P-40E-1 Cockpit Diagram and Engine Operating Limits

[Flynco]

Hi but automatic radiator control Rshift-R no work?

 

Bye

[Matt]

Any more info in the tailwheel other than "Non-lockable"?

 

DakPilot mentioned some rotation limiter or such in another thread and I was wondering if this might be stick activated (if it is present at all)??? 

The P-40 tail wheel is a steerable by using the rudder pedals. But the steering cables are spring loaded, so that you can't just swing the tail wheel around when taxiing very fast and steering will only have a limited effect at high speed. Those springs will also keep it steady, if you keep the rudder pedals in neutral position, but again, at too high speed or when swinging around, the tail wheel might change direction by itself.

[Flynco]

No reply?    

[Brano]

P-40 doesnt have automatic radiator.You can have this switched on in easy-normal realsim mode.Not in expert mode AFAIK.

[Flynco]

Thank brano I will try... bye

[[CPT]Pike*HarryM]

In controls it is not set to the normal radiator axis, it is outlet shutters (like the LA-5 uses).

[Silavite]

Auto Rich is the setting one will want to use almost all of the time. Full Rich, in reality, was meant to be used only in case of mechanical failure and is far less fuel-efficient than Auto Rich. Full engine power can be reached with the Auto Rich setting, so just set it there and leave it be.

This interview speaks to the contrary. http://lend-lease.airforce.ru/english/articles/golodnikov/part2.htm

A. S. Was there a special high-output regime?

 

N. G. There was no supercharger per se, but it had a special regime called “full rich”—which delivered an enriched fuel mixture. This capability was employed to achieve especially high output, and this system was not abused. The mixture selector had three positions. MIN [minimum] was for economical flight. AUTO RICH was for normal flight. FULL RICH was for maximum power. The majority of flights were executed on AUTO. Over the ocean or during routine patrols we normally placed the selector at a position midway between AUTO and MIN. This was both economical and enabled us to maintain sufficiently high speed.

Though he does say at one point that the ShVAK has better ballistics than the Hispano, so take it with a grain of salt, I suppose.

Edited October 22, 2015 by Silavite

[indiaciki]

[JtD]

... Over the ocean or during routine patrols we normally placed the selector at a position midway between AUTO and MIN...

Hear, hear. [Edited]

Edited October 23, 2015 by Bearcat

[BeeKing]

I've been testing the P-40E-1 with the settings given in this thread.  I put this together for anyone interested. All other information is just from personal testing and has worked for me thus far.

[LoupVert]

Thanks for sharing Fretboard.

[LukeFF]

First post updated in light of the upcoming patch.

[indiaciki]

Thanks, Luke. The unlockable tailwheel was a surprise. 

[indiaciki]

I've been testing the P-40E-1 with the settings given in this thread.  I put this together for anyone interested. All other information is just from personal testing and has worked for me thus far.

 

Just watched the Air Force instructional video. Some facts stated:

 

before TO and after lifting tail - lower tail a bit before you rotate

Climb at 140 mph

Landing:

Speed less than 175 mph

Gear down

Circle field at 140 mph

open cabin

flaps 50%

Glide at 115 mph

Throttle slightly open

at 500 ft flaps full down

throttle 1/2 inch open

115 mph until over RWY

at 10 ft - close throttle

when touching down and decreasing speed - brakes hard

Edited November 20, 2015 by indiaciki

[indiaciki]

115 mph

 

[Habu]

THX for your video indiaciki.

[=362nd_FS=RoflSeal]

The new P-40 engine modelling has really helped it in being able turn the tables of your opponents when you need that extra power.

 

Edited November 25, 2015 by RoflSeal

[VBF-12_Snake9]

Cool pic I took this weekend.  

 

[Flynco]

Woooowww

[=WH=PangolinWranglin]

Is there anyway that these stats could be given in percentages? I am having issues with my engine getting damaged soon after takeoff. 

[curiousGamblerr]

Is there anyway that these stats could be given in percentages? I am having issues with my engine getting damaged soon after takeoff. 

 

Yeah, I went on vaca for a couple weeks and there was a patch, now I'm having issues as well, whereas before I was able to fly fine if I kept things below 2600 RPM and 38" after takeoff, but could go full briefly for takeoff. Seems like you can't open her up for takeoff anymore, even for a short period. I'll have to do some more testing tho to make sure I'm not missing anything. Has anyone else noticed the engine limits being more strict since the latest patch? 

 

As for percentages, those will change based on altitude and things so I highly recommend getting comfortable with the gauge readings.

Edited July 11, 2016 by 19.G//curiousGamblerr

[von_Tom]

Hmm,weird.I remember from yesterdays flying,when I switched to auto and left RPM lever at 0 position I still could increase decrease RPM and MP with only throttle lever.Maybe Im wrong,it was late night...

 

 

The P40 is fugly but kinda fun - like the E1 without all the manual stuff going on.  It is a bit wearying watching the RPM and manifold pressure going high during a dive and trying to time it to maintain maximum manifold pressure and RPM without the engine going *pop*.

 

Can someone confirm the position about the prop pitch and AUTO?

 

Does the engine start in manual?

 

If it does, is it best to switch to AUTO and if so, when?

 

von Tom

[LukeFF]

Keep the prop RPM in automatic mode. The manual mode was only for when the automatic system failed.

[354thFG_Rails]

I did a little testing since I recently got this plane. I was able to run the engine for 40-45 mins at 2800 rpm and i kept the throttle at the second green mark. I think that's around 37.5''. I don't know if that's a better power setting than whats been posted already for military power. Would appreciate any feedback.