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About PainGod85

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  1. This looks promising. I'd say it still needs some fine tuning on the thinner plane parts where you'd expect to see a complete hole through to the other side, but it's definitely on a different order of magnitude where visual damage is concerned from what we currently have.
  2. That is not at all what the report is saying. In total 615 rounds were expended by White 4 (Lt Siltamaki). We do not know if any other ammunition expenditure occurred before or after the fight reported therein, nor how accurate his recollection of the event itself is. We do know 615 rounds equates roughly to 12 seconds of continuous fire from four M2 Brownings. White 3 (Lt Hipsher) had fired on that target at 75 yards and then broken off, assuming the e/a to have gone into a terminal dive. Instead, the e/a recovered and pulled out. No ammunition expenditure figures
  3. This is actually incredibly wholesome, and you've made my day.
  4. I'll split that one up. They're not. It's just that new types of ammunition were developed and introduced for it to deal with the progressively increased armor on late war German warplanes. We're missing these new types ingame right now, and they're intended to be added after a full rework of the fuel system modeling, last I heard. It's not. You're flying it wrong. Sorry. Because it's a fat tub of a plane that excelled only at relatively high altitudes, barring a few specific models that saw relatively little use during the war.
  5. 430 kph CAS at 9000 m in a standard atmosphere comes down to around 675 kph TAS, or 419 mph according to this online calculator: https://aerotoolbox.com/airspeed-conversions/ Without knowing how you calculated things, it's impossible to know why and how you ended up at 440 mph.
  6. Speeds documented during flight performance tests are always in True Airspeed (TAS), that is, the speed of the plane through the air. Speed limitations are in Indicated Airspeed (IAS), as the only time IAS and TAS give you the same speed readings is at reference air pressure - at sea level. The further you climb, the more IAS lags behind TAS, as there's simply less air impinging on the measuring devices inside your pitot tube. However, IL-2 does not, to my knowledge, model instrument error, so what you see in the cockpit is actually Calibrated Airspeed (CAS), meaning measuring errors due to
  7. The intercooler's effects can be seen on the Carb. Air temperature scale on the right side of the pit. Open it to prevent charge air from exceeding maximum permissible temperature or risk detonation.
  8. Avialogs has the relevant TO: https://www.avialogs.com/aircraft-n/north-american-aviation/item/4781-t-o-01-60j-60-installation-of-accelerometer-p-51d-and-p-51h
  9. Actually, August 1944 is what T.O. 40-JE-8 is dated as, but the order itself refers to North American Service Bulletin 51-134, dated June 6. The well known photograph of the Bottisham Four formation of four P-51s, of which P-51D-5 44-13926 was fitted with a dorsal fin, is dated July 26, 1944. That said, the issue had been known since at least January 1943, when T.O. 1F-57A-6 was published, prohibiting deliberate spins in P-51 type aircraft until the cause of multiple structural failures had been found and rectified. In August '43, T.O. 01-60J-6 was released, relaxi
  10. The main effects of slats is pushing the airfoil beyond what would usually be its critical alpha, and giving the wing a better lift to drag ratio at those higher angles of attack. Extending slats on an as yet unstalled wing naturally comes with a drag penalty for the same lift.
  11. Actually, if you look closely, it says that figures printed in red are preliminary. Granted, on a monochrome photocopy, a remark like that isn't satisfactory at all, but I don't think a tactical planning chart would consist of a majority of values that are asspulls. I'm trying to find a color copy of the same ATM, but I don't hold out much hope for finding one.
  12. The 109's LE slats deployed as a function of angle of attack. Pull hard enough and they will pop out at any speed, and at high speed, slat deployment naturally comes with a massive drag penalty as it substantially increases the airfoil's chord and therefore decreases the wing's aspect ratio.
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