To connect or not connect

Ok, at the moment im flying the Jug with the throttle and boost disconnected apart from takeoff or I need boost. Ive seen Greg's video about the power loss but there is also sources that say it should be connected all the time. Can you guys say which way you fly and why? Thanks

I personally fly with the two connected,but correct me if I'm wrong,I was lead to believe as long as the boost lever is behind the throttle,at all times,it's ok to be disconnected.

Disconnect always, it’s like putting that cheater holder on chopsticks, so lazy lol:thumbup:

Disconnect always, it’s like putting that cheater holder on chopsticks, so lazy lol:thumbup:

:lol:

I used to fly connected unless at high alt because that’s what I did in the other “sim”. I’ve since started disconnecting because in DCS it actually matters in terms of finer control of the engine. I never connect the prop, here or there.

Its pretty dumb not to connect them, really.

connected is pointless and just for cruising, performance shows that

My understanding is that the connection was added to simplify power manipulation in combat. If you need to increase power you need to go to Auto rich, the pancreas prop to 2700rpm then add manifold pressure, then add WI in that order, lest bad things happen. The WI timing was also tricky because if you added it at too low a power setting, you risked drowning the engine. (You're dumping water into the air intake. You want it so the stuff doesn't go bang before it should, but if there's not enough heat that its all vapor by the time it gets to the part that goes bang, it might not go bang at all, which would all be bad). There is also the complex feedback loop going on between the turbo boots levels, and the engine power levels that adds a lot of turbo lag into things. (More boost meant more power which meant more boost)

Ultimately pilots found if they needed to suddenly apply power, it was often easier to just grab both levers and run both forward at the same time rather than dealing with them separately.

This sort of "quick and dirty" safety is also likely why later versions added in a catch to the prop that would drive the prop level forward if you tried to advance the throttle beyond it. If you'd linked the boost and throttle, and got jumped, you could just slam the throttle forward and hit the WI, and the catches would help keep you from breaking the engine. Experts could still run everything individually for maximum performance, but if you were fresh out of flight school and just deploying into combat for the first time, keeping things linked was good enough and could save your life.

disconnected. above 10k ft i advance turbo never ahead of throttle at 20k ft i link throttle and turbo.

I use to run it connected but haven't lately. Been taking off at 42" and that's plenty to get off the ground in time. Anything above 42" while connected during takeoff makes things squirrely and RPM fluctuates too greatly. Above 5k feet though I'll mash power forwards and connect the boost and slowly retard back to a suitable power level and keep applied until on a downwind leg.

disconnected. above 10k ft i advance turbo never ahead of throttle at 20k ft i link throttle and turbo.

Neve ever advance Boost ahead of the throttle.

To obtain maximum power from engine = avoid excessive air heat up always disconnect Boost level.

Open throttle to max, then advance boost lever to obtain desire MP. While climbing you will need to retard Boost lever in order to keep constant MP, ambient pressure is droping so turbo RPM will rise up in climb.

At high for max turbo RPM you will retard boost lever to keep safe RPM.

Your answer lies in examining why the separate boost lever exists in this airplane.

When you figure out why it is even there you will come to the correct conclusion as to whether one should normally run connected or disconnected.

If I was going to enter a fight, they’d be connected. Otherwise I fly disconnected. Most of my P-47 experience however was with another sim company’s version.

My understanding is that the boost lever essentially becomes your throttle after the throttle reaches the point where it is full forward and cannot maintain manifold pressure. Just manipulate the boost lever to select your desired MP, and make sure that when you're descending that you retard the boost so that you don't overspeed the turbine or damage the engine with high pressure...Perhaps this is incorrect? But I never feel the need to connect the boost and throttle levers.

My understanding is that the boost lever essentially becomes your throttle after the throttle reaches the point where it is full forward and cannot maintain manifold pressure. Just manipulate the boost lever to select your desired MP, and make sure that when you're descending that you retard the boost so that you don't overspeed the turbine or damage the engine with high pressure...Perhaps this is incorrect? But I never feel the need to connect the boost and throttle levers.

This is not how its working, While descending turbine rpm will drop. Over revving Turbine is only possible at high alt.

In p-47 you have 2 chargers, one is mechanically driven by engine's crank shaft just like in P-51 or spitfire, the second one is turbocharger. Throttle is controlling Supercharger boost and Boost lever is controlling turbocharger boost. Bur in case where throttle is retarded and boost lever is advanced too much bad things start happening.

Enormous load on turbo, excessive inlet air heat up. So it was established that connected boost lever is safe to operate, but it wont bring max preformance unless you open throttle to max then, it doesn't matter.

There were couple types of turbo charger regulators across all p-47 version which may work in different way.

My understanding is that the boost lever essentially becomes your throttle after the throttle reaches the point where it is full forward and cannot maintain manifold pressure. Just manipulate the boost lever to select your desired MP, and make sure that when you're descending that you retard the boost so that you don't overspeed the turbine or damage the engine with high pressure...Perhaps this is incorrect? But I never feel the need to connect the boost and throttle levers.

Apparently the connection thing is just an intent to lower pilot workload about engine management, but connecting those two all of the time, so throttle is not fully advanced when boost lever is used, takes some 300Hp from the engine (I guess depending on the altitude and power setting) so it's easier for the pilot but it's far from optimal performance-wise. On the one hand you get rid of the worries and possible problems in managing boost lever, on the other hand you're losing power, so I guess it's more a matter of personal choice.

S!

Connected from takeoff to 7000 ft, then @ 7000 ft throttle full forward and manipulate supercharger.

i never connect, on take off throttle full forward and then followed by boost lever and achieve 52 inches down the runway, its easy to memorize the position of boost to throttle lever on the hotas warthog. I prefer to be in control and set my variables, it becomes second nature very quickly and take of rolls are very short.

Its all technique, i can see the utility of having these things connected on a long mundane escort mission that lasts 7 hours. Number one rule never ever let that boost lever be in front of the throttle and all is good.

Thanks for replies guys, just wanted to check I was doing it the best way. Tbh I find it easier to manage when they aren't connected but like Enduro14 said I suspect it was very handy when escorting the heavies.