Questions regarding the FM of the Fw-190 A-8/9
 

In
the 4.11.1, I noticed some of the previous features on the Anton series
were taken away, especially the A-9.

1) the A-9 does no longer have the "ërhöhte Notleistung". I only have a
PDF from "classics hangar" which shows that it had been implemented to
the A-9, but even so, is this the case? The only explanation I can find
is that the auxiliary tank was used to add extra fuel. If given the
choice in-game between extra fuel or extra speed, I'd pick the latter
more frequently.

2) is the flight distance of the A-8 shown in the object viewer
representative to real-life and in-game? If so, isn't this pessimistic?
The only way, I think, to achieve such low numbers in the A-8 was that
it was running at maximum WEP power non-stop.

3) the radiators of the A-8/9 are no longer automatic. Is this the case
too? A video in YouTube showing an interview with Arthur Gartner hints
that it is automatic. He says that during dive-bombing, "it opens up".
This may indicate the radiator opening up to compensate for the
over-revving engine which auto-system was unable to compensate. Can
anyone confirm this?

***

4) a little bit off topic, I was testing out the Spitfire IXe 25 lbs the
other day at MTO on engine limits. It baffles be that the Spitfire,
although it overheats, never had its engine die. The only possible way
to kill it is if you "hang on your prop with 100% prop pitch" for ~5
minutes non-stop. Either the Spitfire is going super fast (which it
isn't) or the liquid-cooling system in it is very effective. Can someone
confirm this as it is IRL?

The A-9 is modelled to 1.65 ata boost. This is normal take off and emergency power, while this boost was special emergency on the A-8. Information in the data viewer is not always accurate, in this case too low. The 190 did not have automatic cooling flaps, the oil cooler in particular could not be adjusted at all in flight.

Do you mean that being able to change the radiator flap in game is wrong? Or is the radiator flap in game is for other stuff than cooling the oil?

The cooling flaps on the FW190 were used to manage the cylinder head temperatures, particularly the lower rear bank of cylinders, as these had a propensity to overheat badly in the prototype and early models.

The oil cooling system was more complicated. The oil cooler was a ring around the inside of the engine cowl opening, protected by a ring of armor plate on the outside of the opening (that separate ring you see on the cowl opening). The propeller assembly fan blades were primarily designed to function as part of the oil cooling system, with an added - and much needed - benefit of aiding the cooling of the cylinder heads as well.

In addition to what Treetop said, the oil cooling could be adjusted by changing the width of a gap in the oil cooling ring. This could only be done by the ground crew. The wider the gap, the better the cooling, but the slower the plane. A wide gap for instance for desert conditions cost about 20 km/h.

1) I found the same thing...but I feel ..I don´t have the correct sources
I'm sure DT has better data, Would be greatly appreciated if DT can show the source, There are many people who want to learn.
That's my case :-P
I do not like to discuss in the forums, but simply I want to learn more about FW 190, As I learned about the luftwaffe fuel types and MW50 in the Bf 109.

2) ????

3) I'm sure the radiators were not automatic in FW 190 A s, you could put the link to youtube ...I would like to see. :eek:


4) DT did a great job with the engines , DT fix many things,
They approached many things to the reality of flight manuals.
But I'm sure some planes missing the fix for the engine, I can name two or three aircraft as they should have some error in the engine performance/Overheat.. I think ...:(


Offtopic:
I fly RoF, Clod, but mainly IL2 ,is the best !

The IL2 take many changes along the years.
And I learned what Oleg wanted to do many times ..
"maintain some balance in online game" ,
His problem was not the sources, he wanted to maintain some Balance in online fights, or the number of players would fall quickly if the balance is lost. I Think...

and where is the C3 einspritz in this a9 fm?:rolleyes:..the same for the A8.

and about the ATA in the A8, there is some interesting info about it in the FW minutes (meetings reports), let's say 1.78 as standard boost on a D2 ,nobody? ;)

The A-9 used the BMW 801TS engine. It achieves the power output of the TH, but as it used the old prop reduction gear of the TU engine, erhöhte Notleistung was not permitted. It was permitted with the later TH engine, which was about to enter production when the war ended.

Stumbled
upon this at ww2aircraft by the user FLYBOYJ...

"The engine was controlled by an ingenious, advanced Kommandogerat-a
sort of electronic brain box that greatly relieved the pilot's
responsibility to control airscrew pitch (rpm), fuel mixture and engine
boost (throttle) in combat. In addition, the engine's two-speed
supercharger shifted automatically at about 21,000 feet, and •••control
of the important oil-cooler flaps was automatic•••, thus relieving the
pilot of two more major cockpit duties. The pilot needed only to keep
his hand on the throttle and his eye on his assailant. In the heat of
combat, it was very easy for an Allied fighter pilot to forget to move
one or both of the other two required controls if he needed immediate
full power to beat his opponent."

He never stated the variant though...

I'm starting to get confused now, and more so because now I want to do
an all-nighter about the Kommandogerat. :D

Here you go: http://m.youtube.com/index?desktop_u...?v=D9ABV2tqbSs

"Documentary of the Fw 190 Pt1" by GEPPKAOS