One claim I have made is that they have selected lower performing P-51 variants for use in game, as opposed to selecting the highest performing variant available in the ETO. The chart bears this out, unless Williams literally pulled the numbers out of thin air, it is not a claim, it is a fact.
There is no such thing as a “lower performing P-51 variant” They were all the same with the exception of having two different supercharger gearing available (-3 and -7) and HTC modelled BOTH versions. P-51B with the -3 and P-51D with the -7. There are no more “versions”.
What part of "does not exist" don't you understand?
I understand perfectly, I just don’t believe it. Took me 2 minutes to find documentation that support HTC’s model over at Kurfurst’s site, and I didn’t just find one dataset, but two. And these are not some charts compiled by an enthusiast that may or may not be biased. These are original German documents, one from late 1944 and one from early 1945.
In both of these documents maximum speed is about 725 kmh which is a little more than 450 mph.
On the murky subject of 109 performance, it appears that HTC has consistently chosen the opposite approach from the one they have chosen in P-51 modeling and been extremely optimistic about 109 performance. How can you say this is not so when the numbers for the 109-K in game exceed Messerschmitt's own estimates?
Not at all. From what I can tell their Pony models are spot on for a late 1943 P-51B and early-mid 1944 P-51D. What they could have done in my opinion is add a perked late 1944/early 1945 P-51D with 100/150 octane fuel. Make it a P-51K just for recognition purposes. Instead of whining like a little brat about the current Ponies, you should lobby in the wish list forum for
the addition of a 100/150 P-51K.
And you ADMITTED that the G-2 should be limited to 1.3 ata, and once again, unless Mr. William's data is pulled from thin air, this seems to be proven. It is possible, perhaps probable that 109s were being run at higher ata's in combat before they were cleared to do so officially, but then again it is CERTAIN that P-47s were being modified to pull higher manifold pressures on WEP, so why must they still make do with factory limitations?
You know what... I retract that statement. Having studied it a bit closer it is clear that 1.42 ata for the DB 605A was available prior to June 1942 and periodically available throughout 1942 and 1943, finally being permanently cleared in October 1943. Compared to that the modifications to the P-47 you’re talking about were
never officially cleared. I don’t think HTC is interested in unauthorized field-mods.
Well, first off, this only confirms what I have been saying about the higher performing 109 variants being chosen, as compared to the choices made amongst the P-51 variants.
No they didn’t. If they had then we would have a 2000 hp, 470+ mph 109K with a DB 605DC engine, Flettner servo-tabs, retractable tail wheel and main wheel well covers. Instead we have the more common 1800 hp, 450 mph 109K with the DB 605DB engine, fixed tail wheel and main wheel well covers removed.
Just like the 100/150 avgas Pony I’d like a perked 2000 hp 109K with all the goodies added. Not likely going to happen though.
Is there any flight test data for the K-4 at all? I keep hearing "You don't know what data HTC is using for the K-4" but if my source is correct, there is little to be found.
See above.
I think clearance to pull higher ata than was officially allowed is VERY generous. I wish I could do the same thing with the P-47Ds.
See above.
