Flying online a bit more and wondered to myself - 'Ki-84's? WHERE?' then i died.
I was flying the F4U-1D and the only advantages i've ever been able to calculate over the Ki-84 and (La-7) was dive speed, dive acceleration, zoom climb and the ability to 'put on the brakes' (i.e. speed brakes, better flaps). I realize that these are pretty good advantages and that this is what makes the hawg more fun to fly than my old spitty, but what performance advantages do i have over an La-7? (I've downloaded hardball's viewr and 'Il-2 Compare 4.07).
now for the calculations. La-7's empty weight is about 5,816 lbs. and its wing area is 188 sq ft. Wingloading is therefore, 31 lbs/sq ft.
The F4U-1D has a weight of 9,015 lbs. and a wing area of 314 sq ft. Wingloading is therefore 28.7 lbs./sq ft. (im assuming the F4U-1D is slightly lighter due to the abcence of wing fuel tanks). Why then does the La-7 turn SO much tighter? Yes, the power loading is 0.31 hp/lb (la-7) vs. 0.25 hp/lb. (F4U) but the Spitfire XIV also has a power loading like the La-7 and still turns a lot worse than the Spitfire IX. Or are these comparison sheets on Hardball's and the 'Il-2 Compare 4.07' comparing a/c when they are average TO weight/fully laiden?
Also, any suggestions against the Ki-84 would be great (as it seems as though i have the same advantages agaisnt the Frank as i do against the La-7, though it seems, without WEP, the F4U-1D climbs better and runs faster at most alts.)
Any answers would be greatly appreciated. thanks!
(P.S. just a few random F4U questions not too important -
1) best radiator settings for given altitudes... what are they?
2) Our F4U-1A is fitted with a P&W R-2800-8, without water injection, right?
3) The Pratt & Whitney R-2800-8W that powered the F4U-1A/D was a TWO-speed TWO-stage superchared engine correct? I'm not too sure because apparently, i have 3 supercharger settings.
4) What made the F4U-1D in empty weight heavier than the F4U-1A in empty weight if the -1D actually had fuel cells removed?)