What I forgot to include in the video is the throttle / supercharger management. It's easy: Always use the throttle first, and when it's maxed out and you need more power, start moving the supercharger forward. When the overspeed light comes on, you've gone too far, move it back a bit. When you want to reduce power, move the supercharger back, and when it's all the way back, you can start moving the throttle back. Don't use any supercharger for takeoff unless it's a short field. Here's a great video that explains it: th-cam.com/video/HHtypRJuNKY/w-d-xo.html
To clarify, the boost lever controls the turbocharger, not the supercharger. The supercharger is geared directly to the engine crankshaft, while the turbo is driven by exhaust gases that are governed by the boost lever in the cockpit. You don't really directly control the supercharger except through the throttle control lever. These are really just semantics, unless you're super interested in the exact workings of the engine, though!. Thanks for the tutorial!
@@ReflectedSimulations At no point in the video you showed when you flip the magnetos, they seem to move automatic? Awesome video man, thx for the work!
You count 6 blades then mags to both with mixture in idle cutoff. Then when engine catches move mixture to full rich. This procedure does 2 things; keeps engine from kicking backwards and prevents fuel fire during start since you're running off primer only. Used this procedure during 89-90 fire season in radial engine air tankers.
I am on day 2 of my first warbird in DCS. I got the new Normandy map, the WWII Assets Pack and the P-47D. Of course I have the T-51 trainer that comes with the sim, but that's not really a warbird. If it can't shoot, I don't want it. And you're 100% spot on. If you just want to get in the air and blow shit up, then get an arcade flight game. When you have a study level sim with a study level aircraft, do it right. I use real world checklist and try to do my best to make it as real world as possible. Even small details like when it says to do a preflight walk around, I will jump into the F2 view and slowly go around the plane. When it says adjust cockpit temperature according to environment, I take the time to do it. It's little things like that when you get down to it make it a milsim. I populate my kneeboard with every bit of info needed. Radio freq's, tower freq's, headings, tankers, etc. And most important when I finish the objectives, it's not a completed mission until you land at the right field, taxi to parking, shutdown according to the checklist and then it's a MISSION ACCOMPLISHED. Not until then.
thanks! I wanted it to be concise and to the point, so when I saw it ended up being 22 minutes I was a bit disappointed. At least TH-cam allows chapters now :)
Thanks for making this Greg. The attention to detail is the reason will be purchasing this. If we get more pacific maps, I’d love a p47 campaign there!
A lot more steps compared to the 109 but, oh man, it sure handles easier on the ground 😉 Many of the gauges and procedures will be familiar to most pilots too. Good job with this video!
For those that have trouble with maintaining a 3-point position. Just like with any attitude flying, memorizing the sight picture is key. Before you take-off, find something in the cockpit to reference with the horizon. Memorize that reference, and when you come in to land, you should aim to replicate the same view you had before taking off.
Thanks for the vid. Love DCS warbirds, and the P-47 is a beauty. However, I can't get over that the internal sounds is smooth and benign, while I expected this beast to sound much more beefy. Love you campaigns. Keep it up!
Very well done! Thanks very much, it really helped me understanding this huge bird - the rest will be practicing. Subscribed - really looking forward to your next videos!
The thing about Wolfpack is that there will be no twists and turns. Horrido is an interesting story I dreamed up (historically accurate) but Wolfpack missions are based on actual combat reports of the 56th, so what happened in real life will happen in the campaign, nothing more ,nothing less. But sometimes, history is stranger than fiction ;)
Definitely one of the best engine start/ landing tutorials for the P47 that I have found so far. Do you have any suggestions for cruise settings? The charts I have found give some general ranges but no specific numbers for manifold pressure and rpm. I have learned that a good cruise setting and using auto-lean on the mixture control will greatly increase your time in the air.
For climbing you usually need 2550 and 52" to follow the AI. For cruising I either use max continuous if I need to go fast, so 42" and 2550, or reduce it further to 30-35" and 2300. At this setting you can also move the mixture to auto-lean. Keep an eye on the oil and carb air temperatures, and operate the shutters accordingly. Cowl flaps are not really needed in flight. Oh, and always increase throttle first, and if max throttle is not enough, then increase boost. If you want less power, always decrease boost first, and if it's all the way back, then start moving the throttle lever back from its maximum position. This keeps the engine cooler and gives you 200 more HP when at full power.
