first lap.  It was so close to the red line that I was unable to tell whether is was red lined or not.  Maybe half the needle width was in the red, and the other half in the blue.   You possibly accumulated damage here. Your oil coolers were open about 25%, and the inter coolers open a little more than that for the entire flight.  You never touched them again for the entirety of the track file, after initially setting them.  This likely indicates that oil temperature was not part of your instrument scan.

Solution:  Open the oil coolers more, about 50% or so and it will keep the needle in the mid blue range.  If you see your needle the in the high blue and your oil coolers can be opened more, open them.  You can even get the needle in the lower blue range.

Intercooler flaps don't need to be open when not using blower.  You can leave them fully closed here without consequence and eliminate the associated drag.  You were not using blower, which is correct. No harm leaving the intercooler flaps open, but your engine just works a tiny bit harder to overcome the unnecessary drag.

First two takeoffs:  You pushed MP too high and heard the engine knocking sound, thereby accumulating damage.  You reacted quickly though, and pulled MP back, which bought you some time, but the damage had already been done.

Your RPM and MP changes were quick and abrupt at times, causing the needles to briefly overshoot their limits.  Be smooth.  Count 2-3 full seconds between the endpoints of any control when you are adjusting it.

One the 2nd landing, you oil temp was a tad lower, but still in the high blue zone near the red, noticeably not touching the red line.  Again, oil flaps need to be open more.

3rd takeoff:  Oil temp was too close to red for a comfortable takeoff attempt.  Don't forget to look at the gauge before takeoff and wait until it cools down a little.  Much better on the takeoff throttle here.  No knocking noise heard, but shortly after takeoff, the oil warmed up just slightly and touched the red line, and that was the end of your engine.  In the current model, there's no buffer.  It acts as an instantaneous trigger.

Great patterns and landings though!  If you do the exact same flight with only two corrections, everything will be fine:

1.  Oil flaps open 50% or more.

2. Do not exceed 2700 RPM, 54 MP on takeoffs.  When on the deck, push your RPM to maximum before opening the throttle.  There were times you opened throttle to 50+ MP, but RPM lever was still pulled back from the last landing, and then you pushed RPM up.  The order is backwards and puts additional stress on the engine because you are trying to take bigger bites out of the air with high MP.  Flatten that blade pitch, then throttle up.

Other recommendation:  Your entire 3 flights were done on the main fuel tank.  Make sure fuel selector is on reserve tank for takeoffs and landings.  This will bite you in the future.  When on main tank, as soon as your fuel gauge hits 50 gallons, engine will quit and you'll have to quickly switch to reserve.  You don't want to have to do this when low and slow, ready to touch down.

 

Cheers!

Thanks for your time on this super analysis.

I'd tried the cowl closed, oil open 50% and the engine seized in short order.

This one was cowl cracked open and oil open to the recommended 30% to see what happens, From my view the oil was always in the high blue, so I left it as is.

Clearly 50% is the way to go, as I've always used this setting before and had no trouble.

My rpm is on a rotor on the throttle and after 15 years use it has spikes at 100% and around 2400 rpm. I'm constantly chasing it as it can drop to zero without warning, so I tend to leave it alone if I find a sweet spot, which means I get sloppy on a reT/O as I forget where it is .

Here are the temps at point of seize. I guess the engine damage accumulated to the point of destruction.

I've taken everything onboard and I'd like to add a couple of things. 

Cowl flaps should be 2/3rd open for T/O. Fuel pump should be on. Pay more attention to BUMPPFHH checks.

 

Once again, thanks for your time.

Regards.

..

Edited 3 hours ago by Holbeach