Quote:
Originally Posted by Kodoss
The CEM of the E-4 is wrong from the beginning. If you throttle down your RPM goes down and Ata stays by 1,3, which is wrong and would kill your engine in real life.
Ata and RPM should get reduced by reducing throttle.
A little example:
Your fly with 1,45Ata (1-min. power = emergency full throttle) with 2468 rpm
and you reduce your throttle to 1,35Ata 5-min. power(full throttle) then rpm goes automatically down to 2368 rpm and hold them.
If you reduce the throttle down to 1,30Ata then rpm will level off by 2326 rpm.
And so on.
Or else the manuals for the Bf 109 and Bf 110 (I think it was a Bf 110 manual/will search it later) wouldn't make any sense when they write "when in automatic mode fly after Ata settings".
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What are you saying here its confusing me. In CLOD If I am in AUTO and I pull the throttle back both ATA and consequently RPM reduce. RPM is scheduled as a function of throttle position not ATA..... which I believe is correct in the simple DB601 Auto system (i.e. Non Kommandgerate which is far more comprehensive)
In addition reducing RPM before ATA (though not a good practice IRL) wont necessarily damage the engine unless you reach some detonation threshold of low rpm v ATA. I dont see how you can do this anyway in AUTO.
As to the statement ""Fly regarding to rpm, observe manifold pressure as control." what is your interpretation of this in terms of practical pilotage with AUTO in operation ? Are you saying the pilot uses the throttle to set an RPM and just accepts the ATA rather than setting an ATA and accepting the RPM ? ... I can sort of see the logic in this but only in an AUTO CSU system.
The convention with a standard (
Non AUTO CSU) is to set ATA/BOOST/MAP to a desired value then set the desired RPM ... ideally with RPM leading the Boost on the way up and lagging on the way down.