Enjoying the tutorial so far, not watched all of it yet. I just noticed at 16:25 just after take off you switched from Main to Aux tank, is there only a mechanical fuel pump on the P47? On my AC11 we turned on the electrical pump for tank switching, also for take off & landing.
Excellent tutorial! I love the clear and organized commentary. I have just a question: are you sure (source?) that the warbird pilots used pitch/throttle reversely while landing (i.e throttle for altitude and pitch for speed)? I can be wrong but I think that this method is used for landing GA aircraft today and it was also used by all navy pilots since the WWII. It is used whenever a long and stabilized approach is necessary (i.e. landing on an aircraft carrier) or desired (GA pilot use a long straight approach because it is safer). But I am not sure that the same method was used by warbird pilots generally especially while approaching the runway with a curve or while landing in pairs. These are situations where quick reactions/changes are often necessary and that is why imho pilots use the throttle for speed and the stick (pitch) for altitude.
Hi Tapi. To be honest I never read it explicitly in any WWII documents but I'd be really surprised if they were thought differently. Like many Axis pilots in the 30s/ 40s, I started with gliders, and there one of the first lessons was pitch=speed. This is one of the most basic and important reflex any pilot needs to have, no matter what they fly. It's even more true in curved approach situations (which they only did at frontline squadrons, not at primary flight school). You have less "wing surface" available in the horizontal, and if a high performance warbird gets slow, that is , close to critical AoA, applying power to get speed can have disastrous effects. Many young pilots died this way according to books I've read. So I think it's such a basic lesson of aviation that it was never mentioned in Pilots' Notes. By the time a cadet graduated to a P-47, he didn't have to be explained about this.
@@ReflectedSimulations OK, thanks very much for the answer Reflected. Well, I am not a real pilot so that all I know is from my reading and my sim experience. What you wrote sounds reasonable. I will try to start using throttle/pitch reversely with my warbird landings and I will see if I will be able to adapt to it in most situations... I am always ready to change my mind and learn new things if that conforms to the real pilot's procedures.
Reverse throttle/pitch is a fact for any aicraft operating below their (roughly) best glide speed or most efficient flight speed. This is because at the higher angles of attack required at low airspeeds, the wings are generating lots of drag relative to their lift. The region of airspeed below the most efficient airspeed is also referred to as the "area of reversed commmand" for this reason. You can test this for yourself. Try to maintain straight and level at 5 or 10 knots above stall speed. If you pull up on the stick you might see a little climb but your speed will drop precipitously and you will soon find yourself slowing below stall speed. Likewise if you lower the nose, you will get start to descend bit but your airspeed will also increase a lot. On the throttle side, if you maintain your pitch angle but increase your power you will start to climb with only a small increase in speed. Pull power and you descend. So at higher speeds, throttle controls speed and pitch controls altitude. At low airspeeds, throttle controls altitude and pitch controls airspeed. This works for Piper Cubs and F14's equally.
@@brittoncooke1890 I actually heard a modern airline pilot say that they don't fly this way anymore. He said they trim for altitude and throttle for speed. I think this has more to do with modern jets using fly-by-wire controls, though, as I'm pretty sure it was an A320NG pilot who I heard discuss the topic. Doesn't really change your point in terms of aerodynamic flight, but I don't think its always true with modern aircraft, in practice.
Okay but how do you turn while Taxiing? When I use rudder/pedals it doesn't turn and I have to use individual brakes which makes taking off impossible.
The thing that confuses me is the takeoff manifold pressure setting. It should be 51'' - 52'', as you said, but in DCS it doesn't go higher than 48'' on sea level in "default" weather conditions with supercharger alone, you'll need turbo to get there. But everywhere I checked, I saw takeoff procedure with this 52'' MP and no turbosupercharger use. Is DCS P-47 modeled correctly?
Maybe one day DCS will include actual content for these highly detailed planes to interact with. Right now once the novelty of flicking switches and getting frustrated with half finished systems modeling wears off you are left with not a whole lot to do.
Hey Reflected, having an issue with the P47 engine oil temp gauge. I am a real life pilot so although I haven't flown a warbird, I am pretty familiar with how a piston engine works but perhaps I am missing something. Here is the issue: On Start up my oil temp will remain off scale low, and not come up. Normal oil pressure, Cyl head temps and RPM. I follow pretty much the same flow as you just described in the video. In a hot start mission, the oil temp is at the top end of the normal limits or just outside. I can not get it to come down by any means. Low power setting, oil cooler, cowl flaps none of them work. Are you aware of any bugs at the moment for the p47 oil temp gauge? If I am missing a critical step let me know. Thanks. Kris
That’s strange, no idea what you’re missing. Do you have any mods installed? Those may be messing with it. Or wait, there is a bug that makes the oil temp gauge CB pop if you crank the cockpit lights all the way. Maybe ED still hasn’t fixed it?
