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CrazyGman

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About CrazyGman

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  1. 857 2977 posts Location:Frankfurt / Germany Report post Posted 35 minutes ago Manifold pressure per set throttle setting on the Jumo 213 engine depends on oustside temperature, because of fixed air mass regulation. The warmer the temperature, the higher the manifold pressure, the colder the outside temperature, the lower the manifold pressure. Page 82. http://www.avialogs.com/index.php/en/engines/germany/jumo/jumo-213/flugmotor-jumo-213-a-1-u-c-0-entwurf-zu-einem-motoren-handbuch.html So overall, relative performance increase in cold temperatures is way less than it is on other planes (it consequently also loses less power at higher temperatures compared to other planes). Ok cool, I'm good with if that is how it's suppose to be. Interesting, need to take that into account
  2. I was told this last night by a player, and then I tested it in game, and it seems that the FW 190 D9 preforms poorly on winter maps compared to the other Bodenplatte German planes. Generally on a summer map the D9 will out pace the A8 by almost 20km on the deck, but on a cold map the A8 has roughly the same speed around 606-607kph. and then compared to a stock K4 the K4 ridiculously outpaces the D9 on the deck at 639kph. however on summer maps, they are much closer together, around 595 for the k4, and 593 for the D9. I wonder if this is suppose to be the case, and that for some reason the D9 get a lot less performance boost in colder weather then compared to other planes, or if this is a bug? any thoughts?
  3. I just noticed the same issue as well in the 262, looks like it happened with the latest update, because it wasn't doing that before
  4. The US was really good at figuring out how things would work in the big picture. What do we need? We need a long range escort fighter that we can use to support our overall long range strategic bomber strategy in large numbers Ok done we'll make the mustang do that. Will it be the best performance fighter? Ehhh close enough and we'll have thousands of them with fresh pilots. Hey we need tanks that we can easily transport over the Atlantic, assemble quickly, fit on rail cars easily and can go over standard bridges. Ok let's concentrate on the Sherman then. Will it be able to compete with German tiger tanks? Eehh it can make do and we'll have thousands of them.
  5. Really P-40s do it all the time. It's called picking your fight, and having support. 1 on 1 yeah you might be screwed if you have no place to go and deep over enemy lines, but even if you got exactly what your asking for in the P-47 you would still be screwed.
  6. Sorry my mistake. I did forget that you do recharge emergancy power at combat setting at a very slow rate..as you said 10 minutes. I just never in practice do this because it is much better to make sure that you go to continuous where you can get it back fully in 3-5 minutes. However this is because I don't get into prolonged engagements and rarely use full boost for more then a few seconds in the earlier 109s and only for about 2 minutes in a 190 unless it's a A8, and very rarely had I ever had to use more then 5 minutes of MW 50 in the K4 or G14. If that is not the case with the P-47 that it doesn't recharge in combat then it should be changed to reflect the other planes. However the fact is that if your in an engagement for more then 5 minutes you've probably not made the best choice
  7. 5 min of WEP should be more then enough for any dogfight. German planes need to go into continuous in order to recharge their supply of emergancy power not combat settings, same with all the other planes that have a combat setting. P-47 like all planes gives you some wiggle room, there is a randomness to it, and after 5 mins you have an extra 1-3 minutes before your engine damages. If you've engaged in a fight where you need to use more then 5 minutes of WEP you've made a tactical error and should have disengaged a long time ago. I think it's silly that peope are expecting a heavy medium range escort fighter to go toe to toe, one on one with a short range light interceptor with a much better power to weight ratio like the 109 for extended periods of time.
  8. After doing multiple testing against the PE 2s I find that regardless of type when your attacking it is important to stay above out of the belly gunners field of fire. As of right now attacking from above and crossing over to below will often result in a crippling hit from the belly gunner regardless of how fast you are going unless you are at an extreme angle. However if you extend above rather then below the PE 2 even at moderate speeds the top gunner will have trouble hitting you, and you will have a much higher chance of survival. Why the bottom gunner is that much more accurate I don't know, possibly because the upper AI gunner has to contend with the dual rudders and to try and avoid hitting them?
  9. This will work against inexperienced 109 pilots attacking with too much speed for sure, but beware. Good 109 pilots will usually use just a shallow high yo-yo along with 16-25% flaps of their own to follow you through your turn. The "freedom flaps" bleed off a lot of speed much faster and you'll quickly lose any sustained turn fight. Only do this if a 109 is attacking you with an excessive amount of speed, and it is a bit of a hail mary. Flaps can be used though after you extend from a dive so that you can turn quickly and force a head on pass which can work in the P-47s favor
  10. P-47D in the current meta is a good but not great fighter. Compared to any engined version of the K4 it's out performed. K4s can outpace and out climb you for longer and are vastly more manuverable and better armed. Even G14s are going to make life very difficult for you unless you somehow keep them above 6000m, which won't happen as there is no reason for them not to dive away to disengage and no way for you to catch them up in time unless the 109 pilot makes a mistake. The problem is the role of the P-47 as a pure fighter is not well suited for the current IL-2 multiplayer servers. Most fighter vs fighter combat still takes place at 4k and below because in order to clear targets attackers have to be low. Here the P-47 should be considered to be like how the FW 190 A8 is, a fast light ground attack unit that can hold it's own as a pure fighter, but struggles against planes more suited to pure dogfighting.
  11. Heck even with a mg 151/20. PE get shot down about the same as before maybe a little harder since you can't reeally shoot the wing off with 20mm easy. On the plus shooting the tail or wing off of your 109 with 1 hit from the gunner is also no longer a thing. Comes out even in my opinion
  12. Ahh at 6k things are difficult for the 190 A8 and at those altitudes the P-47 and Spit have better performance. I usually don't fly any of the A series above 5k and usually stick around 3k to 4.5k, but usually that is because i'm escorting low flying 110s or protecting ground targets, and really your most effective at doing that at 3k (perfect height to dive on something on the deck, have lots of speed but still have authority in the controls). Plus at that height you are able to dive to over 800kph before you hit the deck so it's a perfect height to escape anything that is attacking you from above. Even in KOTA a lot of fights are still under 3k and on the deck. In answer to your questions yes as long as you have fuel, you can keep the boost going for 10 minutes at a time before you risk engine damage. You'll want to rest the engine with serveral minutes of regular continuous power 1.2 ata between uses or you'll risk damaging the engine. I still find climbing at full combat (1.32ata) with 80 to 85% cowls open ( depending on how hot the map is) at around 300kph is the best your going to get for sustained clim. I only use the boost when fighting or if i'm trying to disengage. As for this distances and fuel even if you take the fuel load that is in the A5 of 524 lites rather then the 639 of the A8 you still will have more then enough fuel. It's personal preferance though each having advantages and disadvantages. Cowls should be opened and closed depending on the situation if I want max speed I keep them fully closed for a minute to help accellerate. Then open them to 60-75% to cool the engine back down. My prefered tactic when using the 190 A series is to dive on something in a more or less straight line. Kill it in one pass with only the slightest bit of turning to get lead (maybe 20-30 degrees from the initial heading) if I can't get the target I continue on through straight maintaining speed. That keeps you safe so you can the assess the situation. If i have energy advantage and i'm clear i'll try for another pass. As soon as i'm at an equal energy state with any fighter i'm attacking i'll disengage.
  13. Yes looking into it more you are correct. While they were able to get later versions of the C3 in the A5 to work like the system in the A8 in that you could use it in both low ends of each supercharger gear. The A8 does use a different system but the results are similar. More power and higher fuel consumption. Sorry for the error It's fine. While the A5 climbs better and is a little more nimble, the A8 is faster even with the heating issue and super heavily armed even with just the default 4 MG151/20 and 2 MG131. It's a monster
  14. Hard to say. Can't find that information on the C3 injection system (Edit: not actually C3 system. Works differently, but similar results). I would assume that due to the automation of the Kommandogerat system. That it is just a permit operation.
  15. Correct. Now i've never really taken the A8 above 4500m (it climbs pretty slow) so I don't know what altitude the system stops working at for the second supercharger gear but i know that between 3000m and 2000m the system doesn't work because it's in the critical altitude range for gear 1
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