DD_Fenrir

If you, like I have (a) an FFB stick and (b) something of a love/hate relationship with the Mossie, please read this thread at the ED forums. https://forum.dcs.world/topic/300966-we-need-to-talk-about-force-feedback-and-the-mossie/ If you agree, like or thank the post. It's the only way we might see some progession.

27/01/45 1st Lt Franklin Onbach Air: 0.5x Bf110 Destroyed 1x Me 262 Destroyed 1x Bf 109K Destroyed 1x Ju 88A Destroyed Ground: 4x Trucks 7x Facility

25/01/45 1st Lt Franklin Onbach Air: 1x Fw 190A Destroyed 1x Fw 190A Probable Ground: Nil. Aircraft damaged by enemy fire in head on attack. Landed base single engine.

To best understand it you need to understand how and why the turbo does what it does. At it's core it's an air compressor driven by the high energy exhaust gases - that's it. So why do you need it? As altitude increases air density decreases - ergo the oxygen content decreases. You need that oxygen to burn the fuel. Without the turbo you'd see the power of your engine, the Manifold Pressure (aka "Boost" in RAF aircraft, "AtA" in Luftwaffe) steadily decrease, even with the throttle fixed in place as you ascend. We use the turbocharger to compensate for this effect by compressing the air and providing a greater concentration of oxygen molecules for the air fuel mixture being provided to the cylinders. How best to use this? The simplest version to exemplar this operation would be a full power climb from take-off. I don't have the official numbers but lets just use generic terms; so we are at take-off RPM on the prop lever (usually fully forward) and we advance the throttle to give us take-off power - again, usually fully forward. In this case we are at low altitude and we can reach that MP without engaging the turbo so boost is at zero (fully aft). SIde-note: (there are reasons to actually use the boost lever to give you additional oomph at low alt but we'll discuss that later as it doesn't serve our example here.) You clean up, generally reduce RPM slightly to climb RPM, and maybe reduce the throttle to not work the engine quite so hard. You also close your cowl flaps to reduce drag and then, if not already there or faster, wait till you reach your optimum climb speed then pull up to the best climb angle. For the first several thousand of feet you won't notice much drop in MP (air pressure doesn't drop linearly with increase in altitude). However as you approach the 8,000-10,000ft mark you'll start to see the MP starting to fade despite you making no change to your throttle position. To maintain the MP you'll have to increase the throttle. At some point you'll get high enough where you have no more throttle to give! She'll be firewalled but you have the MP dropping and no way to maintain it.... this is called the Critical Altitude and can vary slightly from day to day as it is dependent on outside ambient air pressure; this changes with climate, weather and geographical locations. But wait! You have a turbo! This is what it's designed for! Crucial point: Your Manifold Pressure control now transfers from the Throttle to the Turbo control. You now "ignore" the throttle and increase the MP by advancing the Turbo (boost) lever instead. There's a little lag so do so gradually to avoid overshooting the desired MP. Essentially, your MP control has become a two stage affair; the Throttle lever controls 0-X% and the boost from X-100%, with the "X" varying depending on altitude. You can apply Turbo below Critical Altitude to provide emergency boosts for combat or short-field or heavily-laden take-offs, but there are time restrictions to this as you are overworking the engine. Gotchas: closing the throttle whilst leaving the Turbo lever fully forward is bad. Don't do it. In combat with potentially large throttle excursions, link the boost and throttle levers to prevent this occurring. Hope this helps. EDIT: Just found these on the Il-2 Forum... they need fact-checking... Cruise -32" @ 2325 RPM Max Continuous -42" @ 2550 RPM Military -52" @ 2700 RPM WEP -64" @ 2700 RPM

BluBear & PapaBear lookin' suh-weeeeeeeeeeeeeeeeeeeeeeeeeeeet!

A few more:

A peek from the CVW-17 mission - Hornets went in SEAD/DEAD clearing the way for the Cats to flatten a bridge, a Serbian MoD building and multiple aircraft on a nearby airbase... with also a flight of 2x Mirage to use their runway blasting bombs on same airbase. 2 hours and nearly 40 minutes on a single mission... phew! Cool to have a human RIO in the backseat, though I was somewhat relegated to stick-monkey; fly here, fly there, press the fun button now - he was just too good!

A really great summary of BVR tactics and terminology - well worth a watch:

DCS Stable Release Update is out now gents; highlights include AH-64D, F-16 FM improvements, extended Syria map and a host of fixes, including the bug that would kill the Fw 190D-9s motor after a time at cruise power settings:

Post target photo-reconnaissance has helped figure out what unaccounted for elements were destroyed by our late comrade.

Still need your claims mate for the squadron record.

23/01/45 Franklin Onbach Air: 1x Fw 190A Ground: 6x AAA Gun 3x Transport vehicle 3x Facility

Corrected, thanks for the spot Dave.

Scoreboards gents for your delectations: 193 Squadron: 402nd Fighter Squadron:

Hi Mobius, You're on the roster but I have no Nom de Guerre for your persona - care to invent a suitable alias to fly under?

This one was a blast - funny and informative:

Them nice fellows at VF-103 have made me a personalised Tomcat skin with custom helmet!

I'm up for either the June or September shows - I voted June for better (ha!) chance of decent weather - plus it's sooner! - but September's fine with me. The October show is always a 50/50 for climate, so I would advise against. I think we should choose whichever the most Dogz can get to. Is either date a definitive No-Go for anyone?

All explained here my good fellow.... https://forum.dcs.world/topic/288121-project-lancaster/