Hey Greg, First of all, I want to commend you for all your work. I'm playing 5 of your campaigns at the same time and they're all great. I noticed one thing in your video about the P47: You don't wait until the oil temperature has risen to 50 degrees, but start the engine, bring it up to 1000 RPM and then drive to the runway. Are your missions built in such a way that you don't manage to warm up the oil? I always close the cooling flaps for the oil. Can the engine take it? Best regards and thanks
What I forgot to include in the video is the throttle / supercharger management. It's easy: Always use the throttle first, and when it's maxed out and you need more power, start moving the supercharger forward. When the overspeed light comes on, you've gone too far, move it back a bit. When you want to reduce power, move the supercharger back, and when it's all the way back, you can start moving the throttle back. Don't use any supercharger for takeoff unless it's a short field. Here's a great video that explains it: th-cam.com/video/HHtypRJuNKY/w-d-xo.html
To clarify, the boost lever controls the turbocharger, not the supercharger. The supercharger is geared directly to the engine crankshaft, while the turbo is driven by exhaust gases that are governed by the boost lever in the cockpit. You don't really directly control the supercharger except through the throttle control lever. These are really just semantics, unless you're super interested in the exact workings of the engine, though!. Thanks for the tutorial!
@@acegh0st yes that is correct, I meant turbo charger, thank you.
@@ReflectedSimulations At no point in the video you showed when you flip the magnetos, they seem to move automatic? Awesome video man, thx for the work!
@@johngisbourne7197 i have them assigned to a keyboard shortcut
You count 6 blades then mags to both with mixture in idle cutoff. Then when engine catches move mixture to full rich. This procedure does 2 things; keeps engine from kicking backwards and prevents fuel fire during start since you're running off primer only. Used this procedure during 89-90 fire season in radial engine air tankers.
I am on day 2 of my first warbird in DCS. I got the new Normandy map, the WWII Assets Pack and the P-47D. Of course I have the T-51 trainer that comes with the sim, but that's not really a warbird. If it can't shoot, I don't want it. And you're 100% spot on. If you just want to get in the air and blow shit up, then get an arcade flight game. When you have a study level sim with a study level aircraft, do it right. I use real world checklist and try to do my best to make it as real world as possible. Even small details like when it says to do a preflight walk around, I will jump into the F2 view and slowly go around the plane. When it says adjust cockpit temperature according to environment, I take the time to do it. It's little things like that when you get down to it make it a milsim. I populate my kneeboard with every bit of info needed. Radio freq's, tower freq's, headings, tankers, etc. And most important when I finish the objectives, it's not a completed mission until you land at the right field, taxi to parking, shutdown according to the checklist and then it's a MISSION ACCOMPLISHED. Not until then.
Yes that’s the way I like to play too
Amazing that this machine was designed with a slide ruler!
Very well explained and concise - thank you. I can already fly this around but it's always nice for a refresher or to show new pilots :)
thanks! I wanted it to be concise and to the point, so when I saw it ended up being 22 minutes I was a bit disappointed. At least TH-cam allows chapters now :)
Your videos are the best reflective! Thank you!!!!
Thanks for making this Greg.
The attention to detail is the reason will be purchasing this.
If we get more pacific maps, I’d love a p47 campaign there!
A lot more steps compared to the 109 but, oh man, it sure handles easier on the ground 😉 Many of the gauges and procedures will be familiar to most pilots too. Good job with this video!
you make it look so easy, lol. this bird has been surprising to me in so many ways. who needs the Corsair, lol.
back here again, after breaking a bunch of crankshafts!! 😂 thanks Greg!
For those that have trouble with maintaining a 3-point position. Just like with any attitude flying, memorizing the sight picture is key. Before you take-off, find something in the cockpit to reference with the horizon. Memorize that reference, and when you come in to land, you should aim to replicate the same view you had before taking off.
That was an excellent video, and a silky smooth landing! Well done! :)
Thanks!
Thanks for the vid. Love DCS warbirds, and the P-47 is a beauty. However, I can't get over that the internal sounds is smooth and benign, while I expected this beast to sound much more beefy. Love you campaigns. Keep it up!
