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About =362nd_FS=RoflSeal

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  1. Ever since the patch that removed the 10km render radius, I've had difficulties spotting aircraft in the mid-range. This isn't a question of realism vs accessibility, but an issue with midrange LODs. I do not experience the same issue with other sims like DCS or CloD
  2. Yeah if you slam it closed it slows you down. Fastest is flush (50%)
  3. That's irrelevant. G-suits were available for use and pilots did wear it.
  4. G-2 and G-3 had the same performance of about 1G, just that G-3 was about 2.5x lighter and more comfortable
  5. Key mapping -> plane engines controls -> Engines throttle control
  6. It affects the Yaks where this characteristic is also mentioned in the irl manuals, max level speed is achieved with 2550 rpm rather then 2700 rpm below 1km. Maybe the reason why doing the same thing in the P-47 was never mentioned was because it was never tested as such or the engine would start knocking.
  7. Well, there is nothing stopping it going downhill at 60kph, unlike in War Thunder where the top speed of a tank in any condition is the max RPM of it's top gear. With the aid of gravity, it probably won't do any good for the engine though as it would be going twice it's rated RPMs.
  8. Standard issue implies being issued to more then just the 8th and 9th Air Force.
  9. From DTIC document a955241, 11th Aug 1944 From NASA's Dressing for Altitude In addition the US Navy had their own anti-G suite programme, adopted the G-suite as standard issue earlier then the USAAF, and issued 4000 units for SB2C Helldiver, F6F Hellcat, FM-2 Wildcat and F4U Corsair pilots over the war
  10. G-suits were mandatory in the 8th AF fighter pilots and optional for 9th AF pilots for P-47s and P-51s from August 1944 onwards.
  11. Well, a regulator can only worsen it if it isn't optimized, as can be seen in the graphs for the D-10 , where it is pointed out the aircraft can't maintain 56" as high as it should in a sustained climb because of the regulator. It is possible the A-23 solved this issue, but in high speed level flight, this issue wasn't there, the regulator didn't inhibit the high speed performance of the aircraft. The other difference I can find in manuals is that aircraft fitted with A-17s had WEP engage in the last 1/8 inch of throttle travel. The A-13 and A-23 had WEP engaged with a switch on the thro
  12. which means that the specs documents, the critical alts are either for 18,250 rpm (in my opinion seems most likely to me at this moment) or 20,000 rpm, because the only way to get a worse critical altitude is to have a lower max turbo rpm
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