Originally posted by Karnak
I agree.
DTs (or multiple DT options as on the P-47D-40) need to be handled in a linear fashion along with fuel percentages.
P-47D-40 should go like:
25% --> 50% --> 75% --> 100% --> 100% + Center DT --> 100% + Wing DTs --> 100% + Wing DTs + Center DT
The Ki-84-I-Ko would look like this (if the one DT and one bomb option were allowed):
25% --> 50% --> 75% --> 100% --> 100% + Left Wing DT --> 100% + Wing DTs
The Fw190A-5 would look like:
25% --> 50% --> 75% --> 100% --> 100% + DT
The Mosquito Mk VI would look like:
25% --> 50% --> 75% --> 100% --> 100% + DTs
Wow, you guys need a history lesson. STANDARD procedure within the 9th AF was NOT to take anymore internal fuel than you needed to fly to the target and return (+10 minutes for combat). Talk to some 9th AF vets and you find them flying with only the main tank fueled and the aux left empty MOST of the time. Even then, they would only add as much fuel as was required. Granted, some units didn't like to fly on less than full tanks, but that was local policy. The use of a disposable belly tank just to get them to the target area (where it was dumped) was not unusual. Remember, Crew Chiefs were making all sorts of unauthorized mods to fighters to give their pilot every advantage possible. Common sense (an oxymoron if ever there existed one) indicates that by limiting the fuel to what was needed to complete the mission, performance would be enhanced.
Many 9th AF units were based within 20 miles of the front. By mid 1944, the 9th was the largest user of P-47s in the ETO. Our field spacing is not out of line with the range required to reach the combat area in the ETO (post invasion).
If you manage your fuel, you can stay airborne a long time on 50% internal, which is how I usually configure my P-47s. I usually take a single belly tank and a full load of rockets and two 1k bombs. This is for offensive missions within a range of 1 to 1.5 sectors. Moreover, I rarely take the Jug above 10k anyway. For defensive work (fighting off GV hordes), I'll take 25% and substitute a 500 pounder for the belly tank. Since I'll rarely be using max power, I can hang out for 15-20 minutes on this, but rarely need to. I drop my ordnance and immediately go and rearm (strafing is of little value, and the time wasted could be used to rearm). For defensive work against incoming fighters, I will take a P-38 with 50% gas instead.
Gentlemen, you can do the same thing with any aircraft that has external fuel capability. I don't understand the whining about taking less than full internal fuel and adding a drop tank. The pilot has the option to configure his aircraft anyway possible within the alotted options. If you feel taking less than full tanks is an issue, than take full tanks on your planes. But, please stop playing hall monitor with how others prefer to fly. If you're afraid of a lightweight P-47 or P-38, well you should be. Especially if you're horsing around a wallowing whale with unnecessary gas aboard. Perhaps it bothers you that a light P-38 or P-47 can fight just about anything on even terms. Too bad, life sometimes sux.
There's only a few aircraft in the game that can take full underwing ordnance AND a belly tank. These include the P-47D-25 and D-40, as well as the F6F-5. This is a perfectly normal load-out. To eliminate that option WOULD be unrealistic.
By the way, I tested the P-47D-40 for acceleration at sea level. at 100 feet at 200 mph, it accelerated to 300 mph in 38 seconds. That's nearly 5 seconds slower than the P-38L. However, it's 12 seconds faster than the Spitfire Mk.IX under the same parameters. Of course, there is a direct correlation between max deck speed and acceleration on the deck if the upper test limit is close to its maximum deck speed.
My regards,
Widewing
