man if you had videos on every other plane in the game there would be no need to watch multiple guides on a plane. theres a lot of birds id love to fly in the finnish/combat box server but the in-flight management is a lot to grasp and retain. you explain everything perfectly with no added bs!
I am happy you are back in the air. I really enjoyed your previous series, especially Kampffliegerschule and Hunt for the Red Eagle. Planning to get the BoS just as I finish setting up my new PC. ;)
Glad to see that your engine settings aren't as conservative as many others recommend, although they can be raised a tad. According to the P-40 and Allison V-1710F manuals take-off power is 3000 rpm and 45" manifold pressure. Climb power is ca 2600 rpm and 42". This can be achieved pretty well by simply reducing RPM after take-off (of course followed by continuous throttle adjustment as the climb goes on). These settings work very well in the game and I've been climbing up to 7-8 km without problem with that climb setting, only then reducing to maximum continuous or less to let the engine rest.
its amazing how a big powerful V-12 Cylinder engine can be so delicate and frail as these aircraft engines were...its Puzzling to me cause i rebuild all sorts of engines of every type and they seem to be more robust than every aircraft engine ever built....
I read that the P-40 pilots actually operated well above the recommended manifold pressure settings for quite long periods of time. The Allison 1710 was a Very robust engine. I think the focus on documented hard stats, and a bit of Russian bias in this game, and I believe that the American planes do not perform as well as they did in real life.
Lots of good advice in there thanks mate, I love the P40 particularly in the first few maps of the TAW campaigns you can be quite competitive in this glorious warbird, I’m looking forward to escorting A20B’s with her
Hi. I really enjoy this video since I watched first time sometime ago. I adopted your tips and been used them all the time. I would like to see your engine managmrnt in combat, that would be just great. I've been flying this plane a lot and I'm starting to get competent on it, but still I want to learn more. Thank you very much for your time and dedication.
Great video. I’ve been thinking about getting the P-40. Curious, what do you use for stick and throttle? Little insight on how you have it mapped. Do you have most of the engine management on your set up or do you use a combination with keyboard?
Just a question.. Isn't the P40 E1 technically a kittyhawk and not a warhawk? or am I confused? Thanks! :) Just uploaded a P40 vid this morning so kinda curious
Dancin'Janson the exported P-40 A through C models were considered Tomahawks while E and later variants were considered Kittyhawks but in the US where they were built all variants were called Warhawks.
Personally, what would cause me to decide whether to invest in this plane is how it is in combat - more specifically, its fire power. I find in IL2, the allied planes are severely lacking in fire power. So, a combat video would be appreciated.
Michael R. Foreman ask and you shall receive. th-cam.com/video/pqpeza9hpvs/w-d-xo.html The firepower of the P-40 is impressive. If this is accurately modeled (and I think it is close) I can see why the US fighters never really had any other armament.
I don't know. I haven't used Hyperlobby since I quit IL-2 1946 years ago. No need to anymore really. Most games incorporate a multiplayer search in them "out of the box."
How the Hell did any of these P-40 Pilots Survive a Dog Fight when the Engine had to be so Pampered with Constant Regulating manifold pressure throttle speed propeller pitch cowl cooling flaps! it Boggles the Mind how These Aircraft Engines had to be Babied and Treated with such Caution...How Come Aircraft Engines Blow Up over 3400 Rpm? that is Nothing for any other motor ever built on the Ground??? No wonder the German,s Designed their Fighter Planes with more automatic features to survive the battle..
Engines in the 40s weren't made of the same grade material they are now. They were also very large displacement and of long stroke so you have, in the merlin for example, a piston that is almost 5.5" in diameter travelling 6" TWICE per RPM. At the upper rev limit of 3000 RPM the piston has a mean speed of very nearly 3000fps (34mph). The stress imposed on these engines by having to accelerate pistons as big around as tea saucers to that speed and them stop them again in 6" is extreme. Going just a little faster than that increases the stress tremendously. Piston rods can stretch or bend causing all sorts of problems, or connecting pins can give way turning your cylinder into a cannon for your piston. But for engine management in the P-40 at least the RPM is constant speed, so you really only need to worry about where you set it once. The engine cowling is very effective for cooling so you really don't need to mess with that much. The biggest problem is the engine throttle. Fortunately, this was solved in later models. If you really want an engine management nightmare try flying a P-47!
