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P47 Engine Management Crash Course [High altitude flight]

  Рет қаралды 7,945

Red Pilot

Red Pilot

Күн бұрын

Пікірлер: 25
@CiPhEr505
@CiPhEr505 2 жыл бұрын
Note that the Auxiliary tank is in front of the pilot, between the console and the engine - The reason why you drain the auxiliary is to give the nose better performance
@redpilot6388
@redpilot6388 2 жыл бұрын
That's actually the main tank. The auxiliary is behing the pilot and the centre of lift. If you drain the main before the aux, you could have a very far aft CG, reducing stability, which could pose controllability issues.
@Owen-fn8ff
@Owen-fn8ff 3 жыл бұрын
Just got the p47, very helpful, thank you. It’s a great all rounder and I’m glad I got it as my first warbird. The mosquito was extremely tempting but I’ll get that once I’m used to these planes a bit more.
@redpilot6388
@redpilot6388 3 жыл бұрын
I'm glad i was able to help you. It is indeed well rounded. And tough. The Mossie is complicated to say the least. Get some experience with simpler planes before switching to a twin engined/twin crew.
@andys3124
@andys3124 3 жыл бұрын
This was helpful. Thank you!
@redpilot6388
@redpilot6388 3 жыл бұрын
Glad it was helpful!
@Leader1623
@Leader1623 3 жыл бұрын
Is it just me or is the manifold pressure at 52 inches underperforming compared to historical P-47s?
@redpilot6388
@redpilot6388 3 жыл бұрын
Could be. I was wondering about that myself, but i've never flown an actual P47. So...I can't engage in conjecture here. These are the numbers that we have to work with.
@redpilot6388
@redpilot6388 3 жыл бұрын
If you would like to see a certain type of content or tutorial, you are welcome to offer your suggestions.
@brianpickrell2477
@brianpickrell2477 2 жыл бұрын
I took a crash course! Why doesn't anybody want to let me borrow their plane?
@waltergreif4836
@waltergreif4836 3 жыл бұрын
Thanks for heads up!!
@Mohkin-demon
@Mohkin-demon 2 жыл бұрын
Does anyone have some basic curves for the pitch, roll ,and rudder, I 'm all over the place when it comes to attempting dogfighting. it's become very frustrating and the plane bounces left ,right , up, down. the bright side is I have pretty much mastered Takeoff, and Landing. any help will be greatly appreciated. thank you.
@redpilot6388
@redpilot6388 2 жыл бұрын
If you feel that the controls are too sensitive, try 20 or 25 curvature. It should be working just fine. It mostly depends on which joystick you have.
@Ravent79
@Ravent79 3 жыл бұрын
Very good video. One question, I fly modern dcs and want to buy a first ww2 aircraft, visually I like a loot the p-47, much more than than the p-51. Which one would you recommend and why? Is it true that the p-47 for A2A is not very good? I was told that it is slow to turn? Have you flown the P-51? How do you compare them. Thanks you very much
@redpilot6388
@redpilot6388 3 жыл бұрын
Well, to tell you the truth... the P47 is a more recent module, it seems better made and more user friendly. Now, comparing them on air to air, the Mustang has an edge in speed over the P47 up until about 25000 feet, but the P47 is better handling and the stall characteristics are much more manageable, it's less twitchy and the wake turbulence will not affect it as much. It does have more fiddly controls as well (3 vents, all manual; turbo boost, prop and supercharger throttle and 2 fuel tanks). That being said, i've shot down many 109s and Doras with it, it has eight 50 cals, can carry 10 HVARs and 3 bombs at the same time, and..... while the p51 will get incapacitated with a few 20mm shots, the P47 can take alot of punishment. The engine can do so as well. I made a video about it. It can safely use the entire water-meth tank in one 15 minute stint. It's kind of a jack of all trades, but not bad by a long shot. One thing that will put many off, in the max continuous power setting it is slow, an will climb at 170 mph with about 1500fpm, depending on the load, the slowest of all planes. It becomes very alive though if you start racking up the boost.
@Ravent79
@Ravent79 3 жыл бұрын
@@redpilot6388 Thank you very much
@redpilot6388
@redpilot6388 3 жыл бұрын
You're welcome
@CiPhEr505
@CiPhEr505 2 жыл бұрын
There was a saying, “If you want to get the girl fly a P-51, if you want to go home to your girl strap on a P-47.” The P-47 had more WW2 aces than the P-51. For as badass the Mustang is, the first P-51 ace is eighth, behind P-38's and P-47's. The Jug had 75-80% as many A2A kills as the Mustang. But you get in the cockpit and you're confused. The Jug is an energy fighter, like the Focke Wulf-190. I bet you're having trouble with energy fighting *Energy Fighter 101* Energy is basically (Speed + Altitude) - Drag. Altitude can be turned into Speed. but Drag will bleed the result. Energy Fighting is WW2 parlance for "camping", or "ganking". - In order to get more Energy, you need to climb - Retaining energy is the name of the game - Do not try to out turn. Turning burns energy. The Jug will fail - go play a Spitfire. - Do not make jerky moves with the stick. - Fly in smooth lines. - An enemy above you, or with more energy than you, has the advantage. You are thinking defensive. - The P-47's most ideal situation is above and behind an unsuspecting target ideally less than 10'000 feet below you. You dive and gain speed, delete your target with eight 50 cal MGs, basically teleport past everyone with your speed, and gently pull up back to altitude where they can't touch you - never offering anyone a target. "Boom and Zoom". Rinse and repeat. - The key is not to pull the stick too hard when maneuvering. If you miss the expected target on a dive, don't try and course-correct too much. When you are zooming away, have a gentle touch with the stick to hold on to the most energy possible. Thus Energy fighters don't "turn" in a dogfight so much as fly in diagonal loops *P-47 Cliff Notes:* I just want to touch on 3 things that made the Jug so damn good *The Engine* Your largest advantage is the engine - the R-2800 P&W Double Wasp. It is a naturally-aspirated monster with a large turbocharger (that ultimately went in the F4U Corsair - officially the worst turning aircraft in the USAAF, The Jug is second worst). You are basically flying a giant, heavy engine with a plane attached to it. Learn this engine. - "All combustion engines lose horsepower as you climb, because the air around in the plane gets thinner" - the P-47 sneers at logic. The engine's turbocharger gives you extra power at high altitudes that helps you retain horsepower over other peasants like the Mustang. The P-47's ceiling is somewhere around 40'000 ft - at that height, a Mustang would have the horsepower equivalent of a "merry-go-round", and basically every Axis plane has been in the hospital 10'000 ft ago. - The engine is also incredibly durable. Damage to a Mustang's cooling system will roast the engine dead. The R-2800 is air-cooled and can lose several pistons worth of damage - You have about 10 min of WEP that you can use. Climbing is a good reason to use some, but will make the engine hot. One fast dive and all is well again. - Engine weight is a blessing - You retain speed =extremely well=. A smooth dive and a climb can put you right back up at, or even above, the altitude you started diving from. - Engine weight is a curse - You do not climb quickly. The D-40 introduces the paddle prop, which helps, but this never changes. This is also why you do not turnfight - your nose is this heavy fat thing - This engine adds up for a very stable, very fat, very stable plane. The P-47's turbocharger will kick in around 15'000 ft. Try not to engage below 20'000 ft, as your turbocharger is only just becoming OP. 25'000 ft is a generally safe as a rule of thumb to level off and go hunting. By 30'000 ft, you will be the fastest plane in the sky *So. Many. Guns.* 50 cal MGs in WW2 aircraft place above almost every other MG, but just below a cannon. The Jug has *eight* of them, with 1600 rounds at your disposal. You are a =monster=. - Eight .50 cals mean the sheer amount of lead put in the air, at any given time, is unmatched by other planes. Getting hits on enemy aircraft is deadly - Spray, baby, spray. You can afford to take some speculative shots. You can afford to miss. Other planes have to worry about how much cannon they have left because the MG is usually a BB gun. - For reference, the A6M-5 Zero has 240 MG rounds and 100 small-cannon. - US .50 cals were very reliable - jamming is pretty rare, just don't shoot all 1600 rounds at once. - If you take hits to the wings, you can lose some guns and still have the most firepower in the sky - The Jug is heavy, which makes it a very stable platform for shooting - If you can't be opportunistic, and your enemy wants to go head on? Your odds of survival are above most, don't be afraid to roll those dice. *NOTE* Know your enemy. Cannon rounds are still the king munition in the skies. Some planes are much safer to head on than others Gun convergence is the range that all eight guns' bullets cross - the deadliest moment. Since you are booming and zooming, you will be moving very quickly, in a hopefully straight line. You will be out to snipe with 8 .50 Cals. I recommend setting your convergence out around 600-800m+. I like 800m personally. It's not the end of the day in a dogfight - any rounds that land are going to be painful. *The Airframe* Finally, the Jug's body holds many secrets that are useful to know - Always take off using the Jug's Auxilliary Fuel Tank. The Aux. Fuel is behind the cockpit's instrument panel. The main tank is in the belly. Burning the Aux. fuel makes the nose lighter, which is key to setting up the Jug for combat.. - Try to burn the Aux Fuel down to >20%, if possible, so there's a little bit left if things go terribly wrong. You will have plenty of time to set this up, as climbing is going to take you a while -The Jug, like all US planes, uses self-sealing fuel tanks, giving it that much more durability - With all the weight down the centerline - the engine and belly tank - the Jug has a better-than-average roll rate - especially for being the size of a train. While this doesn't help specifically in turnfight, or B&Z, it really helps you fly the plane in offense and defense. - Offensively you always know what's going on during inverted loops, and can plan the next maneuver. Knowledge is power - Defensively against a B&Z, your roll can be used to fool a diving enemy into thinking you were turning the opposite way. And then you can roll right back and get eyes on target. - You can also kick the rudder into your the roll and perform a snap-roll, making this effect even more pronounced. The downside is this costs you energy, and you will not be stable on recovery - Those big wings grab a lot of air. Above ~32'000 ft you have so much lift, and so much relative horsepower to everybody else, that if anything engages you that high? Yeah, you can totally turnfight them. - Those flaps grab a lot of air - at a giant opportunity cost. If you're in a pinch and can afford the energy, you can actually get some decent turning out of the Jug by slamming the flaps down for a moment. This will cost you a ton of energy to do. But if it puts guns on target, the Jug can always roll those dice. The Bottom line is that you can successfully rack up A2A kills in a Jug. WW2 planes had between 2-4 guns, total, mostly of various inferior munitions. You are flying is a MACK Truck with *eight .50 cals* - go kick some ass
@CiPhEr505
@CiPhEr505 2 жыл бұрын
One more note: *Fuel Cripples Performance* The Jug is the enemy of climate change. You have a big powerful engine burning a Jug-sized amount of fuel, every flight. The sheer volume of fuel to burn makes the Jug perform like a different energy fighter between takeoff and landing. Here's some performance tips to get the juices flowing - Lighter aircraft perform better. Therefore, unless you're going deep into Europe, or are carrying something other than fuel tanks, never use a 100% fuel load. 100% is like flying the Jug in a fatsuit. 75% is suitable for any A2A - Start by draining most of the Aux. Tank. The Jug is a noticeably more stable platform after it's done with - That 75% is a the pivot point in the Jug's performance, like the turbocharger. The lower you go from here, the more the Jug's handling capabilities improve. - To abuse this, the Jug can hold three drop tanks of fuel - one on the belly, two on the wings - Start with chewing through the Aux. Tank, then these drop tanks as you climb and travel - Drop the tanks when beginning an engagement, regardless of the remaining fuel. If you A2A without dropping your drop tank, you are mentally unfit to fly planes - This way, you can take 100% of your reduced fuel load to battle and return home safely - Of note, below the 50% mark, so much fuel weight has been shed that the Jug will feel significantly perform like a badass plane with endless HP. =Don't forget you are still an energy fighter!= Just because you can turn now doesn't make you a Mustang When the USAAF was upgrading squadrons to the new Mustang, the 56th Fighter Group said no thanks - we'll keep the Jug. They're one of the top A2A squadrons in the USAAF, with a podium of aces with more kills than even the GOAT Mustang pilot. Just something to ponder
@Schimml0rd
@Schimml0rd 3 жыл бұрын
Me, a 109 pilot: Soo, after 15mins you say your plane is done? :>
@redpilot6388
@redpilot6388 3 жыл бұрын
Huh? What do you mean?
@marshja56
@marshja56 2 жыл бұрын
Crash course - funny.
@gregorteply9034
@gregorteply9034 Жыл бұрын
That's complicated.
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