Thanks for a great video - very helpful. I’ve been challenged by the P-47 landing and this will help.
Excellent demonstration. Thanks!
Very well done! Thanks very much, it really helped me understanding this huge bird - the rest will be practicing.
Subscribed - really looking forward to your next videos!
Man, you need more subscribers! Great content, and I love your liveries and campaigns. Glad I found you on here.
Thanks, I appreciate the kind words.
@@ReflectedSimulationsthat’s what the other Greg says
Very well done tutorial🙏😎 (makes you want to fly this bird, now!😄)
Ty! i start to get the hang of landing the P-47.
Can't wait to see what twist and turns you throw into this campaign. Almost done with Horrido and my BP is still high.
The thing about Wolfpack is that there will be no twists and turns. Horrido is an interesting story I dreamed up (historically accurate) but Wolfpack missions are based on actual combat reports of the 56th, so what happened in real life will happen in the campaign, nothing more ,nothing less. But sometimes, history is stranger than fiction ;)
Thanks for this video. I'm sure it will be more than helpful 😁👍
Actually, I will practice it tonight... (especially landing 😙🎶😂)
Thanks ....that was cool and useful!!
Definitely one of the best engine start/ landing tutorials for the P47 that I have found so far. Do you have any suggestions for cruise settings? The charts I have found give some general ranges but no specific numbers for manifold pressure and rpm. I have learned that a good cruise setting and using auto-lean on the mixture control will greatly increase your time in the air.
For climbing you usually need 2550 and 52" to follow the AI. For cruising I either use max continuous if I need to go fast, so 42" and 2550, or reduce it further to 30-35" and 2300. At this setting you can also move the mixture to auto-lean. Keep an eye on the oil and carb air temperatures, and operate the shutters accordingly. Cowl flaps are not really needed in flight. Oh, and always increase throttle first, and if max throttle is not enough, then increase boost. If you want less power, always decrease boost first, and if it's all the way back, then start moving the throttle lever back from its maximum position. This keeps the engine cooler and gives you 200 more HP when at full power.
Well done.
Like a CFI, congrats.
I love these videos! Great job and thank you!
Very helpful. Thank you. 😊👍
Great tutorial!
Enjoying the tutorial so far, not watched all of it yet.
I just noticed at 16:25 just after take off you switched from Main to Aux tank, is there only a mechanical fuel pump on the P47?
On my AC11 we turned on the electrical pump for tank switching, also for take off & landing.
Excellent tutorial! I love the clear and organized commentary.
I have just a question: are you sure (source?) that the warbird pilots used pitch/throttle reversely while landing (i.e throttle for altitude and pitch for speed)? I can be wrong but I think that this method is used for landing GA aircraft today and it was also used by all navy pilots since the WWII. It is used whenever a long and stabilized approach is necessary (i.e. landing on an aircraft carrier) or desired (GA pilot use a long straight approach because it is safer). But I am not sure that the same method was used by warbird pilots generally especially while approaching the runway with a curve or while landing in pairs. These are situations where quick reactions/changes are often necessary and that is why imho pilots use the throttle for speed and the stick (pitch) for altitude.
Hi Tapi. To be honest I never read it explicitly in any WWII documents but I'd be really surprised if they were thought differently. Like many Axis pilots in the 30s/ 40s, I started with gliders, and there one of the first lessons was pitch=speed. This is one of the most basic and important reflex any pilot needs to have, no matter what they fly. It's even more true in curved approach situations (which they only did at frontline squadrons, not at primary flight school). You have less "wing surface" available in the horizontal, and if a high performance warbird gets slow, that is , close to critical AoA, applying power to get speed can have disastrous effects. Many young pilots died this way according to books I've read. So I think it's such a basic lesson of aviation that it was never mentioned in Pilots' Notes. By the time a cadet graduated to a P-47, he didn't have to be explained about this.
@@ReflectedSimulations OK, thanks very much for the answer Reflected. Well, I am not a real pilot so that all I know is from my reading and my sim experience. What you wrote sounds reasonable. I will try to start using throttle/pitch reversely with my warbird landings and I will see if I will be able to adapt to it in most situations... I am always ready to change my mind and learn new things if that conforms to the real pilot's procedures.
Reverse throttle/pitch is a fact for any aicraft operating below their (roughly) best glide speed or most efficient flight speed. This is because at the higher angles of attack required at low airspeeds, the wings are generating lots of drag relative to their lift. The region of airspeed below the most efficient airspeed is also referred to as the "area of reversed commmand" for this reason. You can test this for yourself. Try to maintain straight and level at 5 or 10 knots above stall speed. If you pull up on the stick you might see a little climb but your speed will drop precipitously and you will soon find yourself slowing below stall speed. Likewise if you lower the nose, you will get start to descend bit but your airspeed will also increase a lot. On the throttle side, if you maintain your pitch angle but increase your power you will start to climb with only a small increase in speed. Pull power and you descend. So at higher speeds, throttle controls speed and pitch controls altitude. At low airspeeds, throttle controls altitude and pitch controls airspeed. This works for Piper Cubs and F14's equally.
@@brittoncooke1890 thanks, you explained it very well!
@@brittoncooke1890 I actually heard a modern airline pilot say that they don't fly this way anymore. He said they trim for altitude and throttle for speed. I think this has more to do with modern jets using fly-by-wire controls, though, as I'm pretty sure it was an A320NG pilot who I heard discuss the topic. Doesn't really change your point in terms of aerodynamic flight, but I don't think its always true with modern aircraft, in practice.
Okay but how do you turn while Taxiing? When I use rudder/pedals it doesn't turn and I have to use individual brakes which makes taking off impossible.
The thing that confuses me is the takeoff manifold pressure setting. It should be 51'' - 52'', as you said, but in DCS it doesn't go higher than 48'' on sea level in "default" weather conditions with supercharger alone, you'll need turbo to get there. But everywhere I checked, I saw takeoff procedure with this 52'' MP and no turbosupercharger use. Is DCS P-47 modeled correctly?
I've been wondering about that too. You're right, it should be 52" without any boost.
Hey Greg while waiting for engine WARM UP engine oil temp gauge at least above red tick mark? If you don't, will have you have engine problems later.
Maybe one day DCS will include actual content for these highly detailed planes to interact with. Right now once the novelty of flicking switches and getting frustrated with half finished systems modeling wears off you are left with not a whole lot to do.
Well that’s exactly what I’m doing isn’t it?;) have you played ‘Wolfpack’?
Hey Reflected, having an issue with the P47 engine oil temp gauge. I am a real life pilot so although I haven't flown a warbird, I am pretty familiar with how a piston engine works but perhaps I am missing something. Here is the issue:
On Start up my oil temp will remain off scale low, and not come up. Normal oil pressure, Cyl head temps and RPM. I follow pretty much the same flow as you just described in the video.
In a hot start mission, the oil temp is at the top end of the normal limits or just outside. I can not get it to come down by any means. Low power setting, oil cooler, cowl flaps none of them work. Are you aware of any bugs at the moment for the p47 oil temp gauge?
If I am missing a critical step let me know. Thanks.
Kris
That’s strange, no idea what you’re missing. Do you have any mods installed? Those may be messing with it. Or wait, there is a bug that makes the oil temp gauge CB pop if you crank the cockpit lights all the way. Maybe ED still hasn’t fixed it?
@@ReflectedSimulations Ah ha! Thats it, I always crank the lights all the way. Ill go try it now and see if that pops the CB
Hi mate !
Finished the F-14 campaign :-)
When will the Wolfpack Campaign will be available ?
Sadly, no razorback in DCS, only bubble-top :) It's close, but I'm waiting for 2.7 to be finalized to make sure the missions work properly.
Hey Greg,
First of all, I want to commend you for all your work. I'm playing 5 of your campaigns at the same time and they're all great.
I noticed one thing in your video about the P47: You don't wait until the oil temperature has risen to 50 degrees, but start the engine, bring it up to 1000 RPM and then drive to the runway.
Are your missions built in such a way that you don't manage to warm up the oil? I always close the cooling flaps for the oil. Can the engine take it?
Best regards and thanks
Hi! It's not mission-related what the P-47 can or cannot take. BTW I did wait, there is a cut in the video :) Good luck with the campaign,s enjoy!
Is taking off from dirt runways and using the dust filter actually working in DCS?
I don't know...but I always pretend it does :)
Sadly, the P-47 elevator trim don't works with FFB 2......................
It flies like a tank, though.
Aww man, you totally talked through that radial engine startup sound 😢
where the fuck are you landing?
RAF Detling.
Thanks Greg @@ReflectedSimulations and @musicng5614 for asking, I was wondering what was this grass airfield that looks so cool !