@@th3lunchb0x Thanks for the info that explains alot about the centrifugal forces at play with Large Massive Pistons in motion...as with the P-47 your dealing with a Turbo Charger Constantly to Not get the engine too leaned out causing detonation...
I commented above as well, but this game is VERY conservative on engine settings and abilities. There are documented unofficial accounts that indicated these Allisons were pushed well above factory limits without failures. Also, in the pacific, with the Pratt and Whitney Radials, an old timer told me that they used to "lean them till you could see the prop blades spinning around" (leaning for rpm vs throttle for rpm) as they were nervous to make it back to the carrier. He said the P&W engine took it no problems although they did replace the engines quite often, he said the Wright radials were less capable in terms of abuse
I was one of the impatient ones until I burned my engine on few first takeoffs. That gave me a lesson to learn to use it first.
man if you had videos on every other plane in the game there would be no need to watch multiple guides on a plane. theres a lot of birds id love to fly in the finnish/combat box server but the in-flight management is a lot to grasp and retain. you explain everything perfectly with no added bs!
I am happy you are back in the air. I really enjoyed your previous series, especially Kampffliegerschule and Hunt for the Red Eagle.
Planning to get the BoS just as I finish setting up my new PC. ;)
Well done; easy to follow. A much needed tutorial. Thank you.
Good explanation of the manifold and RPM, climb and dive, engine characteristics. I love a challenge and this certainly seems like one.
Chuck Barney it definitely is one!
Thanks so much, and will wait for more P40 vids.
Glad to see that your engine settings aren't as conservative as many others recommend, although they can be raised a tad. According to the P-40 and Allison V-1710F manuals take-off power is 3000 rpm and 45" manifold pressure. Climb power is ca 2600 rpm and 42". This can be achieved pretty well by simply reducing RPM after take-off (of course followed by continuous throttle adjustment as the climb goes on). These settings work very well in the game and I've been climbing up to 7-8 km without problem with that climb setting, only then reducing to maximum continuous or less to let the engine rest.
its amazing how a big powerful V-12 Cylinder engine can be so delicate and frail as these aircraft engines were...its Puzzling to me cause i rebuild all sorts of engines of every type and they seem to be more robust than every aircraft engine ever built....
I read that the P-40 pilots actually operated well above the recommended manifold pressure settings for quite long periods of time. The Allison 1710 was a Very robust engine. I think the focus on documented hard stats, and a bit of Russian bias in this game, and I believe that the American planes do not perform as well as they did in real life.
Lots of good advice in there thanks mate, I love the P40 particularly in the first few maps of the TAW campaigns you can be quite competitive in this glorious warbird, I’m looking forward to escorting A20B’s with her
CheckSix I’m excited about the A20. Reminds me of some raids we pulled off in Ghost Skies in 1946. Lots of fun
Hi. I really enjoy this video since I watched first time sometime ago. I adopted your tips and been used them all the time. I would like to see your engine managmrnt in combat, that would be just great.
I've been flying this plane a lot and I'm starting to get competent on it, but still I want to learn more. Thank you very much for your time and dedication.
Thank you, sir. Cheers!
Thanks Barton !
Nuevo suscripción!!
Great video. I’ve been thinking about getting the P-40. Curious, what do you use for stick and throttle? Little insight on how you have it mapped. Do you have most of the engine management on your set up or do you use a combination with keyboard?
I have a Thrustmaster T-16000M and all of my engine controls are mapped to my throttle.
Just a question.. Isn't the P40 E1 technically a kittyhawk and not a warhawk? or am I confused? Thanks! :) Just uploaded a P40 vid this morning so kinda curious
Dancin'Janson the exported P-40 A through C models were considered Tomahawks while E and later variants were considered Kittyhawks but in the US where they were built all variants were called Warhawks.
Well done.
