:rolleyes::rolleyes:

:!::!: Concerning reliable information E-Stelle RECHLIN is our watchword :!::!:

S! Varrattu

http://www.adlertag.de/flugzeuge/bf109e.htm
http://www.bf109-project.com/de/bf109E.html
http://weltkrieg2.de/Waffen/Kampfflu...9/Bf-109-E.htm
http://www.modellversium.de/galerie/...-3-heller.html
http://www.wopyweltweit.de/luftwaffe/bf109e.htm

you need more?

Sadly I am not sure that SpitPerf.com could be regarded as a valid source as it is clearly one sided. And I am speaking with scientific reasoning

Man hve to be cautious when picking data from this website (see for example some of the documentation cited regarding 109 and FW perfs or some of the depicted curves lacking some evidence such as the daunted shape for staged comp).

Unless of course you want us to be back at the MyOWnMOdded Bretzel Ninja FM era ... ;)

A CSP equipped propeller aircraft will achieve Vmax in level flight ONLY at the highest allowable manifold pressure and maximum propeller rpm.

That is how it works. You can fly with me anytime and I will demonstrate or you can look at your own M20J POH.

Don't confuse a variable pitch propeller operation with a CSP.

Kurfurst would know better but I do not think the variable pitch propellers were very common in the Bf-109E's. IIRC, they were used for a very short time period and were replaced by VDM hydraulic/electric designs.

Most of the propellers VDM produced were hydraulic/electric propellers. In normal operations they were hydraulic CSP's and as a backup for emergency purposes had an electric pitch variance control.

Following on from my qustion about the E3 speed...

I'm slowly coming to grips with the ATA/revs/pitch conundrum. For what it's worth I like the way the prop pitch lever works now. I say slowly as sometimes I just don't get it! Is the trick for maximum speed to just set ATA to about 1.4 then keep the revs at about 2,300 and slowly decrease pitch (allowing the revs to pick up again each time) until the revs start to drop without going back up again? EDIT: just re-read Winger's first post in the thread and it seems this is what he means.

Also, if I use full elevator immediately I get an instant stall. I know all about high speed stalls and so on but it just seems too quick for me - the same happens if I pull a sharp tune but then I can see the speed plummet. At the moment there's no way I can pull a sharp turn to get a snap shot off.

I've dampened down the axis settings to 80+ but it doesn't seem to make any difference when I'm using full elevator. I also find that it's very hard to fly the plane at low speeds. I'm making an assumption that the FM is correct and it's just learing to refly that's key - is this correct?

I also find it very hard to hit anything with the cannons - must get in closer I think.

Hood

I'm not really a 109 flyer but I wonder if the following fits in with CoD 109E performance:-

Ulrich Steinhilper (109 pilot in BoB, shot down towards the end of it so probably flying 109E) said that many new pilots couldn't keep up because they couldn't get the hang of running up to stable speed under max rpm then coarsening the pitch to 'boost' the airspeed before returning to fine pitch to build up the revs again, rinse and repeat. In that way they achieved max speed more quickly that just waiting for it to build up at max rpm.

Just a thought.

I understand this procedure to provide more acceleration, as you yourself say. It won't, in the end, provide higher max speed.

Vmax occurs at maximum rpm even in a variable pitch propeller. A CSP automatically adjust pitch to maintain rpm.

What will see in a variable pitch propeller is an rpm decrease as the speed picks up.

The pilot should adjust the pitch to reestablish maximum rpm.

CSP adjust pitch in function of the torque available to correct the effect of the air momentum. Maintaining a Cte RPM in function of the pilot inputs helps the pilot to concentrate on flying the aircraft and not the engine.

The down side being a slight decrease in perf (at least absolute achievable perfs).

A bit of ggl search give me this one :
http://www.hariguchi.org/flying/info/prop.html

Take a look !

And about my elevator question?

Hood

You need to be switching to fine pitch as your speed drops.

It's like cornering in car, you down shift gears to get the engine at high RPM and maintain responsiveness, acceleration and "pull", then when you exit the turn you accelerate and switch to higher gears (coarser pitch) once again.

It's harder with the currently bugged prop pitch because pitch control is too slow, but i could do it fine a couple of patches ago.

But as I understand it, a fine pitch causes more drag at high speed than a coarse one, therefore vmax may not be at max rpm?

It's not then on fine pitch, look at pitch clock. Fine pitch at high speed will cause over revs. Like a car plane will made best speed when engine is giving every HP it can get, and it is on max allowed rpm and max allowed manifold pressure.

Only partially correct, because pitch doesn't equal RPM. The same pitch can give different RPM at different throttle settings and airspeeds.

You can easily test this in the Tiger Moth which has a fixed pitch propeller: if you accelerate or open the throttle the RPM goes up, if you decelerate or close the throttle the RPM goes down and all that happens with the pitch remaining rock steady.

Therefore, Vmax at max allowable manifold pressure and max allowable RPM doesn't mean full fine pitch.

It means the pitch that gives the max allowable RPM at the given airspeed range, which will be sufficiently coarse at that speed. ;)

Anyone realized that when one drops the flaps on the 109 the ailerons also slightly deflect down and now takes this as the new neutral position? Is this how it was?

Yes

Those are called 'droop ailerons' and they increase the camber of the wing, which supplements the effect of flaps and increases the maximum section lift coefficient

actually i found e fatsest at 2100 rev