Aircraft Factory F4U expansion pack released

Amazingly I never had the A2A version but always flew the original Milviz version before it was released to A2A. So in order to try this out, downloading the A2A version now.I might make one comment about supercharged engines and aircraft performance: as altitude increases the engines do not develop more power, actually less till each stage of the supercharging is switched, and the maximum available in high blower at altitude is actually quite a bit less than neutral blower at low altitude as the power required to run the blower at higher ratios is very substantial and is subtracted from the availble prop power. For example a 2000 HP R2800 at sl will only deliver about 1600 HP at altitude in High Blower due to the supercharger power useage, even though the RPM and MP might be the same. Aircraft generally have a higher true airspeed at altitude because of the thinner air and reduction in drag. Cheers: Tom
 
The Bendix injection carbs used on the R2800 were almost always un in auto rich or auto lean. Auto Rich for takeoff and climb and Auto lean for cruise. The Navy philosophy was to KISS... Detonation instrumentation was available as were many other instrumentations, which were mostly useful to an experienced and trained Flight Engineer, not a busy single engine fighter pilot.

T
 
After flying this about a bit, nice indeed. However the two entries in the .Air file that control CHT; Scalar and Cooling Factor might need a slight further tweaking. I realize that the FS series makes life difficult. For the DC2 we went round and round with this issue. FSX without workarounds depends way too much on RPM to generate a CHT value. A legacy of it's beginnings with a single engine fixed pitch prop aircraft. For climb the engine is a bit too easy to overheat and cools off too much in a higher speed cruise. If the engine was that easy to overheat in a climb the plane would have been useless as a combat aircraft.

Pretty close! Very small adjustments in these parameters should help with this very nice addon!

Regards: Tom
 
This is a lot of fun to fly! I don't know if at this point anyone wants to do any further gauge work, but a useful addition would be the carb air temp. This was used as a reference for adjustment of the intercooler. Detonation in the R2800 was quite dependent on inlet temperature. In the ETO, turbocharged P-47's were often run as needs must at higher than permissible MP values without harm due to the low OAT at altitude, especially in winter! In the Pacific the higher tropopause and warmer temps aloft made this much more of an issue. Proper manipulation of the intercooler was important in good engine operation.

Cheers: T
 
Any plane with a manually controllled inter cooler needs a carb inlet temp gauge. No othe way to know what you are doing. I am sure FSX does not support this so would have to be a gauge miester derived value. When I get home in another 10 days will research this some more.

T
 
I checked the pilot's operating handbook for the F4U-1, -1A, -1D, and there is no carb air temperature gauge, just a warning light.
 
Interesting, a workable system,if barely, though requiring the typical analogue era Kentucky Windage.

ill have to plow through my R2800 stuff when I finally get home, and see what I can find on the inter cooler design and operation. It wouldn't surprise me if one found a lot of deviation from the manual, certainly the planes I fly vary a lot in detail, for the 747-200 I still have a set of differences manuals a foot high. You wouldn't know this from the basic manual. The 747-400 and 747-8 manuals we have have a plethora of individual aircraft notes. Tis is only possible with ring binder manuals which can be up dated and individualized.

Thanks for looking, surprisingly my F4U stuff has escaped from my eyepad.

Cheers. T
 
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