That is actually realistic. Welcome to neutral stability!

:)

I tried it as well and found it extremely difficult to hold at a consistant climb speed. That is neutral stability and why the aircraft is a two fingered airplane. The airplane required very little trim input to achieve a trimmed condition as a result. Unfortunately, it harder to do that with a computer joystick as we don't have the "feel" of the airplane.

What I thought was unrealistic is the oil temperature rise. I could not get the Spitfire to decrease oil temps satisfactorily.

My oil temps stayed around ~85C in level flight at cruise settings with the radiator fully open and very quickly ran up against the maximum of 90C in a climb.

Running that close to redline in level flight is a squawk and it would be investigated to be fixed.

Granted it is summer time but with the exception of taxing, the temps in the summer never get that close redline at cruise settings.

I really think this the biggest issue. We have inconsistant evidence of atmospheric modeling. Temperature is above standard and pressure below standard. That is consistant and our density altitude should be high as per summer conditions.

What is not consistant is the variation in elevation as I assume pressure on the 200 meter altitmeter readings and most disturbing is the FTH is not consistant with a higher density altitude.

If the FTH matches standard day data by occuring at the same standard day altitude, the Flight Model's reaction to the atmospheric model is porked.

The temps mean I run full radiator open at all times in both spitfire and hurricane. I hope it is fixed for the release of the new patch that adds more radiator drag.

Yeah that is not right. Most of these aircraft cruised with radiator, oil, and cowl flaps closed by design.

You opened up them up for stressful conditions like taxi, climb, or overload conditions.

Crumpp are you ok?......your posts are starting to make sense :)

Im talking about the 109. Maybe its different.

Of course, I got my elevation from an aeronautical information site.

Look under METAR and be advised it changes with conditions. It will vary from 597-600 depending on which site you check.

Here it is 600 today:

http://www.checkwx.com/wxmain/fullsite/EGKB

Sorry Crumpp but this is nonsense and if you are a commercial pilot you'd know it, an airfields official elevation is fixed and defined according to an average sea level in 'official' aeronautical publications not some obscure hobby website, MDA's and DA's are based on threshold elevation and are defined to individual feet, you 'do not' have variable MDA's or DA's according to Wx changes, next time a real pilot lets you look at a Jeppessen approach plate you will see what I mean, having flown a Learjet45 in and out of Biggin Hill on countless occasions due to the company I worked for being based there I believe I can make comment.

BTW EGKB's official elevation is 599 feet as defined in the UK AIP and official charts

linky..... http://www.ead.eurocontrol.int/eadba...2012-05-31.pdf

Really???

http://www.checkwx.com/wxmain/fullsite/EGKB

There is a reason why you have to listen to the current weather!!

:rolleyes:

Yeah and it isn't to find out airfield elevation.

and as usual you display your complete immunity to actual provided evidence to an argument, I linked the the page directly to the UK AIP aerodrome chart for Biggin hill and you still insist that airfield elevation is deffined in a hobby website, next time you look at an official METAR tell me if you see any reference to airfield elevation.

Country United Kingdom
ICAO ID EGKB
Time UTC 0(+1DT)
Latitude 51.330833 - 51° 19' 51.00" N
Longitude 0.032500 - 000° 01' 57.00" E
Elevation 598 feet/182 meters
Type Civil
Magnetic Variation 002° W (01/06)
Operating Agency CIVIL GOVERNMENT, (LANDING FEES AND DIPLOMATIC CLEARANCE MAY BE REQUIRED)
Operating Hours SEE REMARKS FOR OPERATING HOURS OR COMMUNICATIONS FOR POSSIBLE HOURS
International Clearance Status Airport of Entry
Daylight Saving Time Last Sunday in March to last Sunday in October

http://worldaerodata.com/wad.cgi?id=UK47672