FYI: You have your game title listed as DCS, and not BoS?
I never added that. I don't know how that happened.
You can fix that by going to the videos advanced settings and replacing the game title with this: IL-2 Sturmovik: Battle of Stalingrad, and saving.
Still didn't fix it for some reason. Odd
Very. May take it some time. YT is slow on the uptake sometimes.
"Zero is glide mode" lol!
Personally, what would cause me to decide whether to invest in this plane is how it is in combat - more specifically, its fire power. I find in IL2, the allied planes are severely lacking in fire power. So, a combat video would be appreciated.
Michael R. Foreman ask and you shall receive. th-cam.com/video/pqpeza9hpvs/w-d-xo.html
The firepower of the P-40 is impressive. If this is accurately modeled (and I think it is close) I can see why the US fighters never really had any other armament.
Thank you. I have heard a lot of people mocking the plane and chuckling over it. So, I was not left with a good impression so far.
@@dr.michaelr.foreman2170 4 .50 caliber machine guns (with optional extras) is nothing to sneeze at.
9:59 No tail wheel lock on P-40?
FN's House No, but it is controllable to a degree so as long as you’re not using your rudder it will be straight.
TY, do you know if people are still using HYPERLOBBY?
I don't know. I haven't used Hyperlobby since I quit IL-2 1946 years ago. No need to anymore really. Most games incorporate a multiplayer search in them "out of the box."
So I am going to get the equipment to start flying again, been away for 5 years, loved your P-40 video. What resolution are people using these days?
I run 1080, but people are running higher resolutions and in Battle of Stalingrad some are using VR.
Looks too easy. Do you have gyro effects disabled?
Nope. With the controlled tailwheel and easing into the trottle it is very easy to remain straight on takeoff in this plane.
kittyhawk?
All variants of the P-40 were called Warhawks in the U.S.
P-40E is the kittyhawk sorri
Its interesting to fly, but fighting in it- not so hot
Leon Portier it takes practice. You have to be patient and manage your energy. But when you get it right this plane can really put the hurt on em
How the Hell did any of these P-40 Pilots Survive a Dog Fight when the Engine had to be so Pampered with Constant Regulating manifold pressure throttle speed propeller pitch cowl cooling flaps! it Boggles the Mind how These Aircraft Engines had to be Babied and Treated with such Caution...How Come Aircraft Engines Blow Up over 3400 Rpm? that is Nothing for any other motor ever built on the Ground??? No wonder the German,s Designed their Fighter Planes with more automatic features to survive the battle..
Engines in the 40s weren't made of the same grade material they are now. They were also very large displacement and of long stroke so you have, in the merlin for example, a piston that is almost 5.5" in diameter travelling 6" TWICE per RPM. At the upper rev limit of 3000 RPM the piston has a mean speed of very nearly 3000fps (34mph). The stress imposed on these engines by having to accelerate pistons as big around as tea saucers to that speed and them stop them again in 6" is extreme. Going just a little faster than that increases the stress tremendously. Piston rods can stretch or bend causing all sorts of problems, or connecting pins can give way turning your cylinder into a cannon for your piston.
But for engine management in the P-40 at least the RPM is constant speed, so you really only need to worry about where you set it once. The engine cowling is very effective for cooling so you really don't need to mess with that much. The biggest problem is the engine throttle. Fortunately, this was solved in later models. If you really want an engine management nightmare try flying a P-47!
@@th3lunchb0x Thanks for the info that explains alot about the centrifugal forces at play with Large Massive Pistons in motion...as with the P-47 your dealing with a Turbo Charger Constantly to Not get the engine too leaned out causing detonation...
I commented above as well, but this game is VERY conservative on engine settings and abilities. There are documented unofficial accounts that indicated these Allisons were pushed well above factory limits without failures. Also, in the pacific, with the Pratt and Whitney Radials, an old timer told me that they used to "lean them till you could see the prop blades spinning around" (leaning for rpm vs throttle for rpm) as they were nervous to make it back to the carrier. He said the P&W engine took it no problems although they did replace the engines quite often, he said the Wright radials were less capable in terms of abuse