danielprates

Those wacky germans.... not happy with coining the term "weltschmerz", they had to come up with another one that means almost the same thing!

That's what I imagine too. The opposite would not be logic. Well, that being the case, an encounter during the early flight would catch them with full internal tanks. Probably putting them in a disadvantage position against lighter fighters.

Will the engine drain evenly from drop tanks and internal tanks, or is it one before the other? Because if its the second case, and if the flight is in it's inital 100 or 200kms or so when it runs into the enemy and tanks are dropped, it is feasible that the p51 will still have all of it's internal fuel when combat starts. Not something we will be seeing in this sim, though.

Doesn't take you very high, but will go far with some beers and a decent game to watch! Interesting system. To keep the CoM in place without burdening the pilot with transfer actions, I would imagine! In fact I am surprised how the 262, being a complex machine as it was, still managed to have a relativelly clean, logic cockpit!

Good queation, I don't speak german. However, since it is right below the dial's needle, and the dials point to 'numbers' (0 to 9 x 100), I am pretty sure it refers to the 'unit' those numbers relate to. That would have to be liters, since everything else in the cockpit is metric. Same as the speedometer, it informs the pilot that the reading is in km/h. Edit: btw, both dials total at 900 liters, and indeed the 262 carried a total of 1800 liters of fuel. Querosene, I am imagining.

A big giveaway is the large L, which stands (I guess) for LITERS.

Right. Typo of my part. Tks! Edit: this may be a very dramatic thing to consider in some poor visibility planes, like the La5, where it feels you are constantly firing below what you can actually see because of the bulky engine. Setting convergence farther can help, with the trade-off that you have to focus on shooting mostly during tight turns.

I think it's also the reason Hans Joachin Marseille was so successful with so little use of ammo. To be clear then: if you are a close-shooter, it is preferable to have convergence set farther if you want the bullets to fly straighter, and closer if the idea is to increase lead?

Injecting more fuel into a compressed air chamber to increase thrust could be called "increasing mixture", I guess, in a broader sense. But using the expression "mixture control" as a way to refer to power settings in a jet engine is a novelty. Kudos though, on such a creative, hair-splitting way to create a discussion!

I think in turboprop engines that is not exactly "mixture" as we think of it in piston engines. Its a "condition lever", to impact engine torque in some specific situations. I am not an expert on thar but a guy gave a good answer to that here: https://www.airliners.net/forum/viewtopic.php?t=729941

Jets indeed have no mixture controls. They have no radiators either, hence also no shutters, though some (not the 262) have bleeders which serve a different purpose.

IIRC many pilots reported breaking the speed of sound with prop driven planes, but it has been proven it was the speed gauges that were giving imprecise readings - which is no wonder since they were working on, or beyond their tested limits. So maybe the story in the OP is true, however the pilot was mislead by wrong readings.

I juat bought a TrackIr and I am having a hard time getting used to it. If feels clunky and unnatural, though I am sure its a setting thing. Anybody has some pointers on how to configure it?

Do you hold the breaks while the turnines gain rpm or you didn't find it necessary?

I think I got it wrong. 6000 to 8000 is the normal operating range. But as @AndyJWest said above, indeed the plane gets very draggy with gears and flapa down. Bringing it down is just matter of practice. Insofar I found that the main difficulty is the lenght of the runways we have, not only for taking off but for landing too. If you pass some 1/3 of if, and unless to are going ultraslow, its hard to stop in time.