Official Fulqrum Publishing forum - Inaccurate performance data for BOB fighters in COD comparing to RL data

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- - Inaccurate performance data for BOB fighters in COD comparing to RL data (http://forum.fulqrumpublishing.com/showthread.php?t=20110)

Quote:

Originally Posted by Osprey (Post 411269)

ISBN number please?

Britain's War Machine: Weapons, Resources and Experts in the Second World War - David Egerton
Hardcover: 464 pages
Publisher: Allen Lane; First Edition edition (31 Mar 2011)
Language English
ISBN-10: 0713999187
ISBN-13: 978-0713999181

It's on Amazon.
EDIT:
Here's the page I was refering to.

http://i822.photobucket.com/albums/z...trone/BWM1.jpg

It then goes on to explain the sources of this fuel.
Kurfurst will hate it but the stock figures are from Gavin Bailey's paper..

Quote:

I don't know where you are from Crump but there's no such thing as a standard day in England.

All - righty then....

Quote:

If you intend to stick to this logic that's fair enough. As long as the engines in the sim produce correct amount of power at either of these settings used in real life, e.g. +6.25lbs. or +12lbs. as it is the case of early Merlins, I am happy.

MS gear is not Merlin II or III related btw. No matter how you look at it, the final result is exactly the same. And so is the reality that at this moment, what the title of this thread says is true, unfortunately.

All it does Robo is point out how much of an overloaded condition +12lbs was on the engine.

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What the hell does 100/130 fuel, which wasn't even around during BoB, have to do with 100 octane fuel?

Do you know what 100 Octane fuel is, Milo?

Quote:

Originally Posted by Crumpp (Post 411582)

All it does Robo is point out how much of an overloaded condition +12lbs was on the engine.

Desperate times call for desperate measures. There was a war on you know..

Quote:

Originally Posted by Crumpp (Post 411582)

All it does Robo is point out how much of an overloaded condition +12lbs was on the engine.

RR approved overload during the war? Fair enough, should be in game. ;)

Quote:

Originally Posted by Crumpp (Post 411221)

Baloney, re-read what I wrote. IF that is what it produced at maximum continuous...

Operative word being IF....

In the english language, IF denotes a conditional clause or supposition.

As for posting any pages, I am on a laptop. My old Desktop is getting repaired and going to my daughter. I have a new desktop being built but it will be a week or so before it is ready.

Fair enough, you did say If. So in about a week you'll be showing the pages incorporating A.P. 1590B/J.2-W, plus the front cover, inner cover and fly leaves confirming the date of publication? Much appreciated. :-)

Quote:

Originally Posted by Osprey (Post 411271)

I don't know where you are from Crump but there's no such thing as a standard day in England. We have a hosepipe ban here, yet as I write it's chucking down a ton of rain - typically British.

According to your logic the German engines are also affected, so they must be producing loads of power over in standard France but by the time they arrived in sunny England they were down to a couple of hundred HP. :cool:

Osprey,

This is the kind of baloney that adds nothing to the credibility of participants in this thread.

It concretely demonstrates you have no idea how aircraft work.

Standard Day exists everywhere in aviation and is very important. It is the atmospheric conditions that most of the data you see is converted too. Aircraft performance varies greatly based on density altitude, including your engines power development.

And yes, conditions do change but not based on any countries borders. Why do you think the very first thing Air Traffic Control will relay to you as a pilot, is the altimeter setting?

Quote:

Issue the altimeter setting:

1. To en route aircraft at least one time while operating in your area of jurisdiction. Issue the setting for the nearest reporting station along the aircraft's route of flight:

http://www.faa.gov/air_traffic/publi...c/atc0207.html

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RR approved overload during the war?

Yes, after you replace the cylinder heads and/or piston rings. Then you must modify the fuel metering system.

As they state, it is a definate overload condition!!

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In all of these publications 100 octane fuel and +12 is only a "minor footnote" and the "All out" limit is given as +6 1/4.

In the January 1942 edition it is definitely NOT a minor footnote. It is included in paragraph 1 above the operating limitations. They even specify January 1942 - ALL OPERATIONAL UNITS: 100 Octane ONLY

http://img593.imageshack.us/img593/3...uary194202.jpg

The technical order for this modification was not published until February 20, 1940.

http://img607.imageshack.us/img607/2397/ap1590b.jpg

This is not a minor modification nor is it an easy one from a manufacturing standpoint. Cylinder heads are a major component. Two heads have to be produced for every engine on the assembly line. All of the engines in the RAF inventory also have to have new cylinder heads produced as well. It is not going to happen overnight.

Milo Morani posted the instructions for Pilot Operating Notes earlier in this thread. The way it works is any technical instructions or service bulletins kept with the Operating Notes and act as updates as they are published.

When a new edition of the Operating Notes is published, all technical instructions issued since the previous Operating Notes edition are incorporated into the new edition of the Operating Notes.

That means we should see a mirror reflection of the January 1942 Operating Notes in our June 1940 edition if 100 Octane fuel was the standard and our technical instruction dated February 20, 1940 was intended for all operational aircraft.

Our June 1940 notes should alert the pilot in the operating that 100 Octane is the fuel for ALL OPERATIONAL UNITS just like the January 1942 edition IF 100 Octane is the standard fuel in use.

June 1940 Edition:

http://img844.imageshack.us/img844/1957/june1940.jpg

http://img545.imageshack.us/img545/3...kijune1940.jpg

They do not reflect anything about 100 Octane fuel in the operating limits and nothing about it being for ALL OPERATIONAL UNITS.

This timeline of a gradual phase in of 100 Octane fuel begining in June 1940, becoming significant in October 1940, and operational conversion by December 1940 is evident from two sources.

You can see this in the Pilot's Operating Notes and the amount of fuel available at the airfields prior to June 1940. 100 Octane use is insignificant until October 1940. Proir to June 1940 we do not see a “combined” amount available at the airfields unless folks are now going to start claiming 100 Octane was in widespread use in 1938!!

I am sure that will be the next argument.

http://img19.imageshack.us/img19/970...mptionbob2.jpg