"If someone built a runway around the world Republic Aviation would build a plane that would use all of it." Heard Grandpa say that on a few occasions. I think he got it from a training film in the 40s.
When talking about wings level I usually just refer to the general feel of the airplane and referencing the actual horizon when flying in visual conditions, but in instrument conditions I would be referencing the ADI
I know this is about the DCS P47, but for the life of me I can’t land the DCS P51D. I’ve watched videos on landing it, and I feel like landing it in real life would be easier. It responds to power changes like crazy.
I haven't made videos to accompany my P51 workflows yet, but I made this years ago using the DCS P-51 for a generic video on how to land airplanes ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-NnSC_FdwsK0.html
Hi, I have a small question. When you do the break turn, you reduce the throttle a little bit while in your older video about initial and pitch, you cut the throttle completely. Is that because it's another plane or is it just another technique.
Different technique. Some planes are more draggy than others and there could be different entry speeds as well that necessitate different throttle changes to allow you to finish at your appropriate speed
With throttle at landing approach pilot control planes altitude and rate of descent, it is up to the pilot to cut throttle to 0 or not. If pilot see that he is too low and too far he would cut throttle not completely this will give lower descent rate and it will allow to glide to runway. If situation was opposite that after final turn pilot would notice that it is too close too high he would cut throttle completely to get high descent rate.
Can crankshaft bearings be damaged by prolonged flight with low MP with 2550 RPM? I have heard somewhere that you should keep at least 1 inHg per 100 RPM (i.e. 25 MP for 2550 RPM) for radial engines to reduce reciprocal force produced by prop windmilling, which leads to decrease of oil flow to the crankshaft bearings, increase in oil temp, and eventually - engine damage. Is this a real concern during landings? In a dive you can just decrease RPM, but in a pattern manual calls for 2550 RPM specifically in case of emergency or go-around.
I wouldn't consider that a big issue during landings because as long as you're following the recommended engine settings it will be fine. If you have to do a go-around then you're biggest concern is going to be avoiding the runway/ground so you'll be at full power when you initiate it.
Squaring the MP and RPM (25", 2500RPM) is a rule of thumb when one doesn't have a Pilot's manual that states specifics. The reason is so that you don't over boost the engine. On downwind approach go full fine pitch on prop and bring MP back to whatever setting gives you a 500 foot per minute decent. I found that was usually 20-30" mp. This is how you fly any complex aircraft. Not just a radial engine.
The biggest difference I've noted with the DCS P47 is leaving ground effect. I think there is something wrong in DCS as you get a very drastic burst of lift if taking off with 20 degrees flaps that I wouldn't expect to be as strong as it is. I cant speak for the overall flight model comparison between the DCS and Il-2 P47 specifically as I haven't tested it...However, when comparing the Il-2/DCS 109 and Spitfire test data (which I have for DCS and Il-2) their performance is essentially identical. The biggest difference between Il-2 and DCS is the turning tendencies modeling. It's much stronger in DCS than Il-2 so generally speaking all you need to do is use the rudder a bit more. If you can fly either sim you can fly the other one with minor adjustments.
@@RequiemsACTL I like both, but as I don't have that much time, I chose to stay with Il2. I just hope we can convince Jason and his team one day to give us a little more control over stuff like autopilots, navigation aids